1964 FIAT 500 service

lubricated using Fiat Jota 3 grease.
1 Pressure plate—boss outer faces.
2 Clutch cover—withdrawal lever fulcrum.
3 Withdrawal lever stopnuts—contact face.
4 Withdrawal lever carrier ring — lever contact face.
5 Crankcase end pilot bushing lubricated with Fiat KG.15
grease.
6 Lubricate contact faces of driven plate and clutch shaft.
To install the clutch assembly proceed as follows:
1 Ensure t h a t there is no grease or oil on the faces of the
driven plate or flywheel face and position with the
raised part of the hub towards the transmission unit.
2 Locate Fiat tool A.70085 (diaphragm clutch) or
A . 6 2 0 2 3 (coil spring clutch) or a suitably sized drift,
through the driven plate hub and position in crankshaft
pilot bushing. Gradually tighten the clutch unit
mounting screws working diagonally and finally tighten
to a torque wrench setting of 5.8 to 7.2 Ib ft.
5 : 6 Pilot bushing
Whenever the clutch unit is being renewed or over-
hauled it is essential that the crankshaft pilot bush is
checked for excessive wear or damage. Also check that
FIG 5 : 7 Side sectional view of clutch and throw-out
mechanism - 5 0 0 Sedan (11OF), late Station Wagon. Value
1.5 mm (.059 inch) refers to the clearance to be obtained
through the adjustment of clutch throw-out yoke rod
F50063
The withdrawal mechanism comprises a forked lever
(see FIG 5 : 8), which is located in the clutch housing and 5:7 Withdrawal mechanism
New 500 and 500D models:
the spigot on the bush end is in a good serviceable con-
dition. The maximum clearance between the clutch shaft
spigot and the bush should not be greater than .0059 inch
otherwise the pilot bush must be renewed. To remove the
pilot bush use Fiat puller A.40006/1 /2 or a small universal
internal bush and bearing removal tool.
To fit a new bush use a suitably sized drift and drive the
bush fully home and lubricate well with Fiat KG.15 grease. FIG 5 : 9 Clutch controls and adjusting mechanism LEVER RETURN SPRING
ADJUSTABLETIE R O DCLUTCH RELEASE LEVER NUT A N D JAM NUT
FOR TIE R O D CLUTCH RELEASE BOWDEN FIG 5:8 Clutch throw-out mechanism
CLUTCHSHAFT
LEVER-AND-SHAFT
RELEASE
RELEASETHRUST RING
FORK-TO-THRUSTFASTENERS RING
CARBON
RING
WITHDRAWAL FORKCLUTCH

of wear, distorting or unevenness of the surfaces as this
part is very heavily pressed when the vehicle is negotia-
ting a corner. If the clearance to the idle pinions exceeds
.0059 inch the shaft must be renewed.
2 Inspect the ring gear and pinion seat, the side gears.and
the idle pinions for correct meshing. This will be shown
up by white marks on the sides of the gear teeth. Check
that none of the teeth are broken, chipped or exces-
sively worn and if any part is suspect then it must be
renewed not forgetting that the ring gear and pinion
come as a matched pair.
3 Inspect the condition of the ball and roller bearings, the
rollers and balls and working faces must not show signs
of pitting wear or cracking and if any part is suspect then
the race must be renewed.
4 Check that there is not any undue wear on the faces of
the thrust rings. Any slight indentations may be evened
out using a fine oil stone but if the damage is excessive
then new rings or oversize rings must befitted as neces-
sary. Thrust rings are supplied as service spares in the
following thicknesses.
Standard .0394 inch
Oversize .0512-.0591 inch
6:6 Reassembly—differential unit
To reassemble the differential case proceed as follows:
1 Press onto the differential half housing which carries
the ring gear one differential bearing inner race ensuring
that it is pushed fully home onto its seating. Install the
thrust ring and side gear (see FIG 6 : 7).
2 From t h e inside of the case insert the axle shaft com-
plete with pivot and runners that form the slip joint.
Also install the idle pinions and carrier shaft. Position
the ring gear onto the housing half and install the
differential pinion shaft retainer ring.
3 Press the other differential bearing inner race onto its
seating on the left differential housing half and replace
the left axle shaft complete with slip joint.
4 J o i n the t w o case halves together and tighten the
retaining screws and also the retaining screws of the
ring gear to a torque wrench setting of 23.1 Ib ft. Secure
all screws by bending up the lockplates.
5 Press t h e differential bearing outer races into their
seatings in the bearing housings and also f i t the o i l seals.
Also install the bearing housings over the driving shafts
together with the adjuster rings.
6 Install the differential unit assembly into the final drive
housing front half and bolt the rear
half onto it. Tighten
the six mounting nuts to a torque wrench setting of
27.5 Ib ft. Finally place the bearing housings in their
seats and tighten the mounting nuts to a torque wrench
setting of 13 lb ft.
It should be noted that after the gearbox has been over-
hauled the complete differential unit should only be in-
stalled after the drive pinion depth adjustments has been
carried out.
6 : 7 Final drive gear set adjustment
The installation and adjustment of the final drive gear
set requires special care otherwise the unit may have to be
dismantled again for further adjustment. So as to establish
the correct mesh of the t w o gears, their relative position is
accurately set during initial assembly at the factory.
F50071 Refer to FIG 6 :8 where it will be seen that t w o numbers
are stamped on the pinion shaft near to the threaded end,
the upper number is the matching number which should
also appear on the crownwheel. The lower number indi-
cates the positive or negative deviation from the theoretical
distance between the centre line of the ring gear and the
pinion face. It is this number which must be taken into
account when calculating the adjusting shim thickness
which has to be fitted between the rear roller bearing and
the fourth-speed gear on the layshaft.
The formula from which the adjusting shim thickness
can be calculated is as follows:
S=A—(B + C)
Where S=shim thickness.
A= distance between the front bearing inner
race and the centre line of the ring gear.
B = distance of the drive pinion face to the ring
gear centre line.
C = t h e total of the widths of the third-speed
gear bush, third- and fourth-speed hub,
fourth-speed gear bush and rear roller
bearing inner race fitted onto the mainshaft
It should be noted that 'A' is the total of half the diameter
of the differential bearing housing seat which is in actual
fact 41.00 mm, and the distance measured between the
front bearing inner race and the differential bearing housing
seat. The last
dimension will have a minimum manufactu-
ring limit of 150.54 mm. Any deviation from this value
must be determined and considered when determining
the total shim thickness 'S'.
A= 150.54 + 41.00 + a (deviation)
To determine deviation 'a' Fiat tool A.62036 should be
assembled to the gearbox casing as shown in FIG 6 : 9
and to take the reading proceed as follows:
1 Assemble the front ballbearing and its retainer into the
gearbox housing and tighten the retainer bolts.
2 Hold the gearbox housing in the vertical position with
the differential side upwards and insert Fiat tool
A.62036 carefully from above into the bearing bore and
lock it firmly by tightening the knurled nut.
3 Using Fiat dial gauge C.689 which has been previously
zeroed on a surface plate should next be mounted
onto the t o p of Fiat tool A.62036 with its pointer resting
on the lowest position of the differential bearing hous-
ing bore as shown in FIG 6:10. To obtain the lowest
point move the pointer to both sides of the bottom dead
centre position so as to obtain the maximum reading.
The distance ' B ' in the formula for calculating the shim
thickness is designed to have a lower manufacturing limit
of 75 mm. Any deviation ' b ' is stamped on the drive pinion.
Therefore to calculate the value of ' B '
B = 7 5 + b (deviation)
The distance 'C' in the formula for calculating the shim
thickness is designed to have a lower manufacturing limit
FIG 6 : 8 Layshaft w i t h final drive pinion. The arrow
points to the number (14) for correct mating with ring
gear and to the centesimal figure (—10) for accurate
mating position of pinion and gear

LEVER SUPPORT SCREWS BOOT MOUNTING SCREWSGEARSHIFT LEVER BOOT
GEARSHIFT LEVER
FIG 6:17 Location of gearshift lever on control passage
tunnel
Repair and inspection :
Whilst servicing the assembly thoroughly check the
condition of the slip joints sliding surfaces and the
housing in the differential side gears. If, due to wear, the
clearance is greater than .008 inch the slip joints should
be renewed or in extreme cases the differential side gears
as well.
Also check the clearance between the slip joint pivots
and runners and if it is found to be excessive the axle
shafts must be renewed as well as the runners as the
joint pivot is not supplied as a service spare part. The axle
shaft to sliding sleeve spline clearance should not exceed
.006 inch.
Check that the sliding sleeve snap ring is a snug fit in
its seating groove on the shaft.
Whenever the vehicle is being serviced the condition
of the boots, bushings and oil seals should be checked
and any damaged parts renewed.
6:10 Gear shift control mechanism
Should difficulty be experienced in obtaining correct
gear selection then the gear shift control mechanism
should be adjusted as follows:
1 Remove the screws fixing the cover to the tunnel and
raise t h e cover to t h e t o p of the gear shift lever stem.
2 Slacken the lever support mounting screws and push
the support forward if first- and third-speed engage-
ment is incorrect or backwards if second-, fourth- and
reverse-speed engagement are incorrect. Finally tighten
the mounting screws. Refit the gear shift lever boot.
Removal:
To remove the gear shift control mechanism from the
car proceed as follows:
1 Unscrew the gear shift control lever knob and the boot
fixing screws and slide the boot from the gear shift
lever.
76Key to Fig 6:18 1 Hand lever 2 Inner lever
3 Lever return spring 4 Hand lever spring 5 Ball seat
6 Inner lever-to-rod mounting screw 7 Gearshift control rod FIG 6:18 Gearshift control mechanism
6:11 Modifications
Various design modifications are incorporated on the
500 sedan (110F) and the late version of the 500 station
wagon. These are shown in FIGS 6:19 and 6:20, The gear shift handlever is removed by releasing the
lever to support mounting self-locking nut.
Check that the lever ball and socket are in good
condition and not badly pitted or worn. The inner lever
return spring and the hand lever spring should be checked
for weakness which, if apparent, should be renewed.
Reassembly is the reverse procedure to dismantling. Dismantling and inspection: 2 Remove the screws fixing the assembly to the tunnel.
Remove the tunnel front cover.
3 Disconnect the gear shift control rod at the gear
engagement control lever and pull out the assembly
from the front end.

although these do not affect the service procedures that
have been previously described.
6:12 Fault diagnosis
(a) Noisy transmission
1 Excessive backlash of gears in mesh due to gear wear
2 Gears, bearings or gear bushings damaged
3 Shafts misaligned or out of centre due to loose mount-
ing nuts
4 Dirt or metal chips in the lubricant
5 Insufficient oil level in transmission case
(b) Transmission jumps out of gear or gear
shifting is irregular
1 Improper shifting
2 Gear shift lever mounting bracket out of adjustment
3 Incorrect assembly or damage of striker rod positioning
balls and springs
4 Striker rod rollers worn or assembled incorrectly
(c) Oil leakage
1 Overfilled transmission case2 Front extension, upper cover and clutch housing nutsloose
3 Speed selector and engagement lever seal at front
extension damaged
4 Faulty bellhousing gasket
5 Gaskets, upper cover-to-case, front extension-to-case,
damaged
6 Damaged axle shaft boot or seal
(d) Transmission shifts hard
1 Defective link of gear shift lever to internal front lever
2 Internal front lever rubber bushing and plates damaged
3 Speed selector and engagement lever control rod
twisted
4 Control rod-to-speed selector and engagement lever
joint damaged
5 Speed selector and engagement lever worn
6 Striker rods binding in casing
7 Sliding sleeves and gears bound in their seats due to
the presence of dirt in splines
8 Improper quality of transmission lubricant
9 Misadjusted clutch linkage and clutch make de-
clutching impossible
78

FIG 8:6 Swinging arm components
Key to Fig8:6 1 Half-arms 2 Pin, arm to body mounting
3 Pin, arm to kingpin housing mounting 4 and 5 Washer and
nut 6 and 8 Cups, rubber bushes 7 Rubber bushes
9 and 10 Sptitpins and nuts, mounting, pin (2) to arms
TOOL A.66054
PULLER A.40005/
FIG 8 : 7 Removal of rubber bushes by universal puller
A.40005 and arm retainer tool A.66054
DRIFT ROD
A.66056
FIG 8:8 Drift rod A.66056 for kingpin housing Estend-
block' removal and installation
90Inspection:
Thoroughly clean the half arms and dry using a com-
pressed air jet. Then proceed as follows:
1 Thoroughly inspect the half arms to ensure that they
are not distorted or show signs of cracking which, if
evident, should be renewed. Compare the t w o half
arms to ensure that they have the same inclination and
that the holes are not elongated but are true and
properly aligned. kingpin housings by 'estendblocks' which are fitted in the
main leaf eyes. A specially shaped rubber buffer is
mounted on the spring centre bolt.
Leaf spring inspection and repair:
To dismantle the leaf spring assembly remove the t w o
side clips and the centre bolt. Thoroughly wash all parts
and to inspect proceed as follows:
1 Inspect carefully to check that the leaves are not
broken or show signs of cracking which, if evident,
the leaf must be renewed. It should be noted that the
third spring leaf is not available as a service replace-
ment part which means that if this leaf is damaged the
whole spring must be renewed.
2 Check that there is no paint or underseal present
between the leaves which, if evident, must be removed.
3 Ensure that the mating surfaces of the leaves are
perfectly smooth and clean. If there are signs of
rusting or slight indentations, these areas must be
cleaned using a file. Any deep indentations will be a
source of weakness and the leaf must be renewed.
4 The 'estendblocks' are press fitted into the main leaf
eyes and must be thoroughly inspected for excessive
wear, signs of seizure and dry operation of the rubber
parts. The 'estendblocks' should be renewed if there
is any doubt as to their condition. To remove and
replace the 'estendblocks' use Fiat .drift A.66056 or a
suitably sized drift as shown in FIG 8 : 8 .
5 Check the condition of all rubber pads, the centre
buffer and the polyethylene linings for signs of wear,
cracking or splits and, if evident, new parts must be
fitted.
6 Once the spring has been reassembled it should be
tested by loading as shown in FIG 8 : 5 .
8:4 Swinging arms
Description:
The swinging arms comprise t w o pressed steel sheet
half arms which are joined by two pins, one on the
kingpin housing and the other on the body (see FIG
8:6) . Rubber bushes ('flanblocks') are press fitted into
the half arms for the attachment of the swinging arm pin
to the body as shown in FIG 8 : 6 .
Dismantling:
1 Clamp the swinging arm into a vice and fit Fiat tool
A.66054 as shown in FIG 8 : 7. Remove the splitpin
and nut securing the half arms onto their pin.
2 Using a universal t w o leg puller or Fiat puller A.40005
together with items 1 and 5 pull out the rubber bushes
as shown in FIG 8 : 7. Remove tool A.66054 insert it
on the other half arm and repeat the operation
performed for the bush removal on the first arm.

1
2
6
3
8
11
13
17
19
22
25
27
29
31
33
36
35 323430 28
26
24232120 ,1816 15 14 12 10 .9 .15 4
FIG 8:11 Sectional view of shock absorber
Key to Fig 8:11 1 Threaded shank, floor mounting
2 R o d 3 Cylinder upper blanking threaded ring
4 Seal housing 5 Rod seal 6 Tab spring 7 Spring cup
8 Gasket packing spring 9 Casing gasket 10 Vapour
pocket drain and chamber 11 Rod guide bush
12 Vapour pocket drain capillary hole 13 Dust shield
92
14 Casing 15 Working cylinder 16 Vapour pocket drain
passage 17 Valve lift limiting disc 18 Fluid passage orifice
19 Valve lift adjustment washer 20 Valve star-shaped spring
21 Inlet valve 22 Piston 23 Compression ring
24 Inlet valve holes in piston 25 Rebound valve holes
in piston 26 Rebound valve 27 Valve guide cup
28 Rebound valve spring 29 Piston mounting plug
30 Compensating valve 31 Compensating valve annular
passage 32 Compensating-and-compression valve carrier
plug 33 Compression valve 34 Compression valve orifices
35 Lower plug 36 Threaded shank, lower mounting
FIXTURE
FIG 8:12 Leaf spring position under full static loads'
on fixture A.66061 or A.74061
no signs of distortion or cracking which, if evident,
new parts must be fitted.
2 Check the steering knuckle surfaces, that are in con-
tact with the bearing inner races for any signs of
scoring or seizure.
3 Inspect the condition of the two upper thrust rings and
of the lower packing ring. Parts which show sign of
excessive wear must be renewed. Lower packing rings
are supplied in service in the thicknesses tabulated
below.
Once the items have been reassembled no appreciable
clearance should be evident between the steering
knuckle and the kingpin housing. This adjustment
is obtained by installing the lower packing ring of
suitable size.
4 Check that the seating on the drums for the roller
bearing outer races are smooth as no clearance is
allowable between the races and their seatings. Care-
fully inspect that the bearing cages and the rollers
show no signs of chipping, breakage, or discolouration
due to overheating.
5 Carefully inspect the seal which must not be torn and it
should locate perfectly both on the drum and the
steering knuckles.
Reassembly:
Reassembly is the reverse procedure to dismantling.
OversizesUnder-
sizes
.002 .004 .006 .008 .010 .012
.0979 .1016 .1036 .1056 .1076 .1095
.100 .102 .104 .106 .108 .110
.002 .004
.0957 .0938
.096 .094
Stand.
in.
in..0977
in..098

8 : 7 Hydraulic damper:
Description:
The front and rear shock absorbers are of the telescopic
double acting type. Their dampening action takes place
directly on the suspension without the use of any
intermediate linkage. The shock absorber comprises a
cylindrical body formed by to coaxial tubes 14 and 15
(see FIG 8:11), the inner tube acting as the working
cylinder and the outer one as a casing. The fluid reservoir
being located between the two sections. A third outer
cylinder 13 shields the rod 2 from any road dirt.
On the top the cylinder body is enclosed by a bush 1 1 ,
oil seals 5 and 9 and a housing 4. The rod 2 slides through
the seals 5, the upper end is fixed into the vehicle body
floor and its lower end carries the piston 22 on which
rebound 26 and inlet valves 21 are arranged.
The bottom of the shock absorber is closed by a plug
35 with a threaded shank 36 for the shock absorber to be
mounted onto the suspension unit. The cylinder 15 and
carrier plug 32 is mounted with a compensation valve
30 and a compression valve 33. The piston is provided
with two rows of orifices. The internal row is blanked
underneath by the rebound valve which operates
downwards. The external row is blanked by the inlet
valve which opens upwards. Hydraulic shock absorbers
fitted since March 1959 are provided w i t h a vapour
pocket bleeder from the cylinder exterior. The bleeder
device comprises a capillary
hole 12 interconnecting the
inner cylinder 15 with the upper chamber 10 and also a
passage tube 16 from the upper chamber to the fluid
reservoir. Any vapour pockets in the pressure cylinder
are excluded past the capillary hole 12 into the chamber
10 from which they flow downwards during shock
absorber operation through the passage 16 in a light
fluid stream and up to the top of the reservoir with the
reservoir fluid.
Dismantling and inspection:
Normally during service if a shock absorber becomes
weak in operation then a new unit should be fitted.
Should however, it be necessary for the original unit to
be overhauled proceed as follows:
1 Thoroughly clean the outer casing in petrol and blow
dry using a compressed air jet.
2 Firmly clamp the lower shank of the shock absorber
in a vice and telescope upwards the outer casing and
using Fiat wrench A.56024 unscrew the upper
threaded ring 3 (see FIG 8:11).
3 Remove the shock absorber from the vice and carefully
remove the inner cylinder 15 using a screwdriver
inserted in the cylinder bottom chamfer and remove
the lower plug 32 which carries the compression and
compensation valves.
4 Push the rod i n t o the cylinder 15 and clamp the upper
shank in a vice. Unscrew the plug 29, and carefully
remove the piston 22 together with the inlet and
rebound valves. Withdraw the rod 2 from the cylinder
15 and remove the seal gasket, the housing, and
threaded ring. Thoroughly wash all parts in petrol and
carefully blow dry using a c
ompressed air jet. The
following parts should be inspected as follows.
Check that the inlet, rebound and compensation valve
discs are not deformed or show signs of cracking.
F50093 Inspect the surfaces of the piston, the seal ring and the
compression valve to ensure that they are smooth and
hydraulic fluid tight. Check that the rebound and
compression valve springs and upper seal gasket
springs are not broken or weak. Carefully inspect the
t w o seal gaskets for damage or wear and it is recom-
mended that they are renewed upon reassembly.
Check that the rod and the cylinders show no sign of
deformation and that the air pocket evacuating
passage is not blocked. Also check that the capillary
hole 12 is not blocked. Any parts which show signs
of wear or damage must be renewed.
Reassembly:
Reassembly of the shock absorber is the reverse
procedure to dismantling. Special care must be taken
when refilling the shock absorber w i t h Fiat SA1 oil
otherwise its operating characteristics will be altered.
The hydraulic fluid capacity for the front shock
absorbers is .112 imperial quarts.
The hydraulic capacity for the rear shock absorbers is
.088 imperial quarts. Only Fiat—SA1 oil must be
used.
To insert the components into the shock absorber
body proceed as follows:
1 Mount the piston on the rod, and insert the piston and
rod assembly into the cylinder 15 (see FIG 8:11).
2 Push the piston against the bush 11 and then very
carefully pour the correct amount of hydraulic fluid
up to about j inch from the edge.
3 Press f i t t h e plug 32 and pour the remaining fluid into
the casing 14.
4 Insert the cylinder 15 into the casing 14 and tighten
the upper threaded ring 3.
8 :8 Front suspension assembly and installation
1 Attach Fiat fixture A.66061 to the springs as shown
in FIG 8:12 and load it using the centre screw on the
fixture until the index 'Nuova 500' appears below
the crossbeam lower edge. It is in this position the
spring attains the full static load setting as on the FIG 8:13 Installing right front wheel hub cap by tool
A.66059TOOL
A.66059

VERTICAL LINE DB
S
EB
OIL SUMPF
GF
FIG 8:16 Castor, camber angles
6 Insert the swinging arm pin onto the two studs that
are welded to the body sides so as to support the
front suspension and wheel assembly.
7 Reconnect the kingpin housing to the spring eye by
inserting the bolt and tightening the self-locking nut
to a torque wrench setting of 28.9 Ib/ft. It is important
that during this operation the spring is always kept
in the 'set' position by fixture A.66061 so as to
ensure correct assembly and prevent excessive strain
on the 'estendblocks'.
8 Slide off the swinging arm and insert the spacers and
shims S (see FIG 8:16) onto the studs ensuring
that the resulting thickness is the same as was found
during dismantling. Reattach the swinging arm.
Screw on the nuts securing the pin to the body and
tighten to a torque wrench setting of 28.9 Ib/ft.
9 Refit the shock absorber securing it to the kingpin
housing and to the body inserting the plain washer
between the rubber pad and the toothed washer.
10 Carefully remove Fiat fixture A.66061, connect the
steering rods, hydraulic brake pipes and refit wheels.
Remove the wooden plug from the brake fluid tank
inlet opening. Carefully raise the vehicle using a
garage hydraulic jack, remove the axle stands and
lower slowly to the ground.
11 When both left- and righthand suspension units have
been refitted to the vehicle the front end steering
geometry must be checked and adjusted.
8:9 Steering geometry
Checking of the front wheel geometry is necessary
95
F500
if either excessive tyre wear or irregular steering per-
formance is noticed or if the front suspension assembly
has been dismantled for repair. The values for the front
end setting under a normal static load normally con-
sidered to comprise four passengers should be as
follows:
Camber angle — 1 d e g . ± 20'
Castor angle — 9 deg.± 1 deg.
The camber angle shown in FIG 8:14 and the castor
angle shown in FIG 8 : 1 6 adjustments are performed by
inserting shims S (see FIG 8 : 1 6 ) between the swinging
arm pin and the spacers on the studs that are welded to
the body at points D and E (see FIG 8:16). Shims .0197
inch thick are supplied in service to enable the castor and
camber angles to be adjusted.
It is suggested that the castor and camber angles are
checked at the local agents as specialised equipment is
necessary for completion of these checks.
Adjustment of castor angle:
Slacken the t w o nuts securing the swinging arm pin
to the body and proceed as follows:
1 If the castor angle requires to be increased (see FIG
8:16) move the shims S from the rear screw E to the
front screw D.
2 If the castor angle requires to be reduced (see FIG
8:16) move the shims from the front screw D to the
rear screw E.
Adjustment of camber angle:
Slacken the t w o nuts securing the swinging arm pin DE
A
C