1969 FIAT 500 points

FIG 3 : 4 Use of fixture Ap.5030/1 to check ignition
timing
Reassembly is the reverse procedure to dismantling but
the following points should be noted:
1 Lubricate the parts of the centrifugal advance mecha-
nism, the drive spindle and the part of the shaft which
accepts the cam w i t h Fiat VS oil.
2 Ensure that upon reassembly the slot in the rotor arm
housing matches the distributor driving dog. Lubricate
the felt pad in the rotor arm housing.
3 Fit the distributor back onto its support gently rotating
the rotor arm so that the drive dog engages w i t h the
drive shaft mating flange. Provided the crankshaft has
not been turned the rotor arm should finish up pointing
to No. 1 cylinder segment in the distributor cap. Tighten
the distributor retaining nut, refit the distributor cap and
leads to the spark plugs and the LT lead to distributor
body terminal.
4 Add a few drops of oil to the distributor shaft lubrication
fitting (see FIG 3:3).
3 : 6 Removing and dismantling distributor
(station wagon)
The distributor is located towards the top rear of t h e
engine and is bolted direct onto the crankcase rear cover as
shown in FIG 1 : 2 . It is driven direct by a gear in mesh w i t h
a corresponding gear on the camshaft. The basic design of
the distributor is the same as that for the sedan and sports
engine, except that the distributor cap has been redesigned,
there is a gear instead of the dog
drive and no distributor
support. To remove and dismantle the distributor proceed
as previously described taking great care about marking
the location of the distributor to rear cover and rotating
the engine until No. 1 cylinder is on compression. This will
ensure that reassembly is straightforward without loss of
ignition timing.
503:7 Timing the ignition
It is necessary to retime the ignition should the distribu-
tor shaft or camshaft have been removed. To retime the
ignition proceed as follows:
1 On the timing sprocket cover fit Fiat tool AP.5030/1 as
shown in FIG 3 : 4. Ensure No. 1 cylinder is on the
compression stroke with both valves closed. Rotate the
crankshaft until the mark on the centrifugal filter cover
lines up w i t h the 10° mark on the fixture. This setting
corresponds to a 10° static advance BTDC.
2 Check t h a t the points gap is correctly set between
.018 and .020 inch. Turn the distributor shaft until the
rotor points in the direction of No. 1 segment in the
cap and the points are just opening.
3 Without disturbing the distributor shaft, insert the lower
coupling on its toothed end, install the support and
tighten the locknut. Secure the distributor to the sup-
port using the mounting screw.
To check that the distributor is properly timed to the
engine and the centrifugal automatic advance is operating
correctly giving a
total advance of 18° to 28° respectively
proceed as follows:
1 Connect Fiat timing tester AP.5030 with a 220-volt-
single-phase power outlet fitted with a good earth
connection. It is important that the tester is earthed
before it is allowed to operate. Also ensure that the
tester earth terminal is connected to a bare metal part
of the vehicle.
2 Remove No. 1 spark plug lead, insert the strobe light
adapter and reconnect the spark plug lead. Using a
piece of white chalk mark the TDC position on the
centrifugal filter cover.
3 Start the engine and aim the strobe light beam towards
the chalk mark drawn on the centrifugal filter cover.
With the engine running slowly the mark on the centri-
fugal cover must correspond wi th the first white line
on the fixture (10°). Slowly increase the speed of the
engine so operating the automatic advance and the
chalk mark should move counterclockwise until at
maximum speed it reaches the second white mark on
the fixture.
It should be noted that the ignition timing for the model
500 sports engine the static advance is 10°, an automatic
advance of 12° giving a total advance at maximum engine
speed of 2 2 ° .
Should Fiat fixture AP.5030/1 not be available the
advance position may be set as follows:
1 Turn over the
engine until No. 1 piston is on the com-
pression stroke w i t h both valves closed.
2 Rotate the crankshaft clockwise until the reference
mark cast on the centrifugal filter cover is set .5118 to
.5512 inch ahead of the arrow cast on the timing
sprocket cover. This will give a static advance setting
of 10° BTDC.
3 Proceed as directed for ignition distributor timing and
mounting described earlier in this section.
3 : 8 Sparking plugs
The sparking plugs must be regularly inspected, cleaned
and the electrode gap adjusted to a gap of .019 to .023
inch.
The inspection of the deposits on the electrodes is par-
ticularly useful because the colour and type of deposit

indicates the condition inside the combustion chamber
and may be used as a guide to engine tuning.
Before the spark plugs are removed b l o w away any
loose dirt from the plug recesses using a compressed air
jet or tyre pump. Store the plugs in the order of removal
ready for inspection.
Examine the gaskets and if they are about half their
thickness they may be used again otherwise they must be
replaced.
Inspect the electrode end of the plugs and note the
type and colour of the deposit. Normally it should be
powdery and range from b r o w n to a greyish tan in colour.
There will also be slight wear of the electrodes and the
general effect described is one which comes from mixed
periods of high-speed and low-speed driving. Cleaning
and resetting the gap is all that will be necessary.
If the deposits are white or yellowish they indicate long
periods of constant-speed driving or much low-speed
city driving. Again, the treatment is straightforward.
Dry, black, fluffy deposits are usually the result of
running with too rich a mixture. Incomplete combustion
of the petrol air charge may also be a cause and this might
be traced to a defect in the ignition system or excessive
idling.
Overheated sparking plugs have a white blistered look
about the centre electrode and the side electrode may be
badly eroded. This may be caused by poor cooling, wrong
ignition timing or sustained high speeds under heavy load.
To clean the sparking plugs effectively they should be
cleaned using an abrasive blasting machine and tested
under pressure once the electrodes have been reset. File
these until they are clean, bright and the faces parallel and
set the gap to .019 to .023 inch. Do not try to bend the
centre electrode.
Before replacing the plugs use a wire brush to clean the
threads taking care that the electrodes are not touched.
Thoroughly clean the spark plug in petrol, and dry using a
compressed air jet or a tyre pump. If difficulty is found in
screwing the plugs into the cylinder head by hand run a
tap d o w n the threads to clear away any carbon. If a tap is
not available use an old sparking plug with crosscuts d o w nthe threads. Finally tighten the plugs to a torque wrench
setting of 18 to 21 Ib ft.
Sparking plug leads:
The spark plug leads and the lead from the coil to the
distributor cap must be regularly checked for cracking of
the insulation and also correct seating in the distributor
cap and coil top. It is recommended that silicone grease is
smeared around the sockets before the leads are replaced
to ensure no moisture may enter causing difficult starting.
3 : 9 The distributor driving spindle (sedan and
sports engine)
If for any reason, the driving spindle has been removed
from its housing in the crankcase, it must be correctly
meshed w i t h the camshaft gear otherwise it
will be impos-
sible to set the ignition timing.
3:10 Fault diagnosis
(a) Engine w i l l not fire
1 Battery discharged
2 Distributor contact points dirty, pitted or maladjusted
3 Distributor cap dirty, cracked or tracking
4 Carbon brush inside distributor cap not touching rotor
5 Faulty cable or loose connection in low-tension circuit
6 Distributor rotor arm cracked
7 Faulty coil
8 Broken contact breaker spring
9 Contact points stuck open
(b) Engine misfires
1 Check 2, 3, 4, and 7 in (a)
2 Weak contact breaker spring
3 High-tension plug and coil leads cracked or perished
4 Sparking plug(s) loose
5 Sparking plug insulation cracked
6 Sparking plug gap incorrectly set
7 Ignition timing too far advanced

OIL DRAIN PLUG COOLING AIR DUCTS
FIG 4 : 3 Oil sump with blower cowling. Arrows indicate
air outlets
BLOWER
SHAFT GENERATOR ARMATURE
VENT TUBE
FIG 4 : 4 Cooling blower mounted on generator shaft
extension
4 : 2 Air outlet thermostat and shutter
Refer to FIGS 4 :1 and 4 :2 where it will be seen that
the thermostat is located on the righthand side of the
engine cowling. The thermostat should start opening the
engine heated air outlet shutter when the temperature of
the air reaches between 158-165°F (178-185°F station
wagon) and the shutter should be in the wide open posi-
tion when the air has reached a temperature of between
178-189°F (196-207°F station wagon).
When the engine cooling air control system is being
inspected or serviced the following points should be
noted:
1 Check that when the shutter is in the closed
position the edge mates perfectly with the cowling
seating.
2 Ensure that the shutter can swivel freely.
3 Check that the initial thermostat movement is
between .0197 to .0394 inch.
4 Generally check the engine cowling for distortion, bad
jbint sealing or cracks.
56
Key to Fig 4 : 6 1 Circular seat i n cylinders 2 Head
ducts 3 Pierced screws
FIG 4 : 6 Diagram of the heating system safety device
(sedan and station wagon) FIG 4 : 5 Location of cooling air outlet thermostat and
shutter
ENGINE COWLING.
THERMOSTAT
LINK
AIR OUTLET SHUTTER
SHUTTER RETURN SPRING
4 : 3 Tension adjustment, thermostat to shutter
link:
The tension may be varied by using the shims which are
located between the upper shank of the thermostat and
the cover shoulder washer. Before any adjustment is made
ensure that the shutter is able to move freely and that the
return spring has not stretched or fractured. Refer to
FIG 4:5 which shows the location of the shutter and the
return spring.

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

TOOL A 62039
TOOLA. 62040 PIN WRENCH A. 52022
FIG 6:15 Adjusting ring gear-to-pinion backlash and
differential bearing play, using special wrench A.52022
reading on the dial gauge should be between .0031 to
.0047 inch. The actual clearance is adjusted by
screwing in one adjusting nut and screwing out the
other by the equivalent amount using Fiat spanner
A.52022 as shown in FIG 6:15.
4 Remove Fiat tool A.62041 and using Fiat support
A.62040 mount the special dynamometer A.95697 and
adaptor on the axle shaft. Rotate the axle shaft several
turns so seating the bearings and then check using
the dynamometer the rotation torque.
5 If necessary tighten or slacken the adjusters until the
specified torque of 1.01 ± .07 lb ft is obtained. This
operation must be very carefully carried out because if
one adjuster is set differently with respect to the other,
a variation in ring gear to pinion backlash may take
place, resulting in a variation of rotation torque. After
any adjustments always recheck on the ring gear to
pinion backlash and if necessary readjust and then
repeat the rotation torque check.
6 Finally check the tooth contact between the pinion
and ring gear as detailed in the following instructions:
Check and adjustment of tooth contact between
pinion and ring gear:
1 Carefully apply to the ring gear teeth a thin layer of
engineers' blue and gently rotate the differential whilst
holding the axle shaft firmly but allowing them to slip
slightly so as to have the unit working under load
conditions.
2 A contact impression will be left on the ring gear teeth
and the contact will be correct when the drive pinion
tooth contact pattern is evenly distributed on the ring
gear teeth as shown in FIG 6:16. Should the tooth
contact be incorrect the following observations should
be noted.
Excessive contact on tooth flank. Too deep
meshing — move pinion out from ring gear by reducing
thickness of shim.
Excessive contact on tooth heel. Too slight
meshing—move pinion in towards ring gear by
increasing thickness of shim.
74
6 : 8 Replacement of gearbox—differential unit
Installation is the reverse procedure to removal of the
unit from the vehicle as described in Section 6:2.
However, the following points should be noted:
1 Ensure that the clutch driven disc hub is correctly
aligned with the clutch shaft pilot bush.
2 The complete transmission unit should be carefully
pushed towards the engine and the clutch shaft
inserted into the driven disc hub splines and finally
home into the pilot bush. Extreme care must be taken
to ensure that no weight is placed on the clutch shaft
otherwise distortion may take place.
3 Carefully connect the gearbox rear housing to the
engine crankcase by using the studs, t w o of which
have special location dowels fitted. Screw home
finger tight the gearbox/differential to body to front
support mounting screws inserting the fibre washers.
Lower the hydraulic garage jack and pull it away from
underneath the vehicle. Screw in the four lower
mounting nuts and tighten to a torque wrench setting
of between 18.1 to 21.7 Ib f t.Finally tighten the front
support screws.
4 Reconnect the gear shift control rod and the speedo-
meter drive cable. Insert the springs between the axle
shafts and wheel drive shaft and tighten the
three
mounting screws of each splined sleeve on the
flexible joint to a torque wrench setting of 20.3 Ib ft.
5 Refit the flywheel housing cover. Replace the starter
motor together with its relevant cover and tighten the
two mounting nuts to a torque wrench setting of
18.1 to 21.7 Ib ft. Reconnect the starter control rod,
the t w o starter cables, the clutch control tie rod and
hook up the return spring and secure the clutch
control cable retainer bracket to the gearbox casings.
Reconnect the cable to the battery positive terminal
post
6 Lower the vehicle to the floor gently and then give a
thorough road testing.
6 :9 Swing axle shafts and slip joints
Description:
The t w o axle shafts are connected to the differential
unit through specially designed slip joints which allow
the shafts to swing and slide in the splined housing in
the differential side gear. At the other end, the axle shafts
are connected to the wheel drive shaft flexible joints
using a sliding sleeve. Excessive contact on tooth face. Too slight
meshing—move pinion in towards ring gear by in-
creasing thickness of shim.
Excessive contact of tooth toe. Too deep meshing
—move pinion out from ring gear by reducing thickness
of shim.
With all the above detailed cases, to adjust the pinion
by replacing the shim, the differential unit and drive
pinion shaft must be dismantled. This means that when
the unit is reassembled after the necessary adjustments
have been made, the backlash and bearing rotation
torque must be repeated.

FIG 7 :2 Right rear suspension assembly, sectioned through brake drum and arm mountings
5 Check the mating surface of the bearing inner rings on
the wheel shaft and ensure that it is perfectly smooth.
Also check that the shaft splines to flexible joint
splines are not distorted or show signs of excess wear.
The maximum permissible wear backlash is .0059 inch.
6 Ensure that the f l e xible joint is not damaged where the
rubber is bonded to the metal. If signs of strain are
indicated a new joint must be fitted.
F50081
Reassembly:
Reassembly of the swinging arm unit is the reverse
procedure to dismantling. The following points should
be noted:
1 Always use Fiat tool A.66056 to install 'estendblock'
on the swing arm.
2 The mounting nuts for the bearing housing to the
brake housing flange should always be tightened to a

high bearing preload. To reset remove the wheel shaft
and fit a new resilient spacer. Repeat the rotation
torque test.
Swinging arm adjustment:
To adjust the swinging arm use Fiat fixture A.66064 as
shown in FIG 7 : 3 and proceed as follows:
1 At points A and B as indicated in FIG 7 : 4 between the
'estendblock' and the swinging arm to body front
mounting bracket fit three shims on each side. To
ensure that the shims are correctly centred use Fiat
alignment bar A.66057.
2 Whilst removing the alignment bar, carefully slip in the
mounting pin and screw on the nut. Once the rear
wheel geometry adjustment has been completed this
nut should be tightened to a torque wrench setting
of 43.4 to 50.6 Ib ft.
3 At points C and D (see FIG 7 : 4) , insert the number of
shims required to fill in the gap between the 'estend-
block' and the two fixture shoulders. Having deter-
mined the number of shims required both at locations
C and D, these must later be fitted between the
'estendblock' and the shoulders on the swinging arm
to body mounting bracket.
7 : 4 Coil springs
The coil springs should be thoroughly cleaned and all
traces of rust removed. Inspect the spring coils for hair
line cracks, which if evident, a new pair of springs must
be fitted to ensure correct vehicle height and stability.
Check the free
height and the height under loading of
the coil springs and these must correspond to the figures
quoted in Technical Data.
7:5 Installation of rear suspension assembly
To replace the rear suspension assembly proceed as
follows:
1 Insert the swinging arm inner end in the mounting
bracket which is welded onto the body floor. Place
between the 'estendblock' and bracket the number of
adjustment shims as previously determined using Fiat
fixture A.66064 as shown in FIG 7 : 4. Insert the Fiat
alignment bar A.66057 through 'estendblock' and
shims, aligning them with the holes in the mounting
bracket. Firmly hold the entire assembly using a garage
hydraulic jack if necessary, and carefully remove the
alignment bar and at the same time ease in t h e
mounting pin. Secure the nut which once the rear
wheels geometry has been checked must be tightened
to a torque wrench setting of 43.4 to 50.6 Ib/ft.
2 Screw in finger tight the three swinging arm external
bracket to body floor mounting screws together w i t h
the plain and spring washers. The screws will have to
be tightened to a torque wrench setting of 28.9 to
36.2 Ib/ft once the rear wheel geometry has been
adjusted.
3 Carefully insert the coil spring, lower insulator ring
onto the swinging arm, insert the spring on the shock
absorber which should be previously secured to the
arm and position the spring onto its seat on the arm.
Place the upper insulator ring onto the spring, raise the
suspension assembly using a garage hydraulic jack and
insert the spring onto its seating under the body floor.
F50083 4 Ensure that the shock absorber to floor rubber ring has
been correctly fitted and extend the shock absorber
until its upper mounting pin protrudes into the vehicle
through the hump in the floor panel. Secure the shock
absorber by its mounting nut and lockwasher having
first inserted the rubber ring and plain washer.
5 Refit the rear wheel housing in place, reconnect the
brake line to the connection on body floor and remove
the plug from the output hole in the brake fluid
reservoir. Bleed the hydraulic brake system as
described in Chapter 10.
Key to Fig 7:8 k Distance of centre rear bracket, for
jacking up the vehicle, from floor level (8.90 inch)
Half-track = 22.264 inch ±.059 inch
FIG 7 : 8 Position of rear suspension f o r rear wheel
toe-in inspection and adjustment ('500 Station Wagon') FIG 7 : 7 Adjusting rear wheel toe-in angle
Key to Fig 7 : 7 Rear wheel plane must be perpendicular to
ground and parallel to car longitudinal centerline with a
tolerance of 0° 10'
To adjust rear wheel geometry, move suitably the swinging arm
outer support. Slight movements are permitted by the play
existing between the support holes A and the mounting screws.
Screws B must be tightened to 28.9 to 36.2 Ibft (4000 to 5000
kg mm). Nuts C must be tightened to 43.4 to 50.6 Ib ft (6000
to 7000 kgmm), after adjustment has been carried out. (These
directions and specifications are also applicable to 500 Station
Wagon).

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