1971 FIAT 500 level

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).

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

FIG 9 : 4 Section of steering box, through worm screw
Key to Fig 9 : 4 1 Worm screw 2 Seal 3 Roller bearing
4 Worm screw adjuster and bearing retainer 5 Pitman arm
6 Worm sector
FIG 9 : 6 Steering box cutaway
100FIG 9:5 Section of steering box, through worm sector
Key to Fig 9 : 5 1 Sector adjustment screw 2 Locking
nut and plain washer 3 Sector thrust washer 4 Shim
5 Eccentric bush 6 Bush adjusting plate 7 Plate screw
and toothed washer 8 Pitman arm 9 Sector lower seal
10 Upper seal 11 Worm sector 12 Worm screw
13 Oil filler and level plug
2 If play is excessive in the worm screw rollers, screw up
the lower adjuster ring 4 (see FIG 9 : 4) . Once adjust-
ment has been completed the adjuster ring must be
secured by the cotter. The ring should be positioned
so that the hole in the steering box lines up w i t h one
of the spaces between the ring castellations.
3 Should the meshing between the worm screw and the
sector not be at the correct central position this
condition may be rectified by moving the sector
axially. To do this add or remove shims (see FIG 9 :5)
below the thrust ring of the worm sector. The final
adjustment must be carried out by using the adjust-
ment screw 1 (see FIG 9 : 5) on the cover and then
locking the screw by nuts 2. In service shims are
supplied .0039 inch thick.
The above described adjustments must eliminate
any play and back lash in the steering gear without
rendering the steering gear stiff to operate between
the t w o locks.
4 During adjustment should any seal be found to be
damaged then it should be renewed.
Reassembly:
Reassembly is the reverse procedure to dismantling
but the following points should be noted:
1 All parts should be thoroughly cleaned before

reassembling and during assembly liberally lubricated
using Fiat W90/M oil (SAE90 EP).
2 The pitman arm nut should be correctly positioned on
reassembly to the sector shaft and both are marked
with notches or a master tooth on the sector will mate
with a double tooth on the pitman arm which will
prevent incorrect reassembly.
3 The pitman arm nut must be tightened to a torque
wrench setting of 72 Ib/ft.
4 Fill the box up to the level and filler plug with SAE90 EP
gear oil.
Refitting the steering box:
To refit the steering box to the vehicle proceed as
follows:
1 Engage the w o r m screw f r o m the steering shaft by
gently manipulating the steering box.
2 Replace the steering box to body nuts and tighten to a
torque wrench setting of 14 to 18 Ib/ft.
3 Replace the t w o track rod pins in their seatings in the
pitman arm and tighten the self-locking nuts to a
torque wrench setting of 18 to 21 Ib/ft.
4 Replace the steering shaft to worm screw mounting
bolt, lock washer and nut.
9 :5 Relay lever and support
The steering idler arm is secured to the body by means
of a support bracket and a rubber bushed pivot bolt. This
is shown in FIG 9 : 7. When this unit is being serviced
the following points should be noted.
1 If there is excessive play between the pin and the
bushes the bushes must be renewed. Also check the
condition of the pin and if there are signs of excessive
wear it must be renewed.
2 To eliminate torsional stresses in the rubber bushes
during assembly the pin nut must be tightened to
torque wrench setting of 39 to 43 Ib/ft, once the
front wheel toe-in has been correctly adjusted w i t h the
wheels set in the straight ahead position.
3 The relay lever support to body mounting nuts must
be tightened to a torque wrench setting of 14 to 18
Ib/ft.
9 : 6 Steering rods (tie rods)
The steering rod is connected to the idler arm and the
drop arm by means of non-adjustable ball joints. The
track rods are connected to the right and left steering
arms by non-adjustable ball joints and comprise t w o
sleeves which are split and having internally threaded
ends. The ball joints are clamped to either end of the
sleeves. To facilitate adjustment one ball joint end has a
lefthand thread and the other a righthand thread.
Adjustment is made by loosening both the clamping bolts
and turning the central sleeve.
To remove the steering rods from the pitman arm, the
relay lever and knuckle arms Fiat pullers A.46006 and
A.6473 or universal ball joint removers should be used.
If excessive play is evident in the ball joint linkage or
the pin is damaged the complete ball joint assembly must
be renewed.
Upon reassembly the tie rod to ball pin knuckle arm
nuts must be tightened to a torque wrench setting of
18 to 21 Ib/ft.
F500101
FIG 9:7 Relay lever support section
FIG 9:8 Front wheel toe-in checking diagram
Key to Fig 9:8 A—B = 000 inch to .079 inch
It is important that all steering linkages are thoroughly
checked at regular intervals and if any parts are suspect
then they must be renewed.
9 : 7 Front wheel toe-in
To check and adjust the front wheel toe-in proceed as
follows:
1 Ensure that the tyres are inflated to the recommended
pressures. Ensure that the steering wheel is in its

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.

10:9 Brake fluid reservoir
The reservoir is located in the front compartment to the
side of the fuel tank as shown in FIG 10:9. Should it be
necessary to detach the fluid outlet line from the reservoir
the outlet hole must be blanked off using a tapered
wooden peg of suitable length so that the cap may be
replaced to prevent the ingress of foreign matter into
the reservoir and the absorbtion of moisture, oil or petrol
vapours which would alter the properties of the hydraulic
fluid.
A special filter is fitted into the top of the reservoir
through which all fluid used for topping-up the reservoir
must pass to ensure utmost inner cleanliness of the
hydraulic system.
10:10 Bleeding the system
This is not a routine maintenance operation and is only
necessary if air has entered the hydraulic system because
parts have been dismantled or because the f l u i d level in
the reservoir has dropped so low that air has been drawn
into the main feed pipe to the master cylinders.
1 Fill the reservoir w i t h Fiat 'Blue Label' hydraulic fluid.
During the bleeding operation fluid will be used and
constant topping-up of the supply reservoir will be
needed. If this is not done it is possible for air to enter
the master cylinder main feed pipe which will nullify
the operation and necessitate a fresh start.
2 Attach a length of rubber or plastic tubing to the
bleeder screw on the rear wheel cylinder furthermost
from the master cylinder. Immerse the free end of the
tube in a small volume of hydraulic brake fluid in a
clean jar.
3 Open the bleed screw one turn and get a second
operator to press down slowly on the brake pedal. After
a full stroke let the pedal return without assistance,
pause a moment and repeat the d o w n stroke. At first
there will be air bubbles issuing from the bleed tube,
but when fluid alone is ejected, hold the pedal firmly
down on the floor panel and tighten the bleed screw.
Repeat this operation on the other rear brake and then
repeat the operation on the two front brakes.
4 On completion, top-up the fluid in the reservoir to the
correct level. Discard all dirty fluid. If fluid is perfectly
clean, let it stand for twenty four hours to become
clear of air bubbles before using it again.
10:11 Hand parking brake
Normally with the new 500 Sedan model automatic
brake adjusting device, adjustment of the rear brakes
will take up excessive handbrake travel.
If there is excessive travel on the handbrake of the
Sedan model at any time, or in the case of Station Wagon
model even after the rear brakes have been manually
adjusted, suspect worn brake shoe linings or stretched
handbrake cables. Examine the linings and fit replace-
ment shoes if necessary. Check the action of the hand
parking brake again and if there is still too much travel
before the brakes are applied it is permissible to take up as
follows:
1 It is essential to ensure that the rear shoes are correctly
adjusted as described in Section 10:2.
2 Apply the hand parking brake lever until the pawl
engages with the ratchet at the second notch.
F500
FIG 10:11 An exploded view showing the components of
the tandem master cylinder
3 Jack up the rear of t h e vehicle and place on firmly
based stands.
4 Locate the cable adjusting nuts as shown in FIG
10:10 and adjust these until it is just possible to turn
the road wheels by heavy hand pressure. It is important
that both wheels offer the same resistance to turning
to obtain correctly balanced braking.
5 Return the lever to the OFF position and check that
both wheels are quite free to rotate. If a brake tends to
bind, remove the wheel and brake drum and check
the brake shoe pull-off spring is correctly fitted and
that the lever return spring and operating lever are
functioning correctly. Also check for suspected
seizure of the wheel cylinder. When the fault has
been rectified refit the drum. Readjust and recheck.
Removing the hand parking brake cable:
1 Chock the front wheels and release the handbrake.
Raise t h e rear of the vehicle and place on firmly based
stands.
2 Disconnect the cables from the operating levers on
each rear brake unit. Release each cable from its body
mounted bracket.
3 Inside the car, remove the rear seat and the seat belt
fitting from the floor. As necessary, remove the centre
console and the carpet to give access to the cover plate
on the centre tunnel and remove it.
4 Remove the handbrake lever assembly, detach the
cable compensator and pull the cables through the
holes in the box panel.
5 Reassembly is the reverse procedure to removal.
Ensure t h a t the cable is well lubricated and finally
readjust as previously described.
10:12 The dual circuit braking system
This is used on later model cars. A tandem master
cylinder provides t w o entirely separate hydraulic circuits,
one for the front and one for the rear brakes. The
components of the master cylinder are shown in the
exploded view of FIG 1 0 : 1 1 . The principle of operation is
quite straightforward and easy to understand.
169

When the pedal is applied, it moves the rear (primary)
piston to pressurise the front brakes through the rear port.
This, in turn, forces the front (secondary) piston down the
bore to pressurise the rear brake circuit through the front
port. In the event of a failure in the primary circuit, the
primary piston moves into direct contact with the second-
ary piston and full braking is still available on the rear
wheels. If a leak occurs in the rear circuit, the secondary
piston is moved to the end of the bore, sealing off the out-
let port and full braking pressure is applied to the t w o front
brakes.
With two fluid reservoirs connected to the inlets 3 and 5
the two circuits are fully independent.
The remaining components in the braking system are
similar to those used in the earlier single circuit layout.
10:13 Fault diagnosis
(a) 'Spongy' pedal
1 Leak in t h e system
2 Worn master cylinder
3 Leaking wheel cylinders
4 Air in the system
5 Gaps between shoes and underside of linings
110
(b) Excessive pedal movement
1 Check 1 and 4 in (a)
2 Excessive lining wear
3 Very low fluid level in supply reservoir
4 Too much free movement of pedal
(c) Brakes grab or pull to one side
1 Brake backplate loose
2 Scored, cracked or distorted drum
3 High spots on drum
4 Unbalanced shoe adjustment
5 Wet or oily linings
6 Worn or loose spring fixings
7 Front suspension or rear suspension anchorages
loose
8 Worn steering connections
9 Mixed linings of different grades
10 Uneven tyre pressure
11 Broken shoe return springs
12 Seized handbrake cable