1972 FIAT 500 low oil pressure

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

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

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

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

FIG 11:1 Battery location
CLAMP LOCKING NUTSIGNITION LOCK !
SWITCH CABLE*"? BATTERY CLAMP MINUS GROUND CABLE
STARTING MOTOR
PLUS CABLE
65
4 3
2 1
FIG 11:2 Cross-section view of battery
Key to Fig 11:2 1 Battery container 2 Sealing compound
3 Cell plug 4 Filler neck with vent slots 5 Terminal post
6 Electrolyte level sight on filler neck
To test the condition of the cells use a hydrometer to
check the specific gravity of the.electrolyte. The readings
obtained should be as follows:
For climates below 27°C or 80°F:
Cell fully charged Specific gravity 1.270 to 1.290
Cell half-discharged Specific gravity 1.1 90 to 1.21 0
Cell discharged Specific gravity 1.11 0 to 1.130
For climates above 27°C or 80°F:
Cell fully charged Specific gravity 1.210 to 1.230
Cell half-discharged Specific gravity 1.130 to 1.150
Cell discharged Specific gravity 1.050 to 1.070
112These figures are given assuming an electrolyte
temperature of 16°C or 60°F. If the temperature of the
electrolyte exceeds this, add .002 to the readings for each
3°C or 5°F rise in temperature. Subtract .002 if it drops
below 16°C or 60°F.
All six cells should read approximately the same. If one
differs radically from the rest it may be due to an internal
fault or to spillage or leakage of the electrolyte.
If the battery is in a low state of charge take the car for
a long daylight run or connect it to an external battery
charger set at an output of 4 amps until it gases freely.
When putting the battery on a charger, remove the vent
plugs and ensure that no naked lights are in the vicinity.
If the battery is to stand unused for long periods give a
freshening up charge every month. It will deteriorate
rapidly if it is left in a discharged state.
11 :3 The generator
An exploded view of the generator is shown in
FIG 11 : 3 .
Testing when generator is not charging:
1 Check that drive belt slip is not the cause of the
trouble. Tension should be such that the belt can be
deflected about
inch under a 22 Ib pressure as
shown in FIG 1 :49. To adjust the drive belt tension
remove the three nuts B, FIG 1 :49, on the generator
pulley and this will split the pulley into two parts
between which are placed spacer rings. The tension of
the belt is increased or decreased by either reducing
or increasing the number of spacers. Place the spacer
rings removed from between the pulley halves on the
pulley outer face so that the rings may be reinserted
when fitting a new belt. Tighten the three nuts to a
torque wrench setting of 14.5 Ib ft. Care must be taken
not to over-tighten the belt or excessive loading will
be placed on the generator bearings causing excessive
bearing wear and noisy operation.
2 Check the generator connections. Generator terminal
51 must be connected to the generator regulator
terminal 51 and the generator terminal 67 to the
regulator terminal 67. Switch off all lights and
accessories and disconnect the cables from the
generator terminals 67 and 5 1 . Connect the two
terminals with a short length of wire. Run the engine at
normal idling speed and clip the negative lead of a
0-20 volt moving coil meter to one generator terminal
and the other lead to a good earth on the generator
body. Gradually increase the
engine speed up to about
1000 rev/min. The voltmeter reading should rise
steadily and without signs of fluctuation, but do not let
it reach 20 volts and do not race the engine in an
attempt to increase the reading.
3 If there is no reading check the brush gear. If the
reading is about half to one volt the field winding may
be faulty. If approximately four to five volts the arma-
ture may be faulty.
4 If the generator is in good order leave the temporary
link in position between the terminals and restore the
original connections correctly. Remove the terminal
51 from the regulator and connect the voltmeter
between this lead and a good earth on the car. Run
the engine as before. The reading should be the same
as that measured directly on the generator. No reading

Lamp brilliance varies w i t h the speed of t h e car:
Check the condition of the battery. Examine the battery
connections. Make sure they are tight and renew faulty
cables.
11:10 Panel and warning lights:
All the gauges are clustered in a single instrument
mounted on the dashboard above the steering column.
Incorporated in this cluster is the parking light pilot light,
generator charge indicator, fuel reserve supply indicator,
low oil pressure indicator, and the speedometer w i t h
mileage recorder.
The parking lamp indicator glows green when the
ignition lock switch key is in either position 1 or 2 once
the toggle switch on the instrument panel has been
operated.
The generator charge indicator shows red only when
the ignition is turned on. It should be extinguished when
the generator output is sufficient for battery charge
(12.6 ± 0.2 volts) with the engine running at a speed
of 1100 rev/min and the headlights switched off.
The fuel reserve supply indicator shows red only when
the ignition is turned on and the amount of fuel in the
petrol tank has dropped to approximately .8 to 1.1
Imp. gallons.
The low oil pressure indicator shows red only when the
ignition is turned on and should be extinguished when
the oil pressure reaches 7.1 to 21.3 Ib/sq in, and opens
the sending unit contacts. Once the engine is at normal
operating temperature but at a speed below 1000 rev/
min the indicator might light up even the pressure is under
control and with normal operation.
All the bulbs fitted to the above described units are of
the tubular 2.5W type and to renew a bulb extract the
bulb holder from the rear of t h e instrument cluster and
release the bulb which is attached by a normal bayonet
coupling.
Fuel reserve supply indicator sender u n i t:
The fuel reserve supply indicator should be checked for
correct indication by allowing the fuel tank to empty and
then inserting .8 to 1.1 Imp. gallons at which stage the
light should extinguish. Any failure to do so should be
checked as follows:
1 Ensure that the indicator bulb operates correctly.
2 Check for complete circuit between the sender unit and
the indicator bulb.
3 If the sender unit float bracket is distorted the bulb
will
indicate a reserve supply of fuel greater or smaller than
specified. The bracket should be adjusted to give
correct indication of fuel level.
4 The sender unit could have been inadvertantly
damaged in which case the unit must be renewed.
11 :11 The horn
The horn circuit comprises the horn, push button at the
centre of the steering wheel and normal earth return
electrical circuit through the car body. One terminal is
connected to the battery whilst the other to the push
button on the steering wheel which when the button is
depressed the circuit will be closed so causing the horn
to operate.
F500
FIG 11 : 21 Number plate lamp
Key to Fig 11 : 21 A Lens and light cap mounting screws
B Lens
FIG 11 : 22 Horn (opened)
Key to Fig 11:22 1 Body 2 Diaphragm 3 Armature
4,5,6 Core 7 Cable: terminal-condenser-stationary contact
8 Cable: terminal-magnetizing coil end 9 Magnetizing coil
FIG 11 :23 Horn sound adjustment. Obtained by adjust-
ing the armature air gap
123

FIG 12:1 Detail of right door (early type). Upper arrow
points to vent wing lock handle. Lower arrow points to
window regulator handle
FIG 1 2 : 2 Sedan right side door (later type). Front-hinged.
Door latch is of the triple acting type. Later (pull-out) type
interior lock handles have an escutcheon which is levered
out by means of t w o screwdrivers to expose the handle
pivot pin and spring
Cleaning imitation leather:
To keep the imitation leather clean wash in luke warm
water and a neutral soap applied with a soft cloth. Wipe
clean with a clean moistened cloth with no trace of soap
and finally rub with a clean dry cloth until the original
lustre is restored.
128
Chrome plated parts:
To ensure long life from the chrome plated parts these
should be periodically washed using a cloth dampened
with petrol and dried with a soft cloth. Rub with a cloth
moistened in clean oil especially around the edges of the
components and finally rub using a clean dry cloth until
all traces of oil have been apparently removed.
Glass panels:
The glass panels must be cleaned w i t h a chamois
leather or rag. Take care that no abrasive material is
allowed to be rubbed onto the glass otherwise it will be
scratched.
12:3 Door trim and accessories
The rear-hinged doors have welded upper and lower
hinge halves being joined by a fulcrum pin to the other
half of the hinge which is welded onto the body. Upon
reassembly of a hinge the fulcrum pins must be fitted with
the ball head uppermost. With front-hinged doors the
hinge is bolted to the body pillar.
Check strap (earlier models):
To limit the door opening, a rubber check strap is fixed
by four self-tapping screws of which two are located on
the door and t w o on the body. When a check strap is being
fitted the following points should be noted:
1 Always use sealing compound on the check strap
mounting holes to ensure a moisture t i g h t j o i n t .
2 Insert the screws in the plates and in the strap.
3 Always place a washer on each screw between the
body and the check strap, and also the door and check
strap. Tighten the screws fully.
Weather strip:
A one-piece moulded weather strip is fitted to the door
aperture and fixed by a special adhesive. Should the
weather strip become detached or a new one requiring to
be fitted proceed as follows:
1 Remove the old weather strip as necessary and thor-
oughly clean the door opening flange with petrol,
remove any rust spots and touch in the paint work.
2 Clean the new weather strips of their preservative or
the original from road dirt using petrol and thoroughly
wipe
clean.
3 Apply a coat of adhesive using a brush to the side to be
attached to the body. Allow to dry for the recom-
mended period of time and position the weather strip
on the door opening flange ensuring that it is not
distorted. The joint should be on the bottom side of
the rear end of the door opening. Apply a heavy
pressure on the weather strip starting from the centre
and working towards the ends.
Two rubber lining strips are located on the door flange
and these should be attached using the same procedure
detailed above.
Ensure that the bonding of the rubber weather strips
to both the door opening flange and the door panel is
thoroughly dry before the door is closed, otherwise this
could be the cause of subsequent water ingress.