1983 FIAT UNO AUX

Braking system................................................................................. 14
Part A: Braking system general
Front brake pads all later models
Part B: Braking system - Turbo ie models
Description
Front disc pads - renewal
Front disc caliper - removal and refitting
Front disc caliper - overhaul
Front brake disc - inspection, renovation or renewal
Rear disc pads - renewal
Rear disc caliper - removal, overhaul and refitting
Rear brake disc - inspection, renovation and renewal
Pressure regulating valve
Brake pedal - removal and refitting
Vacuum servo unit and master cylinder - general
Antiskid system - description
Electrical system.............................................................................. 15
Alternator (999 cc models) - removal and refitting
Alternator (later models) - removal and refitting
Alternator brushes - renewal
Starter motor (999 cc models) - removal and refitting
Starter motor (1301 cc Turbo ie, 1372 cc ie, 1372 cc Turbo ie)
- removal and refitting
Starter motor brushes (later models) - renewal
Fuses - later models
Relays (Turbo ie models) - general
Headlamps - later models
Headlamp beam adjusters for load compensation - later models
Headlamp unit removal - later models
Headlamp dim-dip system - description
Front fog lamps bulb/unit - removal and refitting and beam
adjustment
Horn - relocation
Steering column combination switches (later models) - removal
and refittingInstrument panel (Turbo ie models) - removal and refitting
Facia-mounted switches (1301 cc Turbo ie model) - removal
and refitting
Instrument panel (later models) - removal and refitting
Auxiliary control panel (later models) - removal and refitting
Heater control panel (later models) - removal and refitting
Trip master
Interior roof mounted spotlamp, switch and/or clock - removal
and refitting
Central door locking system
Cigar lighter (later models) - removal and refitting
Electrically operated window switches - removal and refitting
Windscreen wiper motor (later models) - removal and refitting
Windscreen washer reservoir (Turbo) - removal and refitting
Tailgate wiper motor (later models) - removal and refitting
Radio Check control system sensors - description
Check control system sensors - testing
Suspension....................................................................................... 16
Front anti-roll bar - removal and refitting
Suspension strut later models
Bodywork.......................................................................................... 17
Plastic components
Rear view mirrors
Door armrest
Tailgate (Turbo ie model) - component removal and refitting
Radiator grille (1301 cc Turbo ie model) - removal and
refitting
Radiator grille (1372 cc ie and 1372 cc Turbo ie models) -
removal and refitting
Bumpers (1301 cc Turbo ie, 1372 cc ie and 1372 cc Turbo ie
models) - removal and refitting
Rear hinged windows - removal and refitting
Door trim panel (Turbo ie model) - removal and refitting
Supplement: Revisions and information on later models 13•3
13
1 Introduction
Since its introduction in 1983, the FIAT Uno
has had a number of modifications and
improvements including the fitting of a twin
choke carburettor, low profile tyres, tinted
windows and remotely-controlled central door
locking.
The major mechanical change was the
introduction of the FIRE (Fully Integrated
Robotised Engine) on 45 and 45S models to
be followed by a new 1108 cc “FIRE” engine
on the 60S model from 1989 on.
A 1301 cc Turbo ie engine model wasavailable for a short period. This model had a
Bosch LE2 Jetronic electronic fuel injection
(ie) and a turbocharger to give added
performance. To uprate the braking to suit,
disc brakes were fitted to the rear in place of
the original drum type brakes.
A 1372 cc engine model was introduced in
1989. Two versions were initially available. A
Bosch Mono-Jetronic single-point fuel
injection (SPi) system, as found on the 70 SX
model and Bosch L3.1 or L3.2 Jetronic
multi-point fuel injection (MPi) systems were
fitted to Turbo models. L3.2 MPi system
models were equipped with catalytic
converters, to improve exhaust emission. All
fuel injection engines are fitted with electroni-
cally controlled engine management systems.
A new style instrument panel, switchgearand a revised facia layout was introduced in
1989.
During 1992, SPi fuel systems were fitted to
the 999 cc and 1108 cc engines, along with
catalytic converters for improved exhaust
emissions.
Five speed transmissions were introduced
to 999 cc models in 1993.
It is recommended that this Supplement is
always referred to before the main Chapters
of the Manual.
Project vehicles
The vehicles used in the preparation of this
supplement, and appearing in many of the
photographic sequences were a 1986 Uno
45S FIRE, a 1988 1301 cc Uno Turbo ie and a
1991 1372 cc Uno SXie.
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,
suitable for competent
DIY mechanic
Difficult,suitable for
experienced DIY
mechanicVery difficult,
suitable for expert DIY
or professional
Degrees of difficulty
54321

Supplement: Revisions and information on later models 13•7
View of engine compartment (air
cleaner removed) on the
1372 cc ie engined model
1 Engine oil level dipstick
2 Timing belt cover
3 Engine mounting (right-hand)
4 Clutch master cylinder fluid
reservoir
5 Fuel supply and return hoses
6 Injection unit
7 Inlet manifold
8 Washer reservoir
9 Brake master cylinder and fluid
reservoir
10 Injection system fuse/relay block
11 Suspension strut turret
12 Ignition coil
13 Ignition system ECU
14 Battery
15 Coolant filter expansion tank
16 Ignition distributor
17 Radiator cooling fan
18 Engine oil filler cap
19 Starter motor
20 Oil filter
View of front end from below on
the 1031 cc Turbo ie engined
model
1 Anti-roll bar
2 Exhaust pipe
3 Track control arm
4 Engine centre mounting
5 Gearchange rods
6 Brake caliper
7 Left-hand driveshaft
8 Intermediate driveshaft
9 Right-hand driveshaft
10 Transmission
11 Engine oil drain plug
12 Auxiliary lamp
13 Horn
14 Intercooler
15 Starter motor
16 Oil filter cartridge
17 Oil pressure sender unit
18 Engine oil cooler
19 Right-hand underwing shield
20 Left-hand underwing shield
13

Lubrication system
Oil pump type:
999/1108 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gear driven from front of crankshaft.
1372 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pump operated from front of crankshaft. Oil pressure relief valve in
front cover.
Tooth tip-to-body clearance (999/1108 cc) . . . . . . . . . . . . . . . . . . . . . . 0.080 to 0.186 mm
Gear endfloat:
999/1108 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.025 to 0.056 mm
1372 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.040 to 0.106 mm
Oil pressure (at normal operating temperature) . . . . . . . . . . . . . . . . . . . 3.4 to 4.9 bars
Oil filter:
999/1108 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion F107
1372 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion C106
Torque wrench settingsNm lbf ft
Auxiliary shaft sprocket bolt (1372 cc) . . . . . . . . . . . . . . . . . . . . . . . . . . 83 62
Big-end cap bolts:
999/1108 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 30
1372 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 38
Camshaft bearing cap bolts:
M8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 14
M6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 7
Camshaft cover screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 6
Camshaft housing to lower cylinder head securing bolt (1372 cc) . . . . . 20 15
Camshaft housing to inlet manifold bracket bolt (1372 cc) . . . . . . . . . . 25 18
Camshaft sprocket bolt
999/1108 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 50
1372 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 62
Centre mounting to final drive casing bracket (1201/1301 cc) . . . . . . . . 23 17
Coolant temperature switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18
Crankshaft pulley bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18
Crankshaft pulley nut (1372 cc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 145
Crankshaft rear oil seal retainer bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 7
Crankshaft sprocket bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 58
13•8 Supplement: Revisions and information on later models
View of front end from below on
the 1372 cc ie engine model
1 Oil filter
2 Engine oil drain plug
3 Starter motor
4 Horns
5 Transmission front mounting
6 Front fog lamp and adjuster
7 Driveshaft
8 Transmission rear mounting
9 Gearchange linkage
10 Exhaust downpipe and system
joint
11 Anti-roll bar
12 Track control arm
13 Tie-rod balljoint
14 Brake unit
15 Driveshaft damper
16 Underwing shield

Cooling system (continued)
Radiator fan cut-in temperature:
1301 cc Turbo ie:
1st speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 to 90ºC
2nd speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 to 94ºC
1372 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 to 94ºC
Radiator fan switch-off temperature:
1301 cc Turbo ie:
1st speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 to 85ºC
2nd speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 to 89ºC
1372 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 to 89ºC
Coolant pump/alternator drivebelt tension:
1372 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approximately 10 mm deflection midway between crankshaft and
alternator pulleys under firm thumb pressure
Torque wrench settingsNm lbf ft
Coolant pump mounting bolts (999/1108 cc) . . . . . . . . . . . . . . . . . . . . . 8 6
Coolant pump to crankcase (1372 cc) . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18
Coolant temperature gauge sender unit (1372 cc ie) . . . . . . . . . . . . . . . 30 22
Coolant temperature sender unit (1372 cc) . . . . . . . . . . . . . . . . . . . . . . 27 20
Fan thermostatic switch (1372 cc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 22
Thermal valve on inlet manifold (1372 cc):
M10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 15
M8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 7
Water pump cover (1372 cc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 11
Fuel system
General
Air cleaner element
999 cc and 1108 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion U520
1372 cc ie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion U533
1301/1372 cc Turbo ie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion U522
Fuel filter:
999 cc and 1108 cc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion L101
1372 cc ie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion L201
1301/1372 cc Turbo ie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Champion L203
Carburettor calibration
Weber 32 ICEV 61/250 TLF 4/250
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 903 cc 999 cc
Accelerator pump capacity (for 10 strokes) . . . . . . . . . . . . . . . . . . . . . . 3.8 to 6.3 cc -
Air bleed jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.80 mm 50/90
Air compensating jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 165
Air idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.60 mm -
Anti-flooding device (choke valve plate gap) . . . . . . . . . . . . . . . . . . . . . - 4.0 to 5.0 mm
Auxiliary venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 mm -
Fast idle (throttle valve plate gap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 0.65 to 0.75 mm
Float level (with gasket) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.75 mm 26.75 to 27.25 mm
Full power jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.50 mm 50
Emulsion tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F74 F70
Exhaust gas CO at idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 to 2.0% 1.0 to 2.0%
Idle air bleed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - 50/90
Idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.47 mm 47
Idle mixture adjustment port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 mm -
Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750 to 800 rpm 750 to 800 rpm
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.10 mm 105
Needle valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 mm 1.5 mm
Pump jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40 mm 35
Pump outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40 mm -
Venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 mm 22 mm
Weber 32 TLF 4/252 (and 251) TLF 27/251
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 999 cc 1108 cc
Accelerator pump capacity (for 10 strokes) . . . . . . . . . . . . . . . . . . . . . . 8 to 12 cc 8 to 12 cc
Air bleed jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.65 mm 1.65 mm
Air idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.50 mm 0.50 mm
Auxiliary venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 mm 4.5 mm
Emulsion tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F70 F70
13•10 Supplement: Revisions and information on later models

Weber 32 (continued) TLF 4/252 (and 251) TLF 27/251
Exhaust gas CO at idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 to 2.0% 0.5 to 1.5%
Fast idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.65 to 0.75 mm -
Float level (with gasket) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.75 to 27.25 mm 26.75 to 27.25 mm
Float travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.7 to 34.7 mm 33.7 to 34.7 mm
Full power jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.50 mm 0.55 mm
Idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.47 mm 0.45 mm
Idle mixture adjustment port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 mm 1.50 mm
Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 750 to 800 rpm 800 to 850 rpm
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 mm 1.05 mm
Needle valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 mm 1.50 mm
Pump jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40 mm 0.40 mm
Pump outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40 mm 0.40 mm
Superfeed jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40 mm 0.45 mm
Superfeed mixture jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.00 mm 3.00 mm
Venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 mm 22 mm
Weber 30/32 DMTE 30/150
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1116 cc engine (95 RON unleaded engine)
Exhaust gas CO at idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0 to 2.0%
Float level (with gasket fitted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5 to 7.5 mm
Idle pull-down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 to 3.5 mm
Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 to 900 rpm
Needle valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 mm
Pull down capsule bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.20 mm
Primary Secondary
Air correction jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10 1.80
Emulsion tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F30 F30
Idle air jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.15 0.70
Idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.50 -
Idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.47 0.40
Full power jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40 -
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.90 1.05
Main venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 23
Pump discharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40 -
Pump jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.45 -
Secondary venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 -
Weber 30/32 DMTE 10/150
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1116 cc
Accelerator pump capacity (ten strokes) . . . . . . . . . . . . . . . . . . . . . . . . 8.5 to 12.5 cc
Anti-flooding device (automatic - Y) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.75 to 4.25 mm
Anti-flooding device (mechanical - X) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.0 to 9.5 mm
Excess fuel discharge orifice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.40
Exhaust gas CO at idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5 to 1.5%
Float setting (fuel level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5 to 7.5 mm
Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 to 900 rpm
Needle valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 mm
Primary and secondary valve plate openings:
X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.5 to 14.5 mm
Y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.5 to 15.5 mm
Primary valve plate opening (X) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.45 to 6.95 mm
Throttle valve plate opening - fast idle (A) . . . . . . . . . . . . . . . . . . . . . . . 0.90 to 0.95 mm
Primary Secondary
Air correction jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 195
Accelerator pump jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 40
Auxiliary venturi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 5
Emulsion tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F42 F38
Idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 70
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 95
Venturi diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.0 mm 23.0 mm
Solex C 30/32 - CIC8
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1116 cc
All calibration as for the Weber 30/32 DMTE 10/150 except for the following:
Primary Secondary
Accelerator pump jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 50
Air correction jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 190
Idle jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.5 40
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 100
Needle valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 1.6
Supplement: Revisions and information on later models 13•11
13

Initial start-up after major
overhaul
28Refer to Chapter 1, Section 45, but note
that an oil pressure gauge is fitted to indicate
oil pressure.
29Check the ignition static timing as
described in Section 10.
30Check the engine idle speed and CO level
as described in Section 9.
7 Engine-
1372 cc ie and 1372 cc
Turbo ie
PART A: GENERAL
Description
1The 1372 cc engine is similar in design to
the OHC engine fitted to the FIAT Tipo
variants. The engine is of four-cylinder, in-line,
overhead camshaft type, mounted
transversely at the front of the vehicle.
2The crankshaft runs in five main bearings.
Thrustwashers are fitted to the rear (flywheel
end) main bearing in order to control
crankshaft endfloat.
3The connecting rods are attached to the
crankshaft by horizontally split shell-type
big-end bearings. The pistons are attached to
the connecting rods by fully-floating gudgeon
pins which are secured by circlips. The
aluminium alloy pistons are fitted with three
piston rings: two compression rings and an oil
control ring.
4The camshaft is driven by a toothed belt
and operates the valves via bucket and shim
type cam followers. The camshaft is located in
a separate housing on top of the cylinder
head.
5The inlet and exhaust valves are each
closed by double valve springs, and operate
in guides pressed into the cylinder head.
6The auxiliary shaft, which is also driven by
the toothed belt, drives the oil pump.
7Lubrication is by means of a gear type
pump which draws oil through a strainer
located in the sump, and forces it through a
full-flow filter into the engine oil galleries fromwhere it is distributed to the crankshaft,
camshaft and auxiliary shaft. The big-end
bearings are supplied with oil via internal
drillings in the crankshaft. The undersides of
the pistons are cooled by oil spray nozzles
located in each main bearing location in the
crankcase.
8A crankcase ventilation system is
employed, whereby piston blow-by gases are
drawn via an oil separator into the air cleaner,
from where they are drawn into the inlet
manifold and re-burnt with fresh air/fuel
mixture.
9The 1372 cc ie engine is fitted with a Bosch
Mono-Jetronic single point fuel injection (SPi)
system. Whilst the higher performance
1372 cc Turbo ie engine is fitted with a Bosch
L3.1 (L3.2 from 1992) Jetronic multi-point
injection (MPi) system and turbocharger with
intercooler and oil cooling. The L3.2 system
models are fitted with catalytic converters.
Maintenanceª
10At the intervals specified in Section 3 or
“Routine maintenance” at the beginning of
this Manual, carry out the following tasks.
11Check the engine oil level as follows. With
the vehicle parked on level ground, and with
the engine having been stopped for a few
minutes, withdraw the oil level dipstick, wipe it
on a clean rag, and re-insert it fully. Withdraw
the dipstick again and read off the oil level
relative to the MAX and MIN marks. The oil
level should be between the marks. If the level
is at or below the MIN mark, top up through
the filler on the camshaft cover without delay
(photo). The quantity of oil required to raise
the level from MIN to MAX on the dipstick is
approximately 1.0 litre (1.8 pints). Do not
overfill.
12Renew the engine oil and filter as
described in Section 2 of Chapter 1 (photos).
13Check and if necessary adjust the valve
clearances as described in Part B of this
Section.
14Inspect the engine for signs of oil, coolant
or fuel leaks and rectify as necessary.
15Inspect the crankcase ventilation hose for
blockage or damage. Clean or renew as
necessary.
16Check the condition and tension of thetiming belt as described in Part B of this
Section.
17Renew the timing belt as described in
Part B of this Section.
PART B:
OPERATIONS POSSlBLE
WITH ENGINE IN CAR
Valve clearances -
checking and adjustment#
1It is important to ensure that the valve
clearances are set correctly, as incorrect
clearances will result in incorrect valve timing
thus affecting engine performance.
2The clearances must be checked and
adjusted with the engine cold.
3On the ie engine, refer to Section 9 in this
Chapter for details and remove the air cleaner
unit.
4On the ie engine disconnect the crankcase
ventilation hose from the injector unit and
position the hose out of the way.
5On Turbo ie engines, loosen off the clips
and remove the air hose to the inlet manifold
(above the camshaft cover).
6On Turbo ie engines, disconnect the
accelerator cable from the throttle housing
and the support bracket on the camshaft
cover.
7Unscrew the securing nuts and washers
and remove the camshaft cover, noting that
on later models two of the nuts also secure
the hose clip assembly. Recover the gasket.
8Numbering from the front (timing belt) end
of the engine, the exhaust valves are 1, 4, 5
and 8, and the inlet valves are 2, 3, 6 and 7.
Supplement: Revisions and information on later models 13•37
7A.12B Engine oil filter removal using a
strap wrench - 1372 cc engine7A.12A Engine sump drain plug - 1372 cc
engine7A.11 Topping up the engine oil level -
1372 cc engine
Fig. 13.15 Engine oil level dipstick location
and level markings on the 1372 cc ie and
Turbo ie engines (Sec 7A)
13

crankshaft after the pulley securing nut has
been removed. Recover the Woodruff key
from the end of the crankshaft if it is loose
(photo).
44To remove the auxiliary shaft sprocket, a
suitable tool must be used to hold the
sprocket stationary as the securing bolt is
loosened (the bolt is extremely tight). In the
workshop, a “scissors” style tool was
improvised, using two pieces of steel bar
joined together by a pivot bolt, with their ends
bent through a right-angle to engage securely
between the teeth on the sprocket - see photo
7B.46.
45Unscrew the sprocket bolt, and recover
the washer, then withdraw the sprocket from
the end of the auxiliary shaft (photo). If thesprocket is tight, carefully lever it from the
shaft using two screwdrivers.
46Refit the auxiliary shaft sprocket, making
sure that the lug on the end of the shaft
engages with the hole in the sprocket, then
tighten the securing bolt to the specified
torque (ensure that the washer is in place
under the bolt head). Prevent the sprocket
from turning as during removal (photo).
47Where applicable, refit the Woodruff key
to the end of the crankshaft, then refit the
crankshaft sprocket with the flanged side
against the oil seal housing (photo).
48Refit the camshaft sprocket to the end of
the camshaft, making sure that the lug on the
end of the shaft engages with the hole in the
sprocket, then refit the thrust washer, plainwasher, and bolt, and tighten the bolt to the
specified torque. Prevent the camshaft from
turning as during removal (photo).
49Refit the belt tensioner pulley assembly,
ensuring that the washer is in place under the
securing nut, but do not fully tighten the nut at
this stage.
50Before refitting the new timing belt into
position, first ensure that the crankshaft and
camshaft sprocket timing marks are still
aligned as described in paragraph 30 (photo).
51If the new timing belt has two timing marks
on its outer face they must align with the
corresponding marks on the crankshaft and
camshaft sprockets. Do not distort or bend the
belt any more than is necessary during its
fitting or its structural fibres may be damaged.
52Refit the belt around the sprockets and
the tensioner pulley, starting at the crankshaft
sprocket. One of the timing index marks must
align with the scribed mark on the lower edge
of the crankshaft sprocket (opposite the
Woodruff key) whilst the second mark must
align with the timing marks of the camshaft
and rear timing belt cover (photos).
53With the belt fitted over the sprockets and
correctly aligned, temporarily refit the
crankshaft pulley nut (tightening it to its full
torque wrench setting) and then adjust the
timing belt tension.
Approximate setting
54The timing belt tension can be checked
approximately by twisting it between the
13•40 Supplement: Revisions and information on later models
7B.52B Timing belt mark aligned with
scribed mark on crankshaft sprocket
(arrowed)7B.52A Timing belt refitted over the
sprockets and tensioner7B.50 Crankshaft at TDC with key and
timing mark aligned (arrowed)
7B.48 Tightening the crankshaft sprocket
bolt7B.47 Refitting the crankshaft sprocket
7B.46 Tightening the auxiliary shaft
sprocket bolt7B.45 Withdrawing the auxiliary shaft
sprocket7B.43 Remove the crankshaft Woodruff
key if it is loose

thumb and forefinger at the centre of the run
between the auxiliary shaft sprocket and the
camshaft sprocket. Using this method it
should just be possible to twist the belt
through 90º using moderate pressure.
55To adjust the tension, loosen off the
tensioner pulley nut then insert two rods (or
screwdrivers) into position in the pulley holes
and position a lever between them.
56Gently lever the tensioner pulley in the
required direction to set the tension as
described, then initially tighten the pulley nut
to lock the tensioner in the required position.
57Remove the tools from the tensioner,
recheck the tension and then tighten the
tensioner pulley nut securely.
58Rotate the crankshaft clockwise through
two complete turns using a socket or spanner
on the crankshaft pulley nut, then recheck the
belt tension. To avoid the possibility of
unscrewing the pulley nut, remove the spark
plugs to enable the engine to be turned over
easier.
59If further adjustment is required, repeat
the previously mentioned procedures. If in
doubt, err on the slightly tight side when
adjusting the tension. If the belt is set too
loose, it may jump off the sprockets resulting
in serious damage.
60Remove the crankshaft pulley retaining
nut, fit the timing belt cover, then refit and
tighten the pulley nut to the specified torque
setting.
61Refit the remaining components in the
reverse order of removal. Tighten the retaining
nuts/bolts to the specified torque settings
where given. Adjust the tension of the
alternator drivebelt as described in Section 8.
Adjustment using FIAT special
tools
62Assemble the special tools and fit them to
the belt tensioner pulley as shown in
Fig. 13.16. When fitted, the tool rod must be
as vertical as possible and it is important to
note that no sliding weights must be attached
to tool No. 1860745100.
63Slacken the tensioner pulley nut, if not
already done. Rotate the crankshaft clockwise
through two complete turns using a socket or
spanner on the crankshaft pulley nut. The
special tool rod may move from the vertical asthe engine is turned over, in which case the
joint will need to be re-adjusted to return the
rod to the vertical and the operation repeated.
64With the two revolutions of the crankshaft
completed, tighten the belt tensioner pulley
nut securely and remove the special tools.
65Remove the crankshaft pulley retaining
nut, fit the timing belt cover, then refit and
tighten the pulley nut to its specified torque
setting.
66Refit the remaining components in the
reverse order of removal. Tighten the retaining
nuts/bolts to the specified torque settings
where given. Adjust the tension of the
alternator drivebelt as described in Sec-
tion 8.
Camshaft front oil seal -
renewal#
67The camshaft front oil seal may be
renewed with the engine in the vehicle, and
the camshaft in situ, as follows.
68Remove the timing belt and the camshaft
sprocket as described previously in this
Section.
69Punch or drill a small hole in the centre of
the exposed oil seal. Screw in a self-tapping
screw, and pull on the screw with pliers to
extract the seal.
70Clean the oil seal seat with a wooden or
plastic scraper.
71Lubricate the lips of the new seal with
clean engine oil, and drive it into position until
it is flush with the housing, using a suitable
socket or tube. Take care not to damage the
seal lips during fitting. Note that the seal lips
should face inwards.
72Refit the camshaft sprocket and thetiming belt as described previously in this
Section.
Camshaft, housing and
followers -
removal and refitting
#
Note: The engine must be cold when
removing the camshaft housing. Do not
remove the camshaft housing from a hot
engine. New camshaft housing and camshaft
cover gaskets must be used on refitting.
73If the engine is still in the vehicle,
disconnect the battery negative lead.
74Refer to paragraphs 3 to 7 in this part of
this Section for details and remove the
camshaft cover.
75Remove the camshaft sprocket and timing
belt as described previously in this Section.
76Remove the three securing nuts and the
single securing bolt, and withdraw the upper
section of the rear timing belt cover.
77Unscrew the camshaft housing securing
bolts. There are seven bolts which are
accessible from outside the camshaft
housing, and five shorter bolts which are
accessible from inside the housing (these
bolts are normally covered by the camshaft
cover). Note that each bolt is fitted with two
washers (photo).
78Carefully lift the camshaft housing from
the cylinder head. Be prepared for the cam
followers to drop from their bores in the
camshaft housing as the camshaft housing is
lifted, and ensure that the cam followers are
identified for position so that they can be
refitted in their original positions (this can be
achieved by placing each cam follower over
its relevant valve in the cylinder head).
Supplement: Revisions and information on later models 13•41
Fig. 13.16 FIAT special tool No. 1860745100 (A) for timing belt adjustment shown fitted to
the tensioner pulley - 1372 cc ie and Turbo ie engines (Sec 7B)
Use with adapter No. 1860745200 on 1372 cc ie engines and No. 1860745300 on 1372 cc
Turbo ie engines
7B.77 Removing one of the camshaft
housing shorter securing bolts
13