1973 FIAT 500 Fiat 500 R

FIAT 500 1957-73
Workshop Manual
Autobooks
Models Covered
Fiat New 500
Fiat 500D
Fiat 500F
Fiat 500L
Fiat and Autobianchi Giardiniera

6 Release the ignition distributor support retaining nut
and lift away the distributor together w i t h its support.
7 Remove all the mounting bolts of the engine cooling
cowling and lift away the assembly. Release the t w o
carburetter retaining nuts and carefully remove the
carburetter together with its drip tray.
8 Lift away the valve rocker assembly having first
released the t w o retaining nuts together with the plain
washers and lock washers. Carefully lift out the valve
rocker pushrods noting their relevant positions.
9 Slacken the four central cylinder head cap nuts and
the four conventional nuts in the order, shown in
FIG 1 :44 or 1 :46. Lift the cylinder head from the
barrels. If difficulty is experienced it is essential to use
Fiat tool A.40014 or a similar drilled plate, otherwise
serious damage could be caused if other means are
used (see FIG 1:9).
10 Remove the four pushrod sleeves and the casing
containing the oil ducting to the overhead valve gear.
11 Remove the fuel pump retaining nuts and washers
and lift away the pump. Carefully pull out the pump
control pushrod from the crankcase.
12 Remove the six screws holding the centrifugal oil filter
pulley cover and lift away the cover. Remove the
centrifugal filter mounting flange by unscrewing the
crankshaft central bolt. Also remove the timing cover
containing the oil pump gears and the oil pressure
regulating valve. Note the position of the nuts,
toothed and plain
washers for correct reassembly.
13 Release t h e four camshaft sprocket retaining bolts and
lift away the sprocket and timing chain. Using Fiat
pulley A.46020 or a large universal two-leg puller as
shown in FIG 1 :10 remove the crankshaft sprocket
and its body.
14 Carefully lift out the rocker pushrod tappets making a
note of their location and gently pull out the camshaft
making sure the front bearing bore is not damaged by
the cam lobes or distributor drive gear.
15 Mark the flywheel and crankshaft to ensure correct
reassembly and release the six f l y w h e e l retaining bolts
together w i t h the lockwashers and lift away the fly-
wheel.
16 Using Fiat tool A.60156 on the two central studs, lock
the two cylinder barrels in place as shown in FIG 1 : 1 1.
TOOL A. 40014
FIG 1:9 Tool A.40014 for cylinder head removal
F50015
17 Turn the engine upside down ensuring that no weight
is placed on the studs and remove the oil sump and the
oil suction scoop.
18 Mark the connecting rods and end caps to ensure
correct reassembly and remove the end caps. Place the
engine on its side and remove the cylinder barrels
clamp. Ensure that the studs are clean and carefully
slide off the connecting rod-piston-cylinder assem-
blies from the crankcase.
19 Remove the six screws holding the rear main bearing
housing to the crankcase and lift away the housing.
Remove the six screws holding the front main bearing
housing to the crankcase and lift away the housing.
20 Carefully ease the crankshaft from the crankcase
moving it diagonally to assist withdrawal. FIG 1:11 Cylinder hold-down tool A.601 56 TOOL A.60156 FIG 1 :10 Removing crankshaft sprocket w i t h puller
A.46020
PULLER A.46020

13 Remove all the bolts and washers joining the sump
casting to the crankcase making a special note of the
location of bolts of different lengths.
14 Mark the flywheel and crankshaft to ensure correct
reassembly and release the six flywheel retaining bolts
together with the lockwashers and lift away the fly-
wheel.
15 Using Fiat tool A.60156 on the two central studs, lock
the t w o cylinder barrels in place (see FIG 1 :11).
16 Turn the engine upside down ensuring that no weight
is placed on the studs.
17 Mark the connecting rods and end caps to ensure cor-
rect reassembly and remove the end caps. Place the
engine on its side and remove the cylinder barrels
clamp. Ensure t h a t t h e studs are clean and carefully
slide off the connecting rod-piston-cylinder assem-
blies from the crankcase.
18 Remove the six screws holding the rear bearing hous-
ing to the crankcase and lift away the housing. Remove
the six screws holding the front main bearing housing
to the crankcase and lift away its housing.
19 Carefully ease t h e crankshaft from the crankcase
moving it diagonally to assist w i t h d r a w a l .
20 To ensure no damage occurs to the long cylinder
barrel mounting studs these may be removed using
Fiat puller A.40010 or a universal stud remover as
shown in FIG 1 :12.
1 :6 Cylinder head removal, servicing and replace-
ment
Description:
The aluminium cylinder head is finned to increase the
cooling surface. Through bolts secure the head and the
two cylinders to the crankcase. The valves are controlled
by a camshaft through tappets, pushrods and rockers. The
connection between the head and the crankcase is via five
sleeves mounted directly between the head and crankcase,
and these accommodate the pushrods, lubricating oil and
passage for the crankcase gases. The cylinder head has
been
modified for the 110 F and later 120 engines as
they now incorporate a heater safety device as described
in Section 4 : 4 .
FIG 1:15 Cylinder head
17F500
The cylinder head should be removed whenever the
valves require attention or the engine to be decarbonized.
To remove the cylinder head proceed as f o l l o w s :
1 Remove the air cleaner, carburetter, rocker cover and the
screws securing the blower conveyor to the cylinder Removal of cylinder head: FIG 1 :17 Installing a valve guide using Tool A.60153
provided with pilot bush TOOL A. 6 0 1 5 3 -
WITH PILOT BUSH FIG 1:16 Cleaning valve guides
W I R E BRUSH A.11417 / BIS

FIG 1:21 Finned cylinder. Letter A stamped on cylinder
indicates the class to which cylinder belongs, as referred
to its inside diameter
CLASS LETTER
FIG 1 :22 Cylinder measurement points
seats, gearbox companion flange and timing gear cover
mounting flange.
The cast iron cylinders are finned radially to increase the
cooling air surface and are located symmetrically on the
crankcase, each being held by four studs. The cylinders are
installed by sliding into the crankcase bores and finally
held in place by the cylinder head (see FIGS 1 :8 and
1 :21).
Inspect the cylinder bores for score marks, wear and
any other defects or damage. The clearance between the
piston maximum diameter and the cylinder bore should be
checked to ensure that it is within the maximum wear limit
of .0059 inch.
20FIG 1 :23 Checking cylinder diameter by dial gauge
C.687 brought to zero w i t h ring gauge C.672 DIAL GAUGE C 687
RING GAUGE C. 672 The cylinder height must be checked between the seat-
ing face on the crankcase and the top surface and this
dimension should be 3.5433 ±0006 inch.
If this dimension is less than specified the cylinder must
be renewed to prevent possible carbon deposits on the
piston crown and underside of combustion chamber
causing the piston to strike the cylinder head (see
FIG 1 :24). Checking cylinder height: This operation should bring the bore size to correspond
to the oversize piston sizes in order to obtain the correct
clearance between the piston and cylinder. These
limits
are given in Technical Data. It will be observed that the
cylinders are divided into three classes depending on the
bore diameter. The classes are identified by the letters 'A',
'B
1 and ' C , one of which will be stamped on the mating
face with the cylinder head as shown in FIG 1 :21. Pistons
are divided into three classes to correspond with the
cylinder bore sizes. Naturally the piston and bore must
belong to the same class. The maximum available piston
oversize is .0236 inch.
Pistons and rings for the Model 500 sports engine are
not available in oversize dimensions so if the cylinder bore
diameter is above the maximum wear limit new parts must
be fitted.Honing or reboring cylinder bores: It is essential that the diameter measurements are taken
at t w o different heights in the cylinder bore along both the
longitudinal and transverse axles as shown in FIG 1 :22.
It is recommended that to zero the internal micrometer
Fiat ring gauge C.672 is used (see FIG 1 :23).
If bore wear or ovality is between .0059 and .0079 inch
the cylinder bore may be honed. Should however the
wear limit of .0079 inch be exceeded then the bores must
be recut.

tolerance range of .00043 to .00240 inch or less than
.0059 inch the bearing inserts may be used again with-
out any need for regrinding. Should however the
clearance be greater than .0059 inch the inserts must be
renewed, using undersize inserts if the crankpin journals
have been reground.
It should be observed that 'Plastigage PG-1' is suitable
for measuring clearances up to .0030 inch so that if
carrying out 3 above produces no flattening of the
'Plastigage' the procedure must be repeated using
'Plastigage PR-1' which enables clearances up to
.0060 inch to be measured.
5
CRANKSHAFT
CON RODCALIBRATED STRIP
CON ROD
BEARING CAP
BEARING INSERT
FIG 1:30 'Plastigage' position for bearing insert-to-
crankpin journal clearance inspection
GRADUATION SCALE
BEARING .INSERT
CLEARANCE
READINGCALIBRATED
STRIP
CON ROD BEARING CAP
FIG 1 :31 Checking bearing insert-to-crankpin journal
clearance by comparing width of flattened 'Plastigage'
F50023
To fit a replacement bush proceed as follows:
Firmly hold the connecting rod between soft faces in a
vice in such a way that it will not bend when working
on the small-end and using a suitably sized drift, remove
the old bush.
Use Fiat tool A.60155 or a suitably sized drift and care-
fully install the new bush which must be an interference
fit of between .0011 to .0036 inch.
A small slot must be cut in the bush to correspond w i t h
the groove machined at the top of the connecting rod
so ensuring good lubrication between the bush and
piston pin. 1
2
3The small end bush must be a firm fitting in the con-
necting rod and show no signs of deep scoring, scuffing,
ovality or excessive wear.
Should it be considered necessary, the bush may be
reamed using a Fiat expanding reamer U.0307 so that the
bush internal diameter permits an oversize piston pin to be
fitted with a clearance of .00020 to .00063 inch. Little end bushing:Installation of connecting rod bearing inserts:
During reassembly of the big-end bearing inserts the
parts must be thoroughly cleaned and then to reassemble
proceed as follows:
Ensure the bearing half to connecting rod surfaces are
perfectly smooth and free of score marks. Under no
circumstances may the bearing surface be reworked.
Check that the bearing half inserts are properly seated,
with the locating lugs fitting into their slots: this is
essential to obtain
correct bearing clearance.
As the circumference of the bearing half is greater than
the seats in connecting rod and cap the bearing must be
fitted so that the projection at each end of the bearing
half is equal.
Thoroughly lubricate all parts and tighten the end cap
nuts to a torque wrench setting of 23.9 Ib ft. 1
2
3
4FIG 1:32 Connecting rod-piston assembly installation
on engine
REVOLUTION
DIRECTIONPISTON SLOT
CAMSHAFT
CONNECTING
ROD NUMBER

After the crankshaft has been reground it is important
that all traces of swarf are removed by constant washing
and then drying with a non-fluffy rag.
The clearance between the main bearings and journals
must be checked before installing the crankshaft in the
engine. It should also serve as a recheck after the
crankshaft has been reground.
Measure the maximum main bearing internal
diameter and the minimum journal diameter using
accurate measuring equipment. The clearance must not
exceed .0039 inch otherwise the journals must be
reground and undersize bearings fitted.
Undersize bearings w i t h .0394 inch stock on the
internal diameter are also supplied unmounted. They
must be press fitted in the supports, the recommended
interference fit being .00039 to .00197 inch. After
pressing the bearing into the support, a hole is drilled in
the bearing in line with the location dowel hole in the
support. The hole is finished with a suitable expanding
reamer, such as Fiat U.0334, and the dowel pressed i n ,
noting that the hollow dowel fits in the flywheel end
support.
The next stage is to heat the assembly in an oven or
oil bath for a period of one hour at 150°C (302°F).
When the assembly has cooled to room temperature,
the bearing is reamed in a lathe to match the crankshaft
journal size.
3
Crankshaft oil seals:
Two inner spring rubber oil seals are located, one in a
special seat in the timing gear cover and the other in the
flywheel end of the crankshaft support and provide oil
tightness. These seals are shown in FIGS 1 :3 and 1 :34.
Whenever the engine is dismantled for overhaul these
seals should be carefully inspected for correct seating and
that the inner seal surface is not worn and that the contact
area is perfect both on the crankshaft and on the fan and
generator drive pulley hub.
Clutch shaft pilot bushing:
A self-lubricating bronze bush is fitted in the end of the
crankshaft as shown in FIG 1 :34 and provides a bearing
for the clutch shaft. Should the bush be worn use Fiat
puller A.40006/1 /2 to remove the worn bush. A new bush
should be fitted using a suitably sized drift.
1:12 Flywheel and starter ring gear
The flywheel should be inspected for wear at the clutch
driven plate contact area. It should be flat and have a
smooth finish.
The ring gear teeth should be cheeked for damage
which if evident, the ring gear must be replaced. To facili-
tate the fitting of a new ring gear on the flywheel, the new
ring gear should be heated in an oil bath to a temperature
of 80°C (176°F). Using a press gently ease the
expanded
ring gear over the flywheel and press fully home.
1:13 The oil pump
Sedan :
A helical-spur gear type oil pump is driven by the cam-
shaft through a front dog drive coupling. The gears are
F50025 To remove the pump from the engine proceed as
follows:Pump removal and reassembly:
Remove the engine rear central support from the timing
gear casing. Remove the filter cover pulley and lift
away the drive belt.
Release the hollow screw attaching the slinger and the
mounting flange of the filter on the crankshaft. Also
release the nuts fixing the timing gear cover to the
crankcase.
Remove the timing gear cover together with the oil
pump assembly and the pressure relief valve.
Lift out the oil pump suction scoop with the filter
screen attached from the sump.
Reassembly of the pump to the engine is the reverse
procedure to dismantling. 1
2
3
4
5 located in a special housing in the timing gear cover and
held in place by a cover plate. The oil pressure relief valve
is mounted on the drive gear shaft guide.
A pump suction scoop fitted with a filter screen is
secured in the crankcase and connects to a duct in the
timing gear case as s h o w n in FIG 1 :36.
2
4
6Key t o Fig 1 :36
Rocker shaft
Ducts, cylinder head oil drain
Oil pressure relief valve
to centrifugal filter
9
with central oil gallery
12Sump cooling air conveyor
indicator sending unitOil filler with vent valve
Line, oil delivery to rocker shaft
Level indicator rod 31
5
7Gear pump
8 Oil duct
Centrifugal oil fitter
1110
Crankshaft
Oil pump intake screen filter
13 Low oil pressure FIG 1:36 Engine lubrication diagram

FIG 1 :40 Engine detail showing lube oil passages
Key to Fig 1 :40 1 Splines in crankshaft for oil passage
to filter 2 Oil inlet into circuit from filter 3 Hole for
oil passage to main bearing
FIG 1 : 4 1 Timing marks on sprockets. On later cars the
crankshaft key way is on the underside
size that centrifugal force does not sling oil into the area
where the foreign matter is collected. The outer flange
inner face has radial vanes on its face which retain the
foreign matter and the oil is conveyed to the centre of
the filter.
The oil to be filtered issues from the side splines 1
(see FIG 1 :40) of the crankshaft and is forced by the
slinger to the periphery of the filter where it is cleaned and
returns to the centre of the filter and into the crankshaft
drilling 2. The inner flange or hub and the slinger are
secured to the crankshaft by a special hollow screw 6 as
shown in FIG 1 :39, the outer flange is attached to the
hub by six screws.
28
If the camshaft has been disconnected from the crank-
shaft for any service operation the valve gear will have to
be retimed and to do this proceed as follows:
1 Turn the crankshaft until the reference line on its
sprocket is pointing towards the camshaft as shown in
FIG 1 :41.
2 Turn the camshaft until the reference dot on its
sprocket registers w i t h the crankshaft sprocket. Leave
the shafts undisturbed and carefully mount the chain.
Should it be necessary to check the valve timing and
sprocket marks, proceed as follows:
1 Fit Fiat C.673 tool as shown in FIG 1 :42.
2 Temporarily adjust the valve stem-to-rocker arm
clearance of cylinder No. 1 at .01 77 inch for the inlet
valve and .01 50 inch for the exhaust valve (Model 500
engine) or at .01 54 inch for both valves (Model 500
sports).
3 Rotate the crankshaft and set the flywheel timing mark
at 'O' on the graduated sector. Check that the sprocket
marks are correctly lined up in this position.
If the engine is being assembled, to install the driven
gear, proceed as follows:
1 Set the timing mark on the drive sprocket towards the
centre of the camshaft.
2 Position the driven sprocket on the camshaft mounting
flange with four screw holes in line and tighten two
mounting screws only.
3 Rotate the camshaft until the driven sprocket mark
registers w i t h the reference line on the drive sprocket.
4 Remove the driven sprocket without moving the
camshaft. Install the timing chain and replace the
driven sprocket. Tighten the four screws to a torque
wrench setting of 6.5 Ib ft.
1:15 Valve timing
The oil pressure indicator sender unit is located on the
righthand side of the cylinder block and is connected to
an indicator light in the instrument cluster on the dash-
board.
The red indicator lights only when the ignition is
switched on and goes out when o i l pressure has built
up to between 8.5 and 14 Ib/sq in.
Should an accidental shortcircuit occur in the oil
pressure indicator circuit, the sender unit may be damaged
so the cause must be traced and rectified before the unit
is renewed.
Oil pressure indicator sender unit:
To ensure a reliable lubrication system there must be
no oil leaks from the gasket between the outer and inner
flanges. Every t i m e t h e engine is overhauled the filter
must be dismantled, cleaned and new gaskets fitted.
To clean the filter, remove the six screws and washers
and separate the drive pulley and hub. Carefully scrape
the inner surfaces to remove all sludge.
Upon reassembly the filter to crankshaft hollow
mounting screws must be tightened to a torque wrench
setting of 1 08.5 Ib ft. The cover to mounting flange screws
must be tightened to a torque wrench setting of 5.8 Ibft.
Cleaning and inspection:
A groove is machined on the outer flange periphery to
form a pulley for the generator and blower drive belt.

FIG 1 :44 Cylinder head h o ld-down nuts tightening
sequence. 500 Sedan
TIMING CHAIN ENDCYLINDER No. 1 CYLINDER No. 2 FLYWHEEL END
CAMSHAFT
EXPANSION SLOT C/ROD NUMBERROTATION DIRECTION
FIG 1 :45 The correct position of connecting rod-
piston assembly on engine 120.000
30
screws and together with new lockplates tighten to a
torque wrench setting of 23.1 Ib ft. Bend down the
lockplates.
9 Slide the centrifugal oil filter mounting flange, the
oil slinger and the mounting screw together with its
lockplates onto the crankshaft and tighten the screw
to a torque wrench setting of 108.5 Ib ft. Bend down
the lockplate.
10 Assemble the clutch assembly to the flywheel and
using Fiat pilot A.62023 centralize the driven plate
to the pressure plate assembly. Secure the pressure
plate assembly using screws and toothed washers.
11 Fit new oil pan cork gasket, if necessary using a little
grease to hold in position and carefully fit the oil pan
securing with screws, toothed washers and lock-
plates. Bend down the lockplates onto the screw
heads.
12 Fit the oil cooling air conveyor on the oil pan and
secure with screws and toothed washers.
13 Carefully turn the engine over and fit the centrifugal
filter mounting flange rubber seal. Fit the oil filter
cover and secure with screws together with plain and
toothed washers to a torque wrench setting of
5.8
Ib ft.
14 Ensure t h e faces of the cylinder head and cylinders
are free from dirt and oil and carefully slide the
cylinder head gasket over the studs ensuring that it
is the correct way up. Insert the tappets in the same
order to removal together with the sleeves, pushrods,
oil delivery line to the rocker arm shaft and the casing
with its seal ring.
15 Thoroughly inspect the cylinder head to ensure that
it has been correctly reassembled, carefully slide it
over the studs and secure using the four cap nuts
internally and four standard nuts and plain washers
externally. Tighten the nuts in the order as shown in
FIG 1 :44 or 1 :46 to a torque wrench setting of
23.9 Ib ft.
16 Fit the rocker arm shaft and arm assembly together
with the two supports. Tighten the supports using
screws, plain and toothed washers to a torque
wrench setting of 15.2Ibft. Adjust the tappet-to-
rocker clearance as detailed in Section 1 :16.
17 Temporarily plug the intake duct hole to ensure that
no foreign matter finds its way into the engine.
Install the spark plugs having ensured that they are
clean and correctly adjusted.
18 Reassemble the engine cowling and air
exhaust
throttle valve assembly which should be secured on
the top side using t w o nuts, t w o plain washers and
two toothed washers, on the underside with two
screws and t w o toothed washers, and centrally using
one screw and one spring washer.
19 Fit the toothed washers on the end of the spark plug
electrode and tighten the terminals together with the
special rubber boots.
20 Refit the fan, generator and ground cable assembly
and secure the crankcase, also the warmed air intake
shrouding. Finally tighten the generator to fan nuts.
21 Fit both lower exhaust silencer mounting brackets
onto the crankcase but do not tighten fully. Fit the
air conveyor and secure to the engine cowling using
six screws, six toothed washers and one nut together
with a toothed washer. Join together the t w o