Fiat 127 PDF

Fiat 127
3
1049 cm
opis části servisního manuálu

Fiat 127 Internet Fan Club (http://fiat127.okruhy.cz) Fiat 127 - 1050
Supplement
Contents
Introduction ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 1
Specifications ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 2
Engine … … … ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 3
1049 cc engine - general
Crankshaft - refitting
Piston rings - refitting
Pistons and connecting rods - reassembly
Pistons - refitting
Connecting rods to crankshaft - reassembly
Oil pump - reassembly
Crankshaft oil seals and carriers - refitting
Sump - refitting
Auxiliary shaft and seal - refitting
Belt - pulleys and tensioner - refitting
Cylinder head and valve gear - reassembly
Distributor - refitting
Toothed drive belt - removal, refitting and adjusting
Valve clearances - adjustment
Engine - final assembly
Engine removal – 127 Special and 127 from chassis number 1104290 onwards
Fuel system ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 4
Carburettors - general
Weber or Solex single venturi carburettors
Weber dual venturi carburettor
Carburettor overhaul - general
Ignition system... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 5
Automatic centrifugal advance curves
Braking system... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 6
Brake fluid reservoir and vacuum servo unit (Sport)
Electrical system... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 7
Charging system
Fuses (127 Special)
Fuses (1049 cc models)
Bodywork and fittings ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 8
Model variations
Wing mouldings and front spoiler (Sport) - removal and refitting
Rear spoiler (Sport) – removal and refitting
2/34
1. Introduction
Since its first introduction in 1971 the FIAT engine with a twin choke carburettor. Apart from
127 has undergone a continuing programme of minor body styling changes, the Sport is
improvements concerned mainly with styling equipped with a larger capacity sump, twin
and trim alterations. However, in 1977 a new exhaust tailpipes, servo braking, additional
model range was introduced which included the instrumentation and a laminated windscreen.
option of a larger engine of 1049 cc capacity
with a single overhead camshaft. In This supplement has been added to cater
appearance, cars in the new range are broadly for some of the production changes which have
similar to the earlier models but they have a been made, but principally to cover the 1049 cc
lower bonnet line, larger glass area and engine. The material given in Chapters 1 to 12
redesigned bumpers. still applies unless superseded by information
contained in this Supplement. Therefore,
In October 1978, the FIAT 127-Sport was always read this Chapter in conjunction with the
launched. This is a high performance version of rest of the book.
the three door hatchback having the 1049 cc
3/34
2. Specifications
Capacities (1049 cc models)
Engine oil (including filter change)

L, C and CL ... ... ... ... ... ... ... ... … 5.5 pints (3.1 litres)
Sport ... ... ... ... ... ... ... ... ... 7.7 pints (4.4 litres)
Coolant ... ... ... ... ... ... ... ... … 9.7 pints (5.5 litres)
Fuel ... ... ... ... ... ... ... ... … 6.7 gallons (30.5 litres) including 6.2 pints
(3.5 litres) reserve
Transmission oil ... … ... ... ... ... ... ... . 4.2 pints (2.4 litres)
1049 cc OHC engine

General
Type number ... ... ... ... ... ... ... ... … 127 A 000 (C, L and CL);
127 A1.000 (Sport)
Bore ... ... ... ... ... ... ... ... … 2.992 in (76 mm)
Stroke ... ... ... ... ... ... ... ... ... 2.276 in (57.8 mm)
Capacity ... ... ... ... ... ... ... ... … 64 cu in (1049 cc)
Compression ratio ... ... ... ... ... … 9,3 : 1 (C, L and CL);
9,8 : 1 (Sport)
Maximum horsepower (DIN) ... ... ... ... 50 HP at 5600 rpm (C, L and CL);
70 HP at 5600 rpm (Sport)
Valve mechanism C, L and CL Sport
Inlet :
Opens ... ... ... ... ... ... ... ... ... 2° BTDC 6° BTDC
Closes ... ... ... ... ... ... ... ... ... 42°ABDC 46°ABDC
Exhaust :
Opens ... ... ... ... ... ... ... ... ... 42° BBDC 47° BBDC
Closes ... ... ... ... ... ... ... … … 2° ATDC 7° ATDC
Valve clearances (cold) :
For checking valve timing:
Inlet ... ... ... ... ... ... ... ... 0.028 in (0.70 mm) 0.032 in (0.80 mm)
Exhaust ... ... ... ... ... ... ... 0.028 in (0.70 mm) 0.032 in (0.80 mm)
Adjustment for running (engine cold) :
Inlet ... ... ... ... ... ... ... ... 0.012 in (0.30 mm) 0.016 in (0.40 mm)
Exhaust ... ... ... ... ... ... ... 0.016 in (0 40 mm) 0.020 in (0.50 mm)
Cylinder block and connecting rods inches mm

Cylinder bore diameter * 2.992 to 2.994 76.00 to 76.05
* Cylinder bores are graded and have a variation of 0.0004 inch (0.01 mm) between each grade
Main bearing housing bore diameter 2.044 to 2.045 51.921 to 51.934
Width of centre main bearing cap between 1.088 to 1.091 27.64 to 27.70
thrust washers
Connecting rod big-end diameter 1.85 to 1.8560 47.130 to 47.142
Connecting rod small-end diameter 0.8638 to 0.8646 21.94 to 21.96
Big-end bearing shell thickness 0.0606 to 0.8646 1.539 to 1.55
4/34
Big-end bearing shell undersize range 0.01; 0.02; 0.03; 0.04 0.254; 0,508; 0.762; 1.016
Gudgeon pin interference fit in small-end:
C, L and CL 0.0004 to 0.0017 0.01 to 0.042
Sport 0.0004 to 0.0006 0.01 to 0.016
Crankpin to bearing fit clearance 0.0009 to 0.003 0.022 to 0.076
Maximum misalignment between big and small-end axes measured 4.92 in (125 mm) from
Connecting rod ± 0.004 ± 0.10
Pistons, rings and pins inches mm

Standard piston diameter, measured 0.925 inch (23.5 mm) from piston skirt base :
Grade A 2.989 to 2.9894 75.92 to 75.93
Grade C 2.9898 to 2.9902 75.94 to 75.95
Grade E 2.9906 to 2.9909 75.96 to 75.97
Range of oversize pistons 0.0079; 0.0157; 0.0236 0.2; 0.4; 0.6
Piston boss diameter (C, L and CL):
Grade 1 0.8654 to 0.8656 21.982 to 21.986
Grade 2 0.8655 to 0.8657 21.986 to 21.990
Grade 3 0.8657 to 0.8659 21.990 to 21.994
Piston boss diameter (Sport):
Grade 1 0.7874 to 0.7875 19.999 to 20.002
Grade 2 0.7875 to 0.7876 20.002 to 20.005
Ring groove width (C,L and CL) :
Top groove 0.0604 to 0.0612 1.535 to 1.555
Centre grove 0.0799 to 0.0807 2.030 to 2.050
Bottom groove 0.1562 to 0.1570 3.967 to 3.987
Ring groove width (Sport) :
Top groove 0.0604 to 0.0612 1.535 to 1.555
Centre grove 0.0793 to 0.0801 2.015 to 2.035
Bottom groove 0.1558 to 0.1566 3.957 to 3.977
Standard gudgeon pin diameter (C, L and CL):
Grade 1 0.8650 to 0.8651 21.970 to 21.974
Grade 2 0.8651 to 0.8652 21.974 to 21.978
Grade 3 0.8652 to 0.8654 21.978 to 21.982
Standard dudgeon pin diameter (Sport) :
Grade 1 0.7872 to 0.7873 19.994 to 19.997
Grade 2 0.7873 to 0.7874 19 997 to 20.000
Oversize gudgeon pin diameter 0.0079; 0.0157; 0.0236 0.2; 0.4; 0.6
Piston ring thickness :
Top compression ring 0.0582 to 0.0587 1.478 to 1.490
2nd oil control ring 0.0779 to 0.0783 1.978 to 1.990
3rd oil scraper ring 0.1545 to 0.1550 3.925 to 3.937
Piston to bore fit clearance 0.0028 to 0.0035 0.070 to 0.090
Gudgeon pin fit clearance in piston 0.0003 to 0.0006 0.008 to 0.016
Piston ring side clearance in groove:
1st compression ring 0.0018 to 0.003 0.045 to 0.077
Piston ring end gap:
1st compression ring (C, L and CL) 0.0079 to 0.0157 0.20 to 0.40
1st compression ring (Sport) 0.0118 to 0.0197 0.30 to 0.50
Piston rings oversize range 0.0079; 0.0157; 0.0236 0.2; 0.4; 0.6
5/34
Crankshaft inches mm
Main bearing journal diameter 1.8972 to 1.898 48.189 to 48.209
Standard main bearing shell thickness 0.0721 to 0.0726 1.831 to 1.845
Main bearing shell undersize range 0.01; 0.02; 0.03; 0.04 0.254; 0.508; 0.762; 1.016
Standard crankpin diameter 1.7318 to 1.7326 43.988 to 44.008
Main bearing journal fit clearance 0.0009 to 0.033 0.022 to 0.083
Width of centre main bearing cap between 1.2785 to 1.2805 32.475 to 32.525
thrust washers
Standard thrust washers thickness 0.0909 to 0.0929 2.31 to 2.36
Thrust washers oversize range 0.0959 to 0.0979 2.437 to 2.487
Crankshaft endfloat 0.0022 to 0.0104 0.055 to 0.265
Maximum misalignment of main bearing 0.0012 0.030
journals
Maximum misalignment of main bearing 0.0138 0.350
journals to crankpins
Maximum ovality of crankpins and main 0.0002 0.005
bearing journals after grinding
Maximum taper of crankpins and main 0.0002 0.005
bearing journals after grinding
Maximum run-out of crankshaft flange with 0.001 0.025
dial gauge stylus 31 mm (1.22 ins) from
crankshaft rotational axis
Maximum run-out between flywheel face 0.0039 0.10
and crankshaft flange, and between
flywheel face and crankshaft axis
Cylinder head inches mm

Standard valve guide housing bore 0.5886 to 0.5896 14.950 to 14.977
Standard valve outside diameter 0.5921 to 0.5928 15.040 to 15.058
Oversize valve guide 0.002; 0.0039; 0.0098 0.05; 0.10; 0.25
Valve guide interference fit 0.0025 to 0.0043 0.063 to 0.108
Fitted valve guide internal diameter 0.3158 to 0.3165 8.022 to 8.040
Valve stem diameter 0.3139 to 0.3146 7.974 to 7.992
Valve stem fit clearance in guide 0.0012 to 0.0026 0.030 to 0.066
Valve head diameter:
Inlet (C, L and CL) 1.3327 to 1.3445 33.85 to 34.15
Inlet (Sport) 1.4311 to 1.4429 36.35 to 36.65
Exhaust 1.1358 to 1.1476 28.85 to 29.15
Valve seat width 0.0787 to 0.0866 2.0 to 2.2
Valve seat internal diameter:
Inlet (C, L and CL) 1.1063 to 1.1142 28.1 to 28.3
Inlet (Sport) 1.2244 to 1.2323 31.1 to 31.3
Exhaust (C, L and CL) 0.9882 to 0.9961 25.1 to 25.3
Inlet (Sport) 1.0276 to 1.0354 26.1 to 26.3
Angle of valve seat 45° ± 5'
Angle of valve face 45° 30' ± 5'
Valve springs:
Inner spring part no. 4134900
Outer spring part no. 4170458
Valve gear inches mm

Camshaft journal diameter:
Valve gear end 1.1789 to 1.1795 29.945 to 29.960
Centre 1.0630 to 1.0636 27.000 to 27.015
Flywheel end 0.9843 to 0.9848 25.000 to 25.015
6/34
Camshaft bearing bore diameter in head:

Valve gear end 1.1807 to 1.1817 29.990 to 30.015
Centre 1.0648 to 1.0657 27.045 to 27.070
Flywheel end 0.9860 to 0.9870 25.045 to 25.070
Camshaft journals fit clearance 0.0012 to 0.0028 0.030 to 0.070
Cam lift (C, L and CL) 0.3425 8.700
Cam lift (Sport):
Inlet 0.3622 9.200
Exhaust 0.3642 9.250
Standard tappet bore diameter 1.4567 to 1.4577 37.000 to 37.025
Standard tappet outside diameter 1.4557 to 1.4565 36.975 to 36.995
Tappet fit clearance 0.0002 to 0.0020 0.005 to 0.050
Shim thickness 0.1279; 0.1299; then 3.2b; 3.30; then
0.0039 steps to 0.1850 0.10 steps to 4.70
Auxiliary shaft inches mm

Diameter of bush bores in crankcase:
Front 1.6339 to 1.6350 41.500 to 41.530
Rear 1.5733 to 1.5745 39.962 to 39.992
Fitted bush internal diameter:
Front 1.5143 to 1.5151 38.464 to 38.484
Rear 1.4553 to 1.4561 36.964 to 36.984
Diameter of shaft journals:
Front 1.5115 to 1.5125 38.393 to 38.418
Rear 1.4525 to 1.4535 36.893 to 36.918
Bush fit There must always be an interference fit
Shaft/bush fit clearance (front and rear) 0.0018 to 0.0036 0.046 to 0.091
Lubrication system
Oil pump Four lobe rotor type
Pump drive Through auxiliary shaft
Oil pressure relief valve Incorporated in pump
Pump rotors endfloat 0.0018 to 0.0047 0.045 to 0.120
Outer rotor to body clearance 0.0006 to 0.0022 0.016 to 0.055
Inner to outer rotor clearance 0.0010 to 0.0039 0.025 to 0.100
Oil pressure at 212°F (100°C) 50 to 70 Ibf/in2 (3.5 to 5 kgf/cm2)
Cooling system
Radiator fan thermal switch
Cuts in . 194° to 201°F (90° to 94°C)
Cuts out 185° to 192°F (85° to 89°C)
Engine coolant thermostat

Starts to open 176° to 183°F (80° to 84°C)
Fully open 205°F (96°C)
Impellor vanes to pump body fit clearance 0.0315 to 0.0512 in (0.8 to 1.3 mm)
Radiator cap relief pressure 11.4 Ibf/in2 (0.8 kgf/cm2)
Fuel system
Weber 32 ICEV 16/150 carburettor (C, L and CL models)
Venturi diameter 0.8465 in (21.5 mm)
Main jet . 0.0453 in (1.15 mm)
7/34
Air correction jet 0.0728 in (1.85 mm)

Slow running jet 0.0177 in (0.45 mm)
Emulsion tube type F74
Accelerator pump jet 0.0157 in (0.40 mm)
Needle valve seat 0.0591 in (1.50 mm)
Accelerator pump output (10 strokes) 2 to 3 cm3
Cold starting device Automatic choke
Float level 1.4016 to 1.4213 in (35.6 to 36.1 mm)
CO level 2.5%
Solex C32 TDI/4 carburettor (C, L and CL models)

Venturi diameter 0.8465 in (21.5 mm)
Main jet 0.0453 in (1.15 mm)
Air correction jet 0.0768 in (1.95 mm)
Slow running jet 0.0177 in (0.45 mm)
Emulsion tube type 71
Accelerator pump jet 0.0177 in (0.45 mm)
Accelerator pump output I10 strokes) 3 to 5 cm3
Cold starting device Automatic choke
CO level 2.5%
Weber 34 DMTR 47/250 carburettor (Sport models)

Primary venturi Secondary venturi
Venturi diameter 0.8661 in (22.0 mm) 0.9449 in (24.0 mm)
Main jet 0.0421 in (1.07 mm) 0.0500 in (1.27 mm)
Air correction jet 0.0728 in (1.85 mm) 0.0866 in (2.20 mm)
Slow running jet 0.0177 in (0.45 mm) 0.0276 in (0.70 mm)
Slow running air bleed 0.0413 in (1.05 mm) 0.0276 in (0.70 mm)
Accelerator pump jet 0.0157 in (0.40 mm) ---
Accelerator pump output (10 strokes) 8.55 cm3
Cold starting device Manually operated strangler choke
Fuel pump
Output 75 litres/hr (16.5 gal/hr)
Actuating lever stroke (C, L and CL) 2.4 to 2.6 mm (0.0949 to 0.1024 in)
Actuating lever stroke (Sport) 2.4 to 2.9 mm (0.0949 to 0.1142 in)
Delivery pressure at 4000 engine rpm 0.17 kgf/cm2 (2.55 Ibf/in2)
and fuel temp 30°C (86°F)
lgnition system
Distributor
Type and code Magneti Marelli S155HX
Automatic centrifugal advance 25° ± 2° at 4500 rpm
Condenser capacity (50 to 1000 Hz) 0.20 to 0.25 µF
Clutch
Lining outer diameter 181.5 mm (7.146 in)
Lining inner diameter 127.0 mm (5.0 in)
8/34
Maximum run-out of driven plate linings 0.2 mm (0.008 in)
Travel of release flange, corresponding

to a pressure plate displacement of not less
than 0.067 in ~1.7 mm) 8.5 mm (0.3346 in)
Transmission
Synchromesh 1st and 2nd, Borg-Warner baulk ring type,
3rd and 4th, Porsche spring ring type
Gear ratios
First 3.910 : 1
Second 2.055 : 1
Third 1.348 : 1
Fourth 0.963 : 1
Reverse 3.615 : 1
Final drive ratio (C,L and CL) 4.071 : 1 (14/57)
Final drive ratio (Sport) 4.462 : 1 (13/58)
Overall ratios
Gears 1st 2nd 3rd 4th Reverse
C, L and CL 15.92 8.7 5.49 3.92 14.72
Sport 17.45 9.17 6.01 4.30 16.13
Electrical system
Alternator
Type (C, L and CL) Magneti Marelli AA 108-14V-33A
Type (Sport) Lucas 18ACR-A4V-45A
Maximum output (approx) 570 watts
Maximum current (approx) 40 amps (C, L and CL)
50 amps (Sport)
Cut-in speed at 12V and 20°C (68°F) 1050 to 1150 rpm (C, L and CL)
1100 to 1200 rpm (Sport)
Field winding resistance across slip rings at 20°C (68°F) 3.4 to 3.8 ohms (C, L and CL)
3.18 to 3.22 ohms (Sport)
Direction of rotation (drive end) Clockwise
Engine/alternator drive ratio 1.8 : 1
Alternator regulator (C, L and CL models)

Type Magneti Marelli RTT 110 AB
Alternator speed for adjustment 6000 rpm
Current for thermal balance 20 amps
Regulating voltage 14.2 +0.3–0.2 volts
9/34
Lamps
Headlamps (C, L and CL) 40/45 watts
Headlamps (Sport) 55/60 watts (Halogen)
Brake and rear light 5/21 watts
Turn indicators 21 watts
Reversing lights 21 watts
Parking lights 5 watts
Number plate 5 watts
Courtesy light 5 watts
Boot light 5 watts
Turn repeaters 4 watts
Cigar lighter light 4 watts
Instrument panel 3 watts
Ignition warning 3 watts
Turn indicator warning 1.2 watts
Headlamp warning 1.2 watts
Coolant temperature warning (L models) 1.2 watts
Oil pressure warning 1.2 watts
Fuel warning 1.2 watts
Hazard warning 1.2 watts
Sidelamp (out) warning (Sport only) 3 watts
Brake warning (Sport only) 1.2 watts
Heated rear window warning (Sport only) 1.2 watts
Fuses
For fuse details (127 Special, L, C, CL and Sport) see Sections 23 or 24
Steering and suspension (Sport only)

Steering angles
Inner wheel 34° 50’
Outer wheel 32° 10’
Front wheel alignment (toe setting)
Laden 0.079 in (2.0 mm) toe-in to 0.079 in (2.0 mm) toe-out
Unladen 0.138 in (3.5 mm) to 0.217 in (5.5 mm) toe-in
Roadwheels
Size 4½ B x 13
Tyres 135 SR-13 or 155/70 SR-13
All 1049 cc models Ibf ft kgf m

Main bearing cap bolts 59 8.2
Engine mounting securing bolts 43 6
Cylinder head to block bolts and nuts:
1 st stage 30 4.1
2nd stage 45 6.2
Final stage 61 8.5
Manifold to head nuts 20 2.8
Connecting rod big-end nuts 38 5.2
Flywheel to crankshaft bolts 61 8.5
Driven gear (Plastic) to camshaft retaining bolt 87 12
Driven gear (steel) to camshaft retaining bolt 87 12
Camshaft cap nuts 14 2
10/34
Ignition distributor clamp nut 11 1.5

Oil pump to crankcase bolts 13 1.8
Cylinder head outlet pipe bolt 16 2.2
Water pump/alternator drive pulley nut 101 14
Alternator bracket to crankcase bolt 20 2.8
Alternator to lower bracket bolt 36 5
Cylinder head upper bracket bolt 20 2.8
Alternator to upper bracket nut 36 5
Upper bracket securing bolt 13 1.8
Oil pressure switch 24 3.3
Coolant temperature switch 36 5
Spark plug 27 3.8
Sport models only

Engine
Flexible mounting to body (engine side) 65 9.0
Flexible mounting support (engine side to body) 18 2.5
Flexible mounting upper support to gearbox 18 2.5
Engine crossmember to body 18 2.5
Flexible mounting support nut (gearbox side) 18 2.5
Flexible mounting support bolt to body 65 9.0
(gearbox LH side)
Steering and suspension
Steering wheel retaining nut 22 3.0
Front wheel bearing ring nut 44 6.0
Front wheel hub nut 160 22.0
Roadwheel bolts 64 8.8
Front suspension track control arm to body 20 2.7
Front suspension balljoint to hub carrier 40 5.5
Rear wheel hub nut 160 22
Transmission
Starter motor bolt to bellhousing lower support 18 2.5
Gear selector shaft nut 18 2.5
Upper gear lever relay lever 22 3.0
Idler support securing nut 18 2.5
Differential case flange to gearbox housing 18 2.5
11/34
3. Engine
1049 cc engine - general 5 If the cylinder head is to be dismantled, before
1 This engine is of overhead camshaft design, withdrawing the camshaft, have a suitably divided
using shims for valve clearance adjustment. The container ready so that the valve clearance
crankshaft is supported in five main bearings, adjusting shims can be extracted and kept in strict
the centre one incorporating the thrust washers originally installed order together with their
which control crankshaft endfloat. appropriate valves, springs etc.
2 An auxiliary shaft, driven by the toothed 6 All engine parts must be thoroughly cleaned
camshaft belt, is used to drive the distributor and and examined as explained in Chapter 1. Where
the fuel pump. 3 Most major engine components required, all defective parts should be renewed
can be removed while the engine is in the car, before reassembly starts.
but operations on the crankshaft, main bearings
and flywheel can only be carried out after the Crankshaft – refitting
engine has been removed. 7 Fit the main bearing shells to their seats in the
4 Engine removal and subsequent dismantling crankcase after making sure that both shells and
follows closely the information given for the seats are spotlessly clean and dry (photos).
overhead valve engine in Chapter 1, but the 8 With a light smear of grease, fit the two half
following sequence for complete engine thrust washers each side of the centre bearing
dismantling is recommended: with the oil grooves in each washer facing away
from the bearing shell (photo).
(a) Engine ancillaries (alternator, fuel pump, 9 Using clean engine oil lubricate the bearing
distributor) shells and crankshaft main bearing journals
(b) Timing belt cover (photo).
(c) Water pump 10 Carefully lower the crankshaft into its bearings
(d) Timing belt tensioner and belt
in the crankcase after making sure that it is the
(e) Manifolds
(f) Cylinder head complete with camshaft right way round. Spin the shaft to distribute the oil
(g) Crankshaft pulley (photo).
(h) Auxiliary shaft sprocket 11 Fit the clean and dry bearing shells to the main
(i) Sump bearing caps. Oil the bearing face and fit the
(j) Oil pump and auxiliary shaft bearing caps to the crankcase. Make sure that
(k) Connecting rods and pistons each cap is fitted to its own location by checking
(l) Flywheel and crankshaft oil seal carriers the groove marks in the base, and that each cap
(m) Crankshaft and main bearings is the right way round. This is achieved when the
axial locating tags in each half bearing shell butt
on the same side (photos).
3.7A Thoroughly clean the bearing shells and seats before 3.7B Note that central bearing shell has no oil groove but all
assembly shell are axially located by an offset tag
12/34
13.1. 1049 cc engine, longitudinal section (Sec.3)
13/34
13.2. 1049 cc engine, cross section (Sec.3)
(The engine is installed inclined 6°rearwards)
14/34
12 Refit the main bearing cap bolts and screw

them up fingertight. Spin the crankshaft and, if
all is well, tighten the bolts to the specified
torque load and turn the crankshaft again to
check freedom of rotation (photo).
13 Measure the crankshaft endfloat with feeler
gauges. If this exceeds the specified tolerance,
oversize thrust washers will have to be fitted.
Pision rings - refitting

14 Follow the procedure given in Chapter 1,
Section 42.
Pistons and connecting rods–reassembly

3.8 The half thrust washers are fitted each side of the Section 43 (photo).
centre bearing
Pistons – refitting
Section 44.
17 Note that the connecting rods in the 1049 cc
engine have two oil jet holes leading from the
big-end bearing (photo).
18 When the piston is correctly fitted it will have
the valve depressions adjacent to the side of the
block with the cylinder head studs in (photo).
Connecting rods to crankshaft-

reassembly
Section 45.
20 Torque load the big-end cap nuts to the
reading quoted in the Specifications of this
Chapter 13 - it is different from the value quoted
3.9 Oil the bearings and crankshaft journals… for the 903 cc engine (photo).
Oil pump - reassembly

21 The oil pump fitted to the 1049 cc engine is a
Hobourn-Eaton rotor type of pump which is quite
different from the gear pump fitted to the 903 cc
engine. It consists of a four lobed rotor rotating
in a five slotted outer rotor which is mounted
eccentrically to the inner rotor. As the inner rotor
rotates the outer rotor is driven round, and the
spaces between the lobes on the inner rotor and
the slots in the outer rotor increase and
decrease once per revolution. The increasing
spaces are connected to the pump inlet and
cause oil to be drawn into the pump. The
decreasing spaces connect with the pump outlet
through which the oil is forced to feed the
engine. A springloaded relief valve in the outlet
3.10 … and then fit the crankshaft into the crankcase
of the pump vents excessive oil pressure into
the sump. The efficiency of the pump depends
15/34
3.11A Fit the bearing shell ti the main bearing caps… 3.11B …and then fit caps to the crankcase after oiling the
shells
3.11C Ensure that each cap is the right way round in its 3.12 Tighten main bearing cap bolts with a torque wrench
own location with the one with four marks at the flywheel
end of the crankcase
3.15 Piston and connecting rod assembly 3.17 One of the oil jet holes in the big-end – the other is on
the other side of the rod
16/34
3.18 The valve depressions in the piston are adjecent to 3.20 Torque tighten the big-end cap nuts
the cylinder head studs in the block
3.22A Firts fit outer rotor to the oil pump body… 3.22B …followed by the inner rotor
3.23 Measure the end clearance of the rotors with the 3.24 Measure the outer rotor to body clearance…
pump face
17/34
3.25 …and the inner to outer rotor clearance 3.27A Fit the oil pump pressure relief valve plunger and
spring…
3.27B …followed by the retainer plate and circlip 3.28 Refit the pump lower half body
3.29 Fit the oil pump to the crankcase 3.30 The oil tube is secured by a bracket to the centre main
bearing cap with a bolt and washer
18/34
3.32 Fitting the crankshaft seal and carrier at flywheel 3.33 …and at the timing cover end
and…
3.34 The timing indicator bracket is located behind the two 3.36 Fit the sump to the crankcase
top bolts of the seal carrier
on fine clearances and these should be checked 27 Fit the oil pressure relief valve plunger to the
during assembly. pump body followed in turn by the spring,
22 Fit the outer rotor to the pump body and then retainer plate and circlip (photos).
fit the inner rotor (photos). 28 Lubricate the rotors with clean engine oil and
23 Lay an accurate straight edge across the refit the pump lower half body and strainer
faces of the rotors and pump body and measure (photo).
the clearance with feeler gauges (photo). 29 With a new gasket, fit the assembled oil
24 Insert a feeler gauge between the outer rotor pump to the crankcase block and secure with
and the pump body to measure the clearance the two long bolts (photo). Tighten to the
(photo). specified torque load.
25 Similarly insert a feeler gauge between the 30 Fit the oil tube to the crankcase securing it by
inner rotor lobe tip and the outer rotor to its bracket to the centre main bearing cap with
measure the clearance between the two (photo). its retaining bolt. Tighten to the specified torque
26 Compare the clearances with the tolerances load (photo).
quoted in the Specifications to this Chapter. Any
excessive clearance could result in low oil Craknshaft oil seals and carriers-refitting
pressure, and as the inner and outer rotors are 31 Clean the flywheel mounting spigot on the
matched pairs the only solution is a new or end of the crankshaft and lubricate the
reconditioned pump assembly. crankshaft seal with clean engine oil. Fit a new
gasket.
19/34
3.39 Fitting the auxiliary shaft… 3.40 …and its seal and carrier
3.42 This face of the pulley fits towards the shaft 3.43 Fit the belt tensioner bracket a new gasket to the
block …
3.44 …followed by the spring-loaded plunger… 3.45 …and then the tensioning wheel
20/34
3.46 The bevelled washer is fitted bevel outwards and is 3.47 …the crankshaft toothed pulley
followed by…
3.48A Valve guide oil seal 3.48B Inserting a valve followed by…
3.48C …the lower spring seat and springs… 3.48D …and upper spring seat
21/34
3.48E A magnet is useful for refitting the split collets 3.48F After assembly a sharp tap on the valve stem will
help to bed the parts in
3.49A Use a small pointed tool to … 3.49B …prise out the vlave clearance adjusting shim
3.49C This shim is 4,15mm thick 3.49D Refit each tappet bucket with its shim to its vlave
22/34
32 Carefully ease the lip of the seal onto the the bottom bolt through the kidney-shaped slot.
spigot and secure the carrier with the bolts and Note that this latter bolt has an additional, large
washers (photo). washer against the wheel carrier. Temporarily
33 Similarly clean the crankshaft at the timing tighten the two bolts they will have to be
belt end and fit the seal and carrier. Retain by retightened after the belt has been fitted (photo).
the two bottom bolts (photo). 34 Put the timing 46 If the key had previously been removed from
indicator bracket over the two top bolt holes in the pulley end of the crankshaft, clean the key
the seal carrier and fit the two top bolts (photo). slot and refit the key. Then slide on the bevelled
washer, making sure that the bevel is on the
Sump - refitting side away from the crankcase (photo).
35 Make sure that there are no remnants of the 47 Refit the crankshaft toothed pulley (photo).
old gasket on the sump flange and fit a new Then the V-belt pulley can be refitted together
gasket using a little grease to hold it in position. with its retaining nut and washer. Final
Check that it is bedded down evenly all round tightening of this nut can wait until the flywheel
the flange. has been fitted, when a 'gag' can be fitted to the
36 Fit the sump to the crankcase. Put the load flywheel to hold the crankshaft whilst tightening
spreading washers on each bolt and screw into the nut - see Chapter 1, photo 23.2A.
the crankcase (photo).
37 Tighten the bolts evenly to avoid warping the Cylinder head and valve gear-reassembly
flange. 48 It is assumed that the valves will have
already been examined and renovated as
Auxiliary shaft and seal - refitting described in Chapter 1, Section 31. Follow the
38 Clean the auxiliary shaft bearings and procedure given in Chapter 1, Section 51 to
lubricate with clean engine oil. reassemble the valves, but note that new oil
39 Insert the shaft into the crankcase bushes seals should be fitted to this engine when the
and rotate the shaft to spread the oil (photo). valves have been inserted in the guides and
40 Lubricate the auxiliary shaft seal in its carrier before the springs are fitted (photos).
and carefully ease the seal over the shaft spigot 49 Each tappet bucket contains a shim in the
(photo). head which is used to control the valve
41 Fit the seal carrier retaining bolts and clearance. Before assembling the buckets to
washers and tighten. their valves, prise out each shim and take a note
of the thickness. This is etched on the lower face
Belt pulleys and tensioner - refitting of the shim and indicates the thickness in
42 Fit the toothed pulley to the auxiliary shaft. millimetres to two decimal places. If the number
The recess in the pulley fits on the auxiliary shaft has worn off, use a micrometer to check the
with the dowel on the shaft in the hole in the shim thickness. Make a table showing each
pulley (photo). Fit the retaining bolt and washer valve by number and the thickness of shim on
and partially tighten, as it will be necessary to assembly. Reassemble each shim to its bucket
wait until the drivebelt has been fitted before and after lubricating with clean engine oil fit the
finally tightening this bolt. Alternatively, it is buckets to their respective valves (photos).
possible to hold the auxiliary shaft carefully in a 50 Lubricate the two camshaft bearings in the
vice, fit the seal and carrier to the shaft, followed cylinder head and carefully thread the camshaft
by the toothed pulley and its retaining bolt and through the driving end hole and lower it onto its
washer, and then tighten the bolt fully before bearings. The cams will rest on the tappet
fitting the complete assembly to the block. buckets and the camshaft should now be turned
43 The belt tensioner bracket can now be fitted. so that the two cams over No. 1 cylinder (driving
Clean off all traces of old gasket from the end) are pointing upwards (compression/firing
bracket and block and use a new gasket on stroke). This is to reduce the bending load on
assembly. Fit the retaining bolts and washers the camshaft as the two bearing halves are
and tighten (photo). being tightened down (photo).
44 Insert the spring-loaded plunger assembly 51 Lubricate the camshaft bearing halves and fit
into the tensioner bracket (photo). them to their respective studs in the head. Put
45 The tensioning wheel in its carrier can now the steel bridge plates in position and fit the
be fitted. Put the top bolt and washer in first and washers and nuts (photo).
then bear down to compress the spring and fit 52 Tighten the four nuts a little at a time
23/34
progressively until the bearing halves meet. 59 Set the crankshaft by using a spanner on the
53 Oil the camshaft seal and carefully fit it with pulley retaining nut and aligning the mark on the
its carrier and a new gasket to the cylinder head pulley with the long pointer on the timing
(photo). indicator bracket. Then set the camshaft by
54 Position the drivebelt guard backplate over aligning the hole in the camshaft pulley with the
the camshaft seal carrier and fit the three bolts cast ridge on the top of the camshaft seal carrier
and washers (photo). 55 Tighten the three bolts just behind the toothed pulley (photo).
retaining the backplate and seal carrier. Torque 60 Fit a new cylinder head gasket with the word
load the four camshaft bearing securing nuts to ALTO upwards (photo). Do not use grease or
the specified setting. any other jointing compound. 61 Taking care not
56 Fit the camshaft toothed driving pulley with its to disturb the crankshaft or camshaft lower the
bolt and washer. Leave the final tightening until cylinder head onto the block (photo).
the drivebelt is fitted (photo). 62 Fit the thick washers to the studs on the
57 Check the valve clearances; the camshaft manifold side of the block followed by the nuts.
can be turned by a spanner on the pulley Fit the bolts with their thick washers to the other
retaining bolt. Readjust any clearance if side of the block and screw the bolts and nuts
necessary, as described later in this Section. down to lightly compress the gasket. The bolts
58 Owing to the small clearance between a and nuts must now be torque loaded by stages
piston at TDC and the open valves during (see Specifications) in sequence, to the
exhaust/inlet overlap, it is imperative to get the specified load and in the order shown in
crankshaft and camshaft in their correct related Fig.13.3. This may present some difficulty as,
positions before turning the engine after fitting owing to the shape of the cylinder head, it is not
the cylinder head. If this relationship is out then possible to get a socket spanner fitted to a
serious damage could be done to the valves or torque wrench over the cylinder head nuts.
pistons by turning the crankshaft, as the pistons These can be tightened using a ring or open-
will impinge on the valve heads. To avoid this ended spanner as an extension to the torque
the following sequence should be observed. Set wrench, but then, of course, the applied torque
the crankshaft as described in paragraph 59, will be different to the torque registered or set on
and the camshaft (before assembling the the torque wrench. To overcome this a simple
cylinder head to the block) also as described in calculation can be made so that a setting can be
paragraph 59. Fit the head to the block taking established for the torque wrench which, with an
care not to disturb the set positions and, finally, extension, will produce the specified torque
fit the toothed drivebelt. Then the crankshaft can loading. This value varies with the ratio of the
be turned with no likelihood of damage.
Fig. 13.3. 1049 cc engine cylinder head nut and bolt tightening sequence (Sec.3)
24/34
3.50 Position the camshaft in the cylinder head … 3.51 …and fit the half bearings and bridge plates
3.53 Fit the camshaft seal in its carrier to the cylinder head. 3.54 …followed by the drive belt quard backplate
3.56 Fit the camshaft toothed pulley 3.59 Hole in pulley aligned with část ridge, view from
behind the wheel
25/34
extension length and the torque wrench length

and is calculated by using the formula:
where A is the specified torque loading (Ibf ft or

kgf m), B is the torque to be set, or read, when
using an extension (Ibf ft or kgf m), y is the
length of extension (ft or m), and z is the length
of torque wrench (ft or m).
Example: Specified torque is 60 Ibf ft, length of
extension is 6 in, and length of torque wrench is
2 ft, then B = (60 x 2) = (6/12 + 2) = 120 =2'/z =
48 Ibf ft; torque wrench setting or indication.
When measuring, use centres of bolts/nuts and
centre of torque wrench drive square. When
calculating, keep values constant, that is, don't 3.68 Fitting the distributor
mix inches and feet for example (photos). 63 Fit
the drivebelt as described later in this Section.
When fitted, the auxiliary shaft pulley bolt and
the camshaft pulley bolt can be torque loaded to
the specified settings if these were not done on
assembly.
Distributor - refitting
64 The distributor is mounted nearly vertical on
the oil filter side of the engine and is driven by
skew gears from the auxiliary shaft. In turn the
distributor shaft also drives the oil pump through
a splined coupling (photo).
65 It is more convenient to set the contact
breaker gap before fitting the distributor to the
engine. Adjust to the specified clearance
(photo).
66 Turn the crankshaft in the normal direction of 3.70 Distributor clamp bolt
rotation until the line on the crankshaft pulley is
adjacent to the first of the three pointers on the
timing bracket. This is 100 BTDC, the second
pointer is 50 BTDC and the large, third pointer is
TDC. Note which cylinder, either 1 or 4, is on the
compression stroke. This is indicated by both of
the inlet and exhaust cams pointing upwards
causing their relative valves to be shut. 67
Rotate the distributor shaft until the rotor is
opposite the terminal in the distributor cap
serving the same cylinder number as the one
which was on compression stroke and with the
contact breaker points just breaking.
68 Lubricate the distributor skew gear with clean
engine oil and insert the distributor into the
engine block. Watch the rotor carefully to see
how much it turns as the skew gears mesh.
Then withdraw the distributor, reset the rotor and 3.77 Fitting the toothed drivebelt-crankshaft V-belt pulley
removed for clarity
then preset it the same amount that it turned
26/34
3.60 The cylinder head gasket is fitted ALTO upwards 3.61 Lower the cylinder head onto the block
3.62A Tighten the cylinder head bolts and nuts to the 3.62B These cylinder head nuts might be difficult to torque
specified torque tighten
3.64 Distributor driveshaft skew gear 3.65 Checking the contact breaker gap
27/34
when initially inserted; then reinsert it into the

engine. Ideally the contact points should be just
breaking with the rotor opposite the correct
numbered terminal in the cap. If this is not the
case, repeat on a trial and error basis until this is
achieved (photo).
69 Fit the clamp washer and nut and lightly
tighten temporarily.
70 With a lamp and battery across the contact
breaker points and the clamp nut just loosened,
move the distributor body round its axis until the
light just goes out. Tighten the clamp nut to the
specified torque load (photo).
Toothed drivebelt - removal, refitting and

3.78 Setting the belt tensioner
adjusting
Note: If adjustment is necessary on an old belt
or if the belt is removed for any reason, always
change the belt for a new one, never adjust
using the old belt.
71 The toothed drivebelt should be renewed at
36 000 miles (60 000 km). This can be done with
the engine in the car. 72 Using a spanner on the
crankshaft pulley nut turn the engine over until
the timing mark on the crankshaft pulley is
aligned with the TDC pointer (long one).
73 Remove the drivebelt cover and the
alternator/water pump drivebelt.
74 Check that the camshaft pulley timing hole is
aligned with the cast ridge on the seal housing;
refer to paragraph 59 of this Section. If it isn't,
3.84 Checking a valve clearance turn the engine over one revolution to get it lined
up.
75 Before removing the drivebelt it must be
remembered that neither the camshaft nor the
crankshaft must be moved with the belt off, If
this precaution is not observed the pistons and
valves could impact causing serious damage.
76 Release the tension on the drivebelt by
slackening the bolt in the kidney-shaped slot on
the tensioner bracket, loosening the other
(pivot) bolt, pushing the tensioner wheel against
the spring unit and tightening both bolts. Slide
the drivebelt off the pulleys.
77 Fit the new belt. Start at the crankshaft drive
pulley and, taking care not to kink or strain the
belt, ease it into place over the auxiliary shaft
pulley and the camshaft pulley. It might be
3.87 Made-up tool for depressing tappet buckets necessary to slightly turn the camshaft to get the
belt to mesh. This should always be done in the
direction of least movement to achieve a mesh,
Fit the belt on the tensioner pulley last. If this is
difficult do not lever or force the belt on but
recheck it and try again (photo).
28/34
78 Slacken the tensioner bolts to tension the belt 86 To change a shim, turn the engine until the
and retighten the bolts (photo). relevant cam is pointing upwards, then turn the
79 Turn the engine over for two complete tappet in its housing so that the slot in the rim is
revolutions to even out belt tension. Then again accessible.
slacken the tensioner bolts to let the tensioner 87 The manufacturer provides special tools for
take up any slack and retighten the bolts. Never depressing tappets (Nos. A60480 and A60443).
turn the engine backwards or rock the camshaft These make the job easier if they can be
when tensioning the belt, as slack could develop borrowed, but it is possible to do the job without
in the belt and it might jump a tooth. them. The best way is to make up a tool from a
80 Refit and tension the alternator/water pump piece of steel plate shaped as shown in the
V-belt. Refit the drivebelt cover. photograph. Alternatively use a screwdriver to
lever the tappet down and another one, on edge,
Valve clearances - adjustment to hold the tappet down by positioning it
81 Checking the valve clearances should be between the camshaft and the rim of the tappet;
done at the 6000 miles servicing, or whenever then remove the lever. This is quite tricky and
the cylinder head has been removed and needs some care to avoid any damage. If in any
refitted for any reason. It is important that the doubt about doing this job it should be left to a
clearances are set correctly, otherwise the FIAT agent. As well as having the right tools he
timing will be wrong and the engine will also have a stock of shims from which to
performance will be poor. If there is no choose those required to correct wrong
clearance at all, the valves and seats will soon clearances. It is expensive buying shims that are
get burnt. Set the clearances with the engine not required (photo).
cold. 88 With the tappet held down, prise the shim out
82 Remove the camshaft cover. The engine can with a thin screwdriver. The FIAT way is to lift
be turned over by either using a spanner on the the shim using compressed air, which is
crankshaft pulley nut, or by jacking up a front effective if an air line is available. The shims are
wheel, engaging top gear and using the wheel held in quite strongly by the oil film and they
to turn the engine. must be lifted up square or they will jam.
83 Each tappet must be checked when its Remove the shim with long-nosed pliers
operating cam is pointing upwards, 1800 away (photos).
from the tappet. Check the clearances in the 89 When new, shims have their thickness
firing order, No. 1 cylinder first and then 3, 4 marked in millimetres on their undersides. This
and 2. Do the exhaust of one cylinder and the marking may wear off and then it will be
inlet of the one after, at the same time to necessary to measure their thickness with a
minimise the amount of engine turning. Counting micrometer. From the thickness of the shim and
from the timing belt end, exhaust valves are the error in the clearance, calculate the size of
1-4-5-8, inlet valves 2-3-6-7. shim required to produce the correct clearance.
84 Insert the feeler gauge for the appropriate 90 Insert the new shim, numbered side down
valve. See the Specifications for correct towards the tappet. Remove the tools used for
settings. The feeler should slide in readily depressing the tappet and repeat the operation
between cam and shim, but with slight frictional until all clearances are correct.
drag. Try one a size thicker and one a size 91 Using clean engine oil lubricate all moving
thinner. The thick one should not go in and the and sliding parts in the camshaft/tappet
thinner one should be too loose (photo). assembly. Fit a new gasket and refit the
85 If the clearance is wrong, measure the camshaft cover together with the nine bolts and
clearance and write it down with the number of washers. Tighten the bolts progressively (photo).
the valve. When all the clearances have been
checked, it will be necessary to remove those Engine - final assembly
shims which are fitted where the clearances are 92 Completing assembly of the 1049 cc engine
wrong, and renew them with different thickness follows broadly the procedure for that of the
shims. If a clearance is too big, use a thicker smaller engine which is dealt with in Chapter 1,
shim. If a clearance is too small use a thinner Section 56.
shim. Calculate by simple subtraction. 93 The manifold gasket is supplied in two parts
for the 1049 cc engine (photo). These serve
29/34
3.88A With the tappet depressed… 3.88B …the shim can be removed
3.91 Fit the camshaft cover with a new gasket 3.93A The two-pieces gasket for manifold joint…
3.93B …and the manifolds fitted 4.1 Weber 32 ICEV carburettor
30/34
Fig. 13.4 Engine mounting (right-hand side) (Sec.3) Fig. 13.5. Engine mounting (left-hand side) (Sec.3)
1 – Mounting 1 – Mounting to chassis bolts

2 – Crankcase 2 – Mounting
3 – Mounting to transmission bracket
both the inlet and exhaust manifolds which are

on the same side of the engine. 5 Disconnect the distributor vacuum pipe
(photo). 6 Disconnect the fuel flow and return
Engine removal - 127 Special and 127 hoses
from chassis number 1104290 onwards 7 Disconnect the coolant hoses from the
94 The removal of the engine assembly from automatic choke housing and tie the pipes as
these models is slightly different from that high as possible to prevent coolant loss (photo).
described in Chapter 1, owing to redesigned 8 Unbolt the carburettor flange mounting bolts
engine mountings. and lift the carburettor from the manifold.
95 For the later type of mountings, 9 Refitting is a reversal of removal, but use a
disconnection of the engine is achieved by new flange mounting gasket
removal of the engine suspension mounting
securing bolts after taking the weight of the Dismantling and adjustment
assembly on a hoist. 10 Clean the outside of the carburettor, remove
96 On refitting the assembly tighten the securing the top cover screws and lift off the cover.
bolts to the specified torque load. 11 Clean out the float bowl.
12 Any jets or bleed screws if removed, should
4. Fuel system only be cleaned by blowing air through them.
Never probe with wire or their calibration will be
ruined.
Carburettors - general 13 Check the float level by holding the
1 On L, C and CL models the 1049 cc engine is
carburettor cover vertically so that the float
fitted with either a Weber 32 ICEV 161150 or a
hangs down, and then measure between the
Solex C32 TDI/4 carburettor with a downdraught
casting flange and the nearest point of the float.
single venturi and automatic coolant heated
Adjust if necessary by bending the float arm tab
choke (photos).
until the clearance conforms with the
2 On Sport versions, a dual venturi Weber
Specifications according to carburettor.
carburettor is fitted with manual choke.
14 The automatic choke will not normally require
dismantling, but if the cover is removed, make
Weber or Solex single venturi sure that the centre index marks on the cover
carburettors and housing are in alignment before tightening
the choke cover screws.
Removal and refitting 15 On later carburettors, the mixture screw is
3 Remove the air cleaner fitted with a tamperproof cap and adjustment to
4 Disconnect the throttle cable (photo). the slow-running should therefore be limited to
31/34
altering the throttle speed screw. Weber dual venturi carburettor

16 On earlier carburettors, or if new components
have been fitted to carburettors having a Removal and refitting
tamperproof screw, then the slow-running and 19 These operations are similar to the
mixture can be altered, but only if an exhaust operations described in paragraphs 3 to 9 of this
gas analyser is available in the case of later Section, but the unit is of manually operated
carburettors, after the tamperproof cap has been choke design and will therefore not have coolant
broken off. hose attachments. A choke cable is fitted
17 On earlier units, use a device such as a instead.
mixture adjustment aid or a vacuum gauge fitted
in accordance with the manufacturers' Dismantling and adjustment
instructions to obtain the correct slow-running 20 The operations are similar to those described
adjustment. for the single venturi type carburettor, once the
18 On later units, an exhaust gas analyser, upper body has been removed (six screws).
again used in accordance with the maker's 21 If jets are extracted, identify them as to which
instructions, will ensure that the CO level is side of the carburettor (primary or secondary)
within the limits specified. Fit a new tamperproof they came from.
cap on completion.
4.4 Throttle cable connection to Weber single venturi 4.5 Weber single venturi carburettor installed (vacuum pipe
carburettor arrowed
4.7 Weber single venturi carburettor showing coolant hoses 7.6 Location of fuse block - 1049 cc engine models
(arrowed) to automatic choke housing. Note fuel hoses
connected to top right of carburettor
32/34
22 To check the float setting, hold the is an economical proposition if the original one
carburettor cover vertically with the float hanging has seen service to a high mileage. Very often a
down. The distance 'a' (see Fig. 13.8) measured generous allowance is made for the old unit.
between the float and the cover (with gasket
fitted) should be 7 mm ± 0.25 mm. Where
necessary, bend the float tongue.
23 This type of carburettor is fitted with a
tamperproof cap on the mixture screw, and
unless an exhaust gas analyser is available,
restrict any adjustment to the slow-running to
turning the throttle speed screw.
Carburettor overhaul – general

24 Whenever it is decided to overhaul a
carburettor, always obtain the appropriate repair
kit in advance. If throttle or choke valve plates or
their spindles are worn, do not dismantle them
but obtain a new carburettor. A new carburettor
Fig. 13.7. Weber dual venturi carburettor flost setting

diagram (Sec.4)
Fig. 13.6. Solex carburetor adjustment screw (Sec.4) 1 – Carburettor top cover 7 – Float arm tab
2 – Fuel inlet needle valve 8 – Float arm
A – Throttle speed screw B – Sealed mixture screw 3 – Float stop 9 – Float
4 – Needle 10 – Gasket
5 – Return hook a = 7 ± 0,25 mm
6 – Ball
Fig. 13.8. Weber dual venturi carburettor (Sec.4)
1 – Throttle cable 4 – Throttle speed screw Fig. 13.9. Location of mixture control screw (1) (Weber dual
2 – Cable conduit 5 – Throttle control diaphragm venturi carburettor) (Sec.4)
3 – Choke cable
33/34
…….. nedokončeno
34/34

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Fiat 127

opis části servisního manuálu

Engine oil (including filter change)

1049 cc OHC engine

Valve mechanism C, L and CL Sport

Cylinder block and connecting rods inches mm

Pistons, rings and pins inches mm

Cylinder head inches mm

Valve gear inches mm

Camshaft bearing bore diameter in head:

Auxiliary shaft inches mm

Engine coolant thermostat

Radiator cap relief pressure 11.4 Ibf/in2 (0.8 kgf/cm2)

Air correction jet 0.0728 in (1.85 mm)

Solex C32 TDI/4 carburettor (C, L and CL models)

Weber 34 DMTR 47/250 carburettor (Sport models)

Lining inner diameter 127.0 mm (5.0 in)

Maximum run-out of driven plate linings 0.2 mm (0.008 in)

Travel of release flange, corresponding

Final drive ratio (C,L and CL) 4.071 : 1 (14/57)

Final drive ratio (Sport) 4.462 : 1 (13/58)

Alternator regulator (C, L and CL models)

Steering and suspension (Sport only)

All 1049 cc models Ibf ft kgf m

Ignition distributor clamp nut 11 1.5

Sport models only

13.1. 1049 cc engine, longitudinal section (Sec.3)

13.2. 1049 cc engine, cross section (Sec.3)

(The engine is installed inclined 6°rearwards)

12 Refit the main bearing cap bolts and screw

Pision rings - refitting

Pistons and connecting rods–reassembly

Connecting rods to crankshaft-

Oil pump - reassembly

extension length and the torque wrench length

where A is the specified torque loading (Ibf ft or

when initially inserted; then reinsert it into the

Toothed drivebelt - removal, refitting and

3.93B …and the manifolds fitted 4.1 Weber 32 ICEV carburettor

1 – Mounting 1 – Mounting to chassis bolts

both the inlet and exhaust manifolds which are

altering the throttle speed screw. Weber dual venturi carburettor

Carburettor overhaul – general

Fig. 13.7. Weber dual venturi carburettor flost setting

Fig. 13.8. Weber dual venturi carburettor (Sec.4)

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