1965 FIAT 500 brakes

2:12 Fault diagnosis
(a) Leakage or insufficient fuel delivered
1 Air vent in tank restricted
2 Petrol pipes blocked
3 Air leaks at pipe connections
4 Pump or carburetter filters blocked
5 Pump gaskets faulty
6 Pump diaphragm defective
7 Pump valves sticking or seating badly
8 Fuel vapourizing in pipelines due to heat
(b) Excessive fuel consumption
1 Carburetter needs adjusting
2 Fuel leakage
3 Sticking controls or choke device
4 Dirty air cleaner
5 Excessive engine temperature
6 Brakes binding
7 Tyres under-inflated
8 Idling speed too high
9 Car overloaded(c) Idling speed too high
1 Rich fuel mixture
2 Carburetter controls sticking
3 Slow-running screws incorrectly adjusted
4 Worn carburetter butterfly valve
(d) Noisy fuel pump
1 Loose mountings
2 Air leaks on suction side and at diaphragm
3 Obstruction in fuel pipe
4 Clogged pump filter
(e) No fuel delivery
1 Float needle stuck
2 Vent in tank blocked
3 Pipeline obstructed
4 Pump diaphragm stiff or damaged
5 Inlet valve in pump stuck open
6 Bad air leak on suction side of pump
46

A tolerance of —10'.+ 15' is permitted providing
that the value is the same for both rear wheels. It is
important that both rear wheels are set to the same
angle otherwise uneven tyre wear and adverse handl-
ing conditions will result. When the wheel is parallel to
the centre line of the vehicle the pin of bracket
C.696/3 will be .216 inch apart from the pin of the
front suspension swinging arm.
7 Release the swinging arm outer support to body
mounting screws and position arm in such a way as to
obtain the condition as described in Number 6 above.
After the adjustment has been completed tighten
the outer support mounting screws to a torque wrench
setting of 28.9 to 36.2 Ib/ft. Also tighten the two
swinging arm pin nuts C (see FIG 7 : 7) to a torque
wrench setting of 43.4 to 50.6 Ib/ft. Take off the gauge
C.696 w i t h bracket and support C.696/3, and repeat
the check and adjustment operations on the other
wheel. Care must be taken to ensure that bracket
C.696/3 is reversed from the position previously used.
New 500 type 500D, 110F and 110L sedan and
station wagon:
After the rear suspension has been replaced, check
and, if necessary adjust the rear wheel geometry.
1 Inflate the tyres to the normal operating pressures.
2 Lower the car body so that the rear wheels are set at
90 deg. to the floor. This condition is obtained when
the lowermost portion of the sump is 6.61 inches from
the floor level for the new 500D model or the centre
rear bracket for jacking up the rear of t h e vehicle
8.9 inches from the floor level for the 500 Station
Wagon.
3 With the vehicle set to the above conditions check the
wheel geometry. The wheel plane must converge w i t h
the centre line of the vehicle by an angle of 0 deg. 10'
(—10', +15') toeing in at the front.
4 The wheel plane must be 22.343 ± .059 inches from
the centre line of the vehicle for the 500D model.
Whereas for the 500 Station Wagon the distance must
be 22.264 ± .059 inches.
5 To adjust the rear wheel toe-in adjust the positions of
the mounting screws A and B as shown in FIG 7:7.
86
7:7 Modifications
The new 500 Sedan (110F) and late 500 Station
Wagon are fitted with modified wheels side flexible
joints and rear control arm as shown in FIG 7:13.
Together w i t h these modifications a new design rear
coil spring has been fitted details of which are given in
Technical Data.
7 : 8 Fault diagnosis
(a) Irregular or abnormal tyre wear
1 Incorrect tyre pressure
2 Wheels out of balance
3 Wheels off centre
4 Misadjusted brakes
5 Weak or broken coil springs
6 Excessive load
7 Incorrect wheel alignment
(b) Sag on one wheel
1 Incorrect tyre pressure
2 Weak or broken coil spring
3 Wear of shock absorber causing poor dampening
action
(c) Squeaks, thumps or rattles
1 Wheels out of balance
2 Wheels off centre
3 Misadjusted brakes
4 Weak or broken coil springs or spring seats dislodged
5 Wear of shock absorbers causing poor dampening
action
6 Worn rubber bushings in control arms
7 Poor lubrication of wheel bearings
(d) Pull to one side
1 Incorrect tyre pressure
2 Misadjusted brakes
3 Distorted suspension arm

to the body and proceed as follows:
1 If the camber angle requires to be increased (see FIG
8:16) add the same number of shims S on both
screws D and E.
2 If the camber angle requires to be reduced (see FIG
8:16) remove the same number of shims from both
screws D and E.
The addition or removal of shims at the t w o points D
and E permits camber adjustment to be made without
any disturbing of the castor angle.
8:10 Modifications
Checking and adjusting castor and camber angles:
When checking the castor and camber angle the
static loading should be such that the distance between
the semi-elliptic spring mountings G (see FIG 8:16)
and the floor level to be approximately 6.81 inches, also a
distance between the lowermost portion of the sump and
the floor level of approximately 6.14 inch for the Model
500D. For the 500 Station Wagon version the distance
between centre rear bracket for jacking-up the vehicle
and the floor level should be approximately 8.90 inches.
All other front wheel alignment specifications are the
same as for the remaining 500 saloon models.
8:11 Fault diagnosis
(a) Wheel bounce
1 Tyre casing faulty
2 Uneven tyre pressures
3 Wheels out of balance
4 Semi-elliptic mounting spring worn5 Weak or seized shock absorber
6 Wheel rim or tyre misaligned
(b) Suspension noise
1 Lack of lubrication
2 Noisy or inoperative shock absorbers
3 Worn or loose wheel bearings
(c) Pull to one side
1 Low or uneven tyre pressures
2 Incorrect front wheel alignment
3 Suspension arms distorted
4 Inoperative shock absorbers
5 Brakes binding
(d) Excessive t y r e wear
1 Incorrect tyre rotation during servicing periods
2 Incorrect camber angle
3 Incorrect toe-in
4 Incorrect tyre inflation
5 Excessive play at wheel bearings
6 Wheel wobble
7 Stiff suspension arms
8 Brakes out of adjustment
(e) Wheel wobble
1 Uneven tyre pressures
2 Loose or worn wheel bearings
3 Inoperative shock absorbers
4 Loose steering knuckle or kingpin housing
5 Incorrect front wheel alignment
6 Control arm rubber bushings, or kingpin housing and
semi-elliptic spring 'estendblock' worn
96

CHAPTER 10
THE BRAKING SYSTEM
10:1 Description
10:2 Maintenance
10:3 Front brakes
10:4 Rear brakes
10:5 Master cylinder
10:6 Wheel cylinder10:7 Self-adjusting device
10:8 Removing a flexible hose
10:9 Brake fluid reservoir
10:10 Bleeding the system
10:11 Hand parking brake
10:12 Fault diagnosis
10:1 Description
All four drum brake units are hydraulically operated by
the brake pedal and the handbrake lever operates the rear
brakes only through a mechanical linkage which normally
requires no separate adjustment (see FIG 10:1).
The brake units are of the internal expanding type with
one leading and one trailing shoe to each brake. A double
ended wheel cylinder expands both shoes into contact
with the drum under hydraulic pressure from the master
cylinder. When the brake pedal pressure is released the
shoes are retracted by means of springs.
The brake pedal is directly coupled to the hydraulic
master cylinder where pressure on the fluid is generated.
This is transmitted to the brakes by a system of metal and
flexible pipes.
The braking units fitted to the new 500 Sedan models
are equipped with a specially designed brake shoe
clearance self-adjustment device which eliminates the
need for manual adjustment of the brake shoe to drum
clearance as is normal practice w i t h a conventional
braking system. Every time the brake pedal is depressed
the self-adjustment device automatically takes up the
excess clearance which may have developed between
the lining and the drum due to normal service wear.
The brake units fitted to the 500 Station wagon model
have a normal brake adjuster which should be used when
F500103 the brake pedal travel becomes excessive. The adjuster
is shown in FIG 10:3.
On later models a dual circuit system is used. It is
described in Section 10:12
10:2 Maintenance
Brake adjustment {Station Wagon)
Jack each wheel in turn after first chocking the remain-
ing three wheels and releasing the handbrake. Depress
the brake pedal so as to force the brake shoes against the
drum and keeping the shoes in this position turn the
adjuster nuts until they contact the shoes and then back
the nuts 20 deg. This will correctly set the shoe to drum
clearance which should be checked for binding by
releasing the brake pedal and ensuring that the road wheel
revolves freely. The operation should then be repeated
on the other wheels. This adjustment will automatically
set the handbrake.
Preventative maintenance:
1 Thoroughly inspect the metal hydraulic fluid lines for
rusting, cracking or flattening and that they are
located away from any sharp edges which could cause
a failure.

FIG 10:1 Diagrammatic view of service and rear wheel parking brake system
Key to Fig 10:1 1 Bleeder connections 2 Brake fluid reservoir 3 Service brake pedal 4 Hand lever, mechanical
parking brake on rear wheels 5 Hand lever travel adjustment stretchers 6 Stop lamps 7 Mechanical brake operating lever,
controlled from lever 4 8 Shoe clearance self-adjusting device 9 Wheel cylinders 10 Master cylinder 11 Stoplight
pressure-operated switch
FIG 10:2 Left front wheel brake assembly (500 Sedan)
SHOE
RETURN
SPRINGSHOE MOUNTING
BRACKET SHOE
RETAINING
PLATE SHOES
DEVICESHOE
SELF-ADJUSTING
WHEEL CYLINDERSHOE RETURNSPRING
2 Check that the hydraulic flexible hoses are not con-
taminated with oil or grease which would destroy the
rubber.
3 Ensure that all pipeline fastening clips are secure
otherwise hydraulic line failure could occur due to
cracking caused by excessive vibration.
104
4 Carefully clean all connections and inspect for
hydraulic fluid leaks. Should any leaks be detected
then the connections should be tightened taking very
great care not to twist the pipes during this operation.
5 Ensure that the hydraulic fluid level in the reservoir is
correctly filled up to the top of the filter using Fiat
special 'Blue Label' brake fluid. Extra care must be
taken to ensure that no fluid is spilled over the body
paintwork, as this acts as a strong solvent.
6 Ensure that the play between the brake pedal pushrod
and the master cylinder plunger is .019 inch. This will
correspond to approximately .098 inch free pedal
travel.
Never use any fluid but the recommended hydraulic
fluid. Do not leave it in unsealed containers as it will
absorb moisture which can be dangerous. It is best to
discard fluid drained from the system or after a bleeding
operation. Observe absolute cleanliness when working
on all parts of the hydraulic system.
10:3 Front brakes
Front brake drum removal:
1 Remove the wheel trims and carefully slacken the road
wheel retaining bolts. Using a garage hydraulic jack
raise the front of the vehicle and place on firmly
based stands. Remove the road wheels.

2 Using Fiat puller A.46023 as shown in FIG 8 : 9
remove the wheel grease cap.
3 Using a universal t w o leg puller or Fiat puller A.40005
together w i t h items 1 and 9 remove the wheel hub/
drum assembly having first extracted the splitpin if
fitted and released the hub retaining nut (see FIG
8:10).
Dismantling brake unit:
1 Using a compressed air jet thoroughly clean all com-
ponents of the brake assembly.
2 Make a note of the location of the shoe return springs
and gently ease the shoes away from the brake
backplate (see FIG 10:2).
3 Disconnect the hydraulic line from the rear of t h e
wheel cylinder and remove the t w o cylinder retaining
bolts. Lift away the hydraulic cylinder.
Brake shoe lining:
Check the lining thickness and if found to be exces-
sively reduced service replacement shoes must be fitted.
The minimum allowable brake lining thickness is .059
inch.
Thoroughly check the linings for signs of oil or grease
which, if evident, the shoes must be renewed and the
drums and oil seals thoroughly inspected for the cause
of oil ingress and the cause remedied before reassembly.
Do not fit odd brake shoes and do not mix materials or
unbalanced braking will result.
Do not allow grease, oil or paint to contact the friction
linings.
Brake drums:
Whilst servicing the brakes, thoroughly inspect the
drums for scoring, ovality or distortion as well as inspect-
ing for minute hair line cracks. The drums may be refaced
by using a centre lathe and finally finishing by lapping
the drums to smooth out possible tool marks. The
maximum permissible oversize beyond the nominal drum
diameter of 6.702 to 6.712 inch is .039 inch. This limit
must never be exceeded otherwise the strength of the
drum will be impaired or a reduction in braking efficiency
caused by the increase of shoe expansion travel and the
consequent diminished contact pressure.
No brake adjustment will be required on the new 500
Saloon models after the drum has been reassembled as
the self-adjusting device will accommodate for the shoe
position to the new drum diameter during the first
operation of the brake pedal.
Reassembly of front brakes:
This is the reverse procedure to dismantling. Ensure
that the pull-off springs are correctly fitted to the holes in
the webs of the brake shoes and that the shoes register
correctly in the slotted ends of the pistons and the
side
mounting plate.
Upon assembly of the hub and brake drum assembly
liberally pack the space between the two bearings w i t h
Fiat MR grease, and remount the hub according to the
instructions in Chapter 8.
F500
FIG 10:3 Section view of left side f r o n t brake assembly
(500 Station Wagon)
Key to Fig 10:3 1 Wheel cylinder 2 Shoe return spring
3 Adjusting cams 4 Shoe guide pin 5 Shoe with lining
6 Drum 7 Housing flange
BRAKE SHOE
ADJUSTING DEVICE
SHOE WEDGE
SELF
WHEEL CYLINDER
SHOE RETURN SPRING
PARKING BRAKE
SHOE CONTROL
RETURN SPRINGS
LEVER
SHOE LOCK PLATEBRAKE SHOES
SHOE RETURN SPRING
SHOE MOUNTING PLATE
FIG 1 0:4 Right rear wheel brake assembly (500 Sedan)
10:4 Rear brakes
Rear brake drum removal:
1 Remove the wheel trims and carefully slacken the road
wheel retaining bolts. Using a garage hydraulic jack
raise the rear of t h e vehicle and place on firmly based
stands. Remove the road wheels.
2 Remove the four drum to hub retaining bolts and
spring washers and carefully withdraw the drum from
the backplate assembly.
Dismantling brake unit:
1 Using a compressed air jet thoroughly clean all
components of the brake assembly.
105

FIG 10:5 Section view of right side rear brake assembly
(500 Station Wagon)
FIG 10:6 Sectional view of a self-adjusting device for
automatic brake shoe-to-drum clearance take-up (500
Sedan)
Key to Fig 1 0 : 6 1 Pin 2 Friction washers 3 Load spring
4 Bushing 5 Shoe 6 Self-adjustment slot 7 Stud
2 Make a note of the location of the shoe return springs
and gently ease t h e shoes away from the backplate
(see FIG 10:4)
3 Disconnect the hydraulic line from the rear of t h e
wheel cylinder and also the shoe operating lever return
spring, the pin, washer and clevis from the lever so
releasing the handbrake inner operating cable.
4 Remove the t w o cylinder retaining bolts and lift away
the hydraulic cylinder.
106
Brake shoe linings:
Refer t o Section 10:3.
Brake drums:
Refer to Section 10:3.
Reassembly of rear brakes:
This is the reverse procedure to dismantling. Ensure
that the pull-off springs are correctly fitted to the holes
in the webs of the brake shoes and that the shoes
register in the slotted ends of the pistons and the side
mounting plate.
Carefully retract the position of the brake shoes and
ease t h e d r u m towards the hub ensuring that the four
bolt holes line up correctly. Replace the four bolts
together with their spring washers, reconnect the hand
brake cable. Refit road wheel and wheel trim.
10:5 Master cylinder
Operation:
Hydraulic fluid is admitted to the master cylinder
through hole 8 (see FIG 10:7), it seeps through the gap
between the valve carrier ring 17 and the master cylinder
dowel and flows through the valve carrier ring holes 15
so reaching the hydraulic lines, therefore filling the
system w i t h fluid. When the brake pedal is depressed the
plunger is moved forwards by the pushrod 12. This
forward action of the plunger 9 and valve carrier 17 brings
the valve 16 to rest against the valve front face. The
forward movement is continued so causing the valve ring
16 to pass over the compensation hole 5 and cutting off
communication with the fluid reservoirs. From this point
compression of the hydraulic fluid commences.
Hydraulic fluid acting on the front and inner faces of
the valve enables perfect valve sealing even under high
operation pressures. When the pressure reaches the fluid
in the wheel cylinders (see FIG 10:8) , it forces the
plungers 3 apart and through the plungers stems so
operating the brake shoes.
After releasing the brake pedal, the combined action
of the brake shoe and master cylinder plunger return
springs sends the fluid back to the master cylinder and
all parts resume their original position. The connection
between the hydraulic
system and the reservoir is
restored.
As there are no conventional valves fitted in the master
cylinder and the communication orifice between the
system a n d the reservoir is amply dimensioned the
bleeding operation is very straightforward.
Master cylinder removal:
1 Disconnect the stoplight cables from the pressure
operated switch.
2 Using a tapered w o o d plug of suitable size blank t h e
hole in the brake f l u i d reservoir.
3 Screw out the four front and rear cylinder brake fluid
delivery line connections at the master cylinder.
4 Remove the t w o master cylinder retaining nuts and
spring washers and carefully ease the hydraulic
cylinder from the body.

FIG 10:7 Master cylinder section
Key to Fig 10:7 1 Plug and spring seat 2 Body 3 Front wheel brake line duct 4 Plunger return spring
5 Compensating hole 6 Plug 7 Supply duct 8 Fluid inlet hole 9 Plunger 10 Plunger snap ring 11 Boot
12 Pushrod 13 Terminal, stoplight switch 14 Rear wheel brake line duct 15 Holes in floating ring carrier for fluid passage
16 Valve 17 Valve carrier 18 Seal
FIG 10:8 Wheel cylinder section
Key to Fig 10:8 1 Shoe actuating stems 2 Boot
3 Plungers 4 Fluid inlet hole 5 Seal rings
6 and 7 Spring thrust cups and plunger reaction spring
Apply the brakes hard for several minutes and inspect the
master cylinder and hydraulic connections for leaks.
10:6 Wheel cylinder operation
Hydraulic pressure from the master cylinder reaches
the fluid in the wheel cylinders by hydraulic pipes and it
forces the plungers 3 (see FIG 1 0 : 8) apart and through
the plungers the brake shoes operate. In the wheel
cylinders the sealing rings 5 are axially compressed by
the cup 6 under the action of the spring 7. The rings are
under the radial and axial action of hydraulic pressure
so that their sealing efficiency is increased as the
hydraulic pressure increases.
Checking wheel cylinders:
Once the wheel cylinders have been removed from
the brake backplate as previously described remove the
rubber boots 2 (see FIG 10:8) on the ends of the cylinder.
The plungers, brake shoe stems and sealing rings will be
pushed out due to normal spring expansion. Remove the
spring thrust cups and plunger reaction spring.
107F500
Master cylinder reassembly:
Ensure that the metal parts are clean. Dry off any
solvent used for cleaning. Renew all the rubber seals as
a matter of course. Wet the internal parts w i t h clean brake
fluid and reassemble them in the order shown in FIG
10:7.
Refitting the master cylinder:
Carefully locate the master cylinder flange to the body
panel ensuring that the pushrod 12 (see FIG 10:7)
correctly locates in the plunger 9. Secure the master
cylinder flange using the t w o nuts and spring washers.
Refit the hydraulic pipes.
Remove the tapered wooden plug from the reservoir
and bleed the system as described in Section 10:10. Dismantling master cylinder:
1 Refer to FIG 10 :7 and remove the plunger and rubber
boot from the cylinder body.
2 Using a pair of circlip pliers remove the plunger
circlip.
3 Carefully slide off from the inside of the cylinder body
the plunger, plunger seal, valve ring carrier, valve ring
and the reaction spring.
4 Remove the stoplight pressure operated switch.
5 Remove the cylinder body stop plug and upper plug.
6 Carefully inspect the master cylinder inner surface and
plunger outer surface to ensure that they have a mirror-
like finish and that the play between the two parts is
not excessive. Any roughness present on the cylinder
inner surface will necessitate renewing the complete
assembly. Scoring or corrosion of the surface will
quickly damage the rubber seals and can lead to
leakage of fluid and consequent partial or complete
brake failure. Check that the plunger return spring is not
corroded or distorted.