1983 FIAT UNO fuel consumption

0•14Conversion Factors
Length (distance)
Inches (in) x 25.4 = Millimetres (mm) x 0.0394 = Inches (in)
Feet (ft) x 0.305 = Metres (m) x 3.281 = Feet (ft)
Miles x 1.609 = Kilometres (km) x 0.621 = Miles
Volume (capacity)
Cubic inches (cu in; in3) x 16.387 = Cubic centimetres (cc; cm3) x 0.061 = Cubic inches (cu in; in3)
Imperial pints (Imp pt) x 0.568 = Litres (l) x 1.76 = Imperial pints (Imp pt)
Imperial quarts (Imp qt) x 1.137 = Litres (l) x 0.88 = Imperial quarts (Imp qt)
Imperial quarts (Imp qt) x 1.201 = US quarts (US qt) x 0.833 = Imperial quarts (Imp qt)
US quarts (US qt) x 0.946 = Litres (l) x 1.057 = US quarts (US qt)
Imperial gallons (Imp gal) x 4.546 = Litres (l) x 0.22 = Imperial gallons (Imp gal)
Imperial gallons (Imp gal) x 1.201 = US gallons (US gal) x 0.833 = Imperial gallons (Imp gal)
US gallons (US gal) x 3.785 = Litres (l) x 0.264 = US gallons (US gal)
Mass (weight)
Ounces (oz) x 28.35 = Grams (g) x 0.035 = Ounces (oz)
Pounds (lb) x 0.454 = Kilograms (kg) x 2.205 = Pounds (lb)
Force
Ounces-force (ozf; oz) x 0.278 = Newtons (N) x 3.6 = Ounces-force (ozf; oz)
Pounds-force (lbf; lb) x 4.448 = Newtons (N) x 0.225 = Pounds-force (lbf; lb)
Newtons (N) x 0.1 = Kilograms-force (kgf; kg) x 9.81 = Newtons (N)
Pressure
Pounds-force per square inch x 0.070 = Kilograms-force per square x 14.223 = Pounds-force per square inch
(psi; lbf/in2; lb/in2) centimetre (kgf/cm2; kg/cm2) (psi; lbf/in2; lb/in2)
Pounds-force per square inch x 0.068 = Atmospheres (atm) x 14.696 = Pounds-force per square inch
(psi; lbf/in
2; lb/in2)(psi; lbf/in2; lb/in2)
Pounds-force per square inch x 0.069 = Bars x 14.5 = Pounds-force per square inch
(psi; lbf/in
2; lb/in2)(psi; lbf/in2; lb/in2)
Pounds-force per square inch x 6.895 = Kilopascals (kPa) x 0.145 = Pounds-force per square inch
(psi; lbf/in
2; lb/in2)(psi; lbf/in2; lb/in2)
Kilopascals (kPa) x 0.01 = Kilograms-force per square x 98.1 = Kilopascals (kPa)
centimetre (kgf/cm
2; kg/cm2)
Millibar (mbar) x 100 = Pascals (Pa) x 0.01 = Millibar (mbar)
Millibar (mbar) x 0.0145 = Pounds-force per square inch x 68.947 = Millibar (mbar)
(psi; lbf/in
2; lb/in2)
Millibar (mbar) x 0.75 = Millimetres of mercury (mmHg) x 1.333 = Millibar (mbar)
Millibar (mbar) x 0.401 = Inches of water (inH
2O) x 2.491 = Millibar (mbar)
Millimetres of mercury (mmHg) x 0.535 = Inches of water (inH
2O) x 1.868 = Millimetres of mercury (mmHg)
Inches of water (inH
2O) x 0.036 = Pounds-force per square inch x 27.68 = Inches of water (inH2O)
(psi; lbf/in2; lb/in2)
Torque (moment of force)
Pounds-force inches x 1.152 = Kilograms-force centimetre x 0.868 = Pounds-force inches
(lbf in; lb in) (kgf cm; kg cm) (lbf in; lb in)
Pounds-force inches x 0.113 = Newton metres (Nm) x 8.85 = Pounds-force inches
(lbf in; lb in)(lbf in; lb in)
Pounds-force inches x 0.083 = Pounds-force feet (lbf ft; lb ft) x 12 = Pounds-force inches
(lbf in; lb in)(lbf in; lb in)
Pounds-force feet (lbf ft; lb ft) x 0.138 = Kilograms-force metres x 7.233 = Pounds-force feet (lbf ft; lb ft)
(kgf m; kg m)
Pounds-force feet (lbf ft; lb ft) x 1.356 = Newton metres (Nm) x 0.738 = Pounds-force feet (lbf ft; lb ft)
Newton metres (Nm) x 0.102 = Kilograms-force metres x 9.804 = Newton metres (Nm)
(kgf m; kg m)
Power
Horsepower (hp) x 745.7 = Watts (W) x 0.0013 = Horsepower (hp)
Velocity (speed)
Miles per hour (miles/hr; mph) x 1.609 = Kilometres per hour (km/hr; kph) x 0.621 = Miles per hour (miles/hr; mph)
Fuel consumption*
Miles per gallon (mpg) x 0.354 = Kilometres per litre (km/l) x 2.825 = Miles per gallon (mpg)
Temperature
Degrees Fahrenheit = (°C x 1.8) + 32 Degrees Celsius (Degrees Centigrade; °C) = (°F - 32) x 0.56
* It is common practice to convert from miles per gallon (mpg) to litres/100 kilometres (l/100km), where mpg x l/100 km = 282

Engine idles roughly
m mMixture too weak
m mAir leak in carburettor
m mAir leak at inlet manifold to cylinder head, or inlet manifold to
carburettor
m mCarburettor incorrectly adjusted
m mOther fuel system fault (see Chapter 3)
m mLow tension leads on coil loose
m mLow tension lead to distributor loose
m mDirty, incorrectly set, or pitted contact breaker points
m mTracking across inside of distributor cover
m mFaulty coil
m mIgnition leads loose
m mSpark plugs fouled or incorrectly gapped.
m mIgnition timing incorrect
m mOther ignition fault (see Chapter 4)
m mIncorrect valve clearances
m mWidely differing cylinder compressions
m mLow battery voltage (charging fault)
m mBattery leads loose on terminals
m mBattery earth strap loose on body attachment point
m mEngine earth lead loose
Pre-ignition (pinking) during acceleration
m
mIncorrect grade of fuel being used
m mIgnition timing over-advanced
m mOther ignition fault (see Chapter 4)
m mEngine overheated
m mExcessive carbon build-up
m mFuel system fault (see Chapter 3)
m mValve timing incorrect (after rebuild)
m mMixture too weak
Engine runs on after switching off
m
mIdle speed too high
m mIncorrect type of spark plug
m mOverheating
m mExcessive carbon build-up
m mOther emission control fault (see Chapter 3)
Oil being lost due to leaks
m
mLeaking oil filter gasket
m mLeaking rocker cover gasket
m mLeaking timing gear cover gasket
m mLeaking sump gasket
m mLoose sump plug
Low oil pressure (verify accuracy of sender before
dismantling engine!)
m mOil level low
m mEngine overheating
m mIncorrect grade of oil in use
m mOil filter clogged or bypass valve stuck
m mPressure relief valve stuck or defective
m mOil pick-up strainer clogged or loose
m mMain or big-end bearings worn
m mOil pump worn or mountings loose
Excessive oil consumption
m
mOverfilling
m mLeaking gaskets or drain plug washer
m mValve stem oil seals worn, damaged or missing after rebuild
m mValve stems and/or guides worn
m mPiston rings and/or bores worn
m mPiston oil return holes clogged
Oil contaminated with water
m
mExcessive cold running
m mLeaking head gasket
m mCracked block or head
Oil contaminated with fuel
m
mExcessive use of choke
m mWorn piston rings and/or bores
Unusual mechanical noises
m
mUnintentional mechanical contact (eg fan blade)
m mWorn drivebelt
m mWorn valvegear (tapping noises from top of engine) or incorrect
clearance
m mPeripheral component fault (generator, coolant pump)
m mWorn big-end bearings (regular heavy knocking, perhaps less under
load)
m mWorn main bearings (rumbling and knocking, perhaps worsening
under load)
m mSmall-end bushes or gudgeon pins worn (light metallic tapping)
m mPiston slap (most noticeable when engine cold)
m mWorn timing chain and gears (rattling from front of engine)
m mWorn crankshaft (knocking, rumbling and vibration)
1•36 All engines

Engine idle speed
At normal operating temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 to 850 rev/min
CO percentage at idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 maximum
Torque wrench settingsNm lbf ft
Exhaust manifold nuts (903 cc) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 15
Exhaust and intake manifold nuts (1116 cc, 1301 cc) . . . . . . . . . . . . . . 28 20
Fuel pump nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 20
Carburettor mounting nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 18
3•4 Fuel system
2.11B Air cleaner mounting bracket and
pipe clip2.11A Air cleaner mounting studs (1116 cc)2.9 Crankcase vent hose at air cleaner
1 Description and
maintenance
1
1The fuel system consists of a rear-mounted
fuel tank, a mechanically-operated fuel pump
and a carburettor and air cleaner.
2On all engines except the 1301 cc a single
venturi downdraught carburettor is fitted. On
the 1301 cc version, a dual barrel carburettor
is fitted.
3Maintenance consists of periodically
checking the condition and security of the fuel
hoses to the pump and carburettor. The fuel
pump cannot be cleaned or repaired and in
the event of a fault developing, the pump
must be renewed.
4On ES versions, an electronic fuel cut-out
device is fitted which reduces fuel
consumption on overrun, see Chapter 9,
Section 33.
2 Air cleaner- servicing,
removal and refitting
1
1The air cleaner air intake draws air either
from the front of the car or from the outside of
the exhaust manifold according to ambient
temperature (photo).
2At an ambient temperature of 13ºC (55ºF)
and above, the SUN symbol should align with
the intake spout arrow head. Remove the
cover nuts and turn the cover.
3At an ambient temperature lower than this,
move the air cleaner cover until the
SNOWFLAKE symbol aligns with the intake
spout arrow head.
4At the intervals specified in “Routine
Maintenance” renew the air cleaner filter
element.
5To do this, remove the cover nuts and take
off the cover (photo).6Take out the filter element and discard it.
Wipe out the air cleaner casing (photo).
7Locate the new element and refit the cover
aligning the appropriate symbols.903 cc engine
8To remove the air cleaner from the 903 cc
engine, unscrew the nuts and take off the
cover. Lift out the filter element.
9Unbolt the air cleaner casing from the
carburettor flange and from the bracket on the
rocker cover. Disconnect the vent hose
(photo).
10Disconnect the warm and cool air intake
hoses from their collecting points and lift the
air cleaner from the engine.
1116 cc and 1301 cc engines
11Removing the air cleaner from the 1116 cc
engine is similar to that described for the
903 cc engine, but having a cylinder head
support bracket (photos).
2.6 Removing air cleaner element
2.5 Air cleaner cover2.1 Air cleaner hot air intake

6On 1116 cc and 1301 cc models, the
exhaust system is of dual downpipe, two
silencer, two section type.
7The exhaust system is flexibly mounted
(photo).
8Do not attempt to separate the sections ofthe exhaust system, while in position in the
car. Unbolt the pipe from the manifold and,
using a screwdriver, prise off the flexible
suspension rings. Provided the car is then
raised on jacks, ramps or placed over
an inspection pit, the complete exhaust system can be withdrawn from under the car.
9If only one section is to be renewed, it is far
easier to separate once the complete system
is out of the car.
10When refitting, grease the pipe sockets
and fit the clamps loosely until the suspension
rings are connected and the downpipe bolted
up (using a new copper gasket). Check the
attitude of the sections with regard to each
other and the adjacent parts of the
underbody. Fully tighten the clamps and
downpipe flange nuts, remembering to bend
up the lockplate tabs on 1116 cc and 1301 cc
models (photo).
11On the larger engined models, it may be
necessary to raise the vehicle at the rear and
support it on axle stands so that the rear sus-
pension hangs down and is fully extended.
This will allow sufficient clearance between
the axle and the body for the exhaust system
to be withdrawn.
Fuel system 3•13
3
19.10 Exhaust pipe socket clamp19.7B Exhaust tailpipe mounting
Fault finding - fuel system
Unsatisfactory engine performance and excessive fuel consumption
are not necessarily the fault of the fuel system or carburettor. In fact they
more commonly occur as a result of ignition and timing faults. Before
acting on the following it is necessary to check the ignition system first.
Even though a fault may lie in the fuel system it will be difficult to trace
unless the ignition is correct. The faults below, therefore, assume that
this has been attended to first (where appropriate).
Smell of petrol when engine is stopped
m mLeaking fuel lines or unions
m mLeaking fuel tank
Smell of petrol when engine is idling
m
mLeaking fuel line unions between pump and carburettor
m mOverflow of fuel from float chamber due to wrong level setting,
ineffective needle valve or punctured float
Excessive fuel consumption for reasons not
covered by leaks or float chamber faults
m mWorn jets
m mOver-rich setting
m mSticking mechanism
m mDirty air cleaner element
Difficult starting when cold
m
mChoke control
m mInsufficient use of manual choke
m mWeak mixture
Difficult starting, uneven running, lack of power,
cutting out
m mOne or more jets blocked or restricted
m mFloat chamber fuel level too low or needle valve sticking
m mFuel pump not delivering sufficient fuel
m mInduction leak
Difficult starting when hot
m
mExcessive use of manual choke
m mAccelerator pedal pumped before starting
m mVapour lock (especially in hot weather or at high altitude)
m mRich mixture
Engine does not respond properly to throttle
m
mFaulty accelerator pump
m mBlocked jet(s)
m mSlack in accelerator cable
Engine idle speed drops when hot
m
mIncorrect air cleaner intake setting
m mOverheated fuel pump
Engine runs on
m
mIdle speed too high

Fault finding - mechanical breaker ignition system
Ignition system 4•9
4
Engine fails to start
m mLoose battery connections
m mDischarged battery
m mOil in contact points
m mDisconnected ignition leads
m mFaulty condenser
Engine overheats, lacks power
m
mSeized distributor weights
m mPerforated vacuum pipe
m mIncorrect ignition timing
Engine starts and runs but misfires
m
mFaulty spark plug
m mCracked distributor cap
m mCracked rotor arm
m mWorn advance mechanism
m mIncorrect spark plug gap
m mIncorrect contact points gap
m mFaulty condenser
m mFaulty coil
m mIncorrect timing
m mPoor engine/transmission earth connections
Fault finding - Digiplex (electronic) ignition system
Engine fails to start
m
mExcessive gap on TDC sensor
m mTDC or engine speed sensor short circuited or earthed
m mDefective ignition control unit
m mControl unit multi-plug contacts corroded
m mDefective coil
Engine lacks power, high fuel consumption
m
mIncorrect ignition advance
m mTDC sensor incorrectly set
m mDistributor vacuum hose blocked

3The centralised door locking system can
operate independently of the key.
4To gain access to the lock solenoid and
linkage, remove the front door trim panel as
described in Chapter 12.
5Disconnect the battery negative lead.
6Disconnect the electrical wiring plugs from
the solenoid within the door cavity.
7Disconnect the solenoid from the lock lever
by removing the clip.
8Unscrew the two bolts which secure the
solenoid to the door and remove it.
9Renew the solenoid or switch as necessary.
10Refitting is a reversal of removal.
11Refer to Section 10 for details of system
fuses and relays.
33 Economy gauge
(Econometer)
2
1This device is fitted to ES (energy saving)
models and indicates to the driver the fuel
consumption (in litres per 100 km) coupled
with a needle which moves over coloured
sections of a dial to make the driver aware
that his method of driving is either conducive
to high or low fuel consumption. Refer to
Chapter 3, Section 16.
2The device is essentially a vacuum gauge
which also incorporates a warning lamp to
indicate to the driver when a change of gear is
required.
3A fuel cut-out valve (see Chapter 3, Sec-
tion 11) is used in conjunction with the
economy gauge so that when the accelerator
pedal is released during a pre-determined
engine speed range, fuel supply to the engine
is stopped, but resumes when the engine
speed falls below the specified range.
LED (light emitter diode)
4The gearchange indicator will only light up
at engine speeds in excess of 2000 rev/min
for vacuum pressures up to 600 mm Hg in 1st,
2nd and 3rd speed gears and for vacuum
pressures up to 676 mm Hg in 4th speedgear. The light will not come on if 5th speed
gear is engaged or if the coolant temperature
is below 55ºC.
5There is a two second delay in the light
coming on to prevent it operating during rapid
acceleration in a low gear.
6If the LED light comes on during
deceleration it should be ignored.
Fault finding
7A faulty economy gauge should be checked
in the following way.
8Refer to Section 21 and remove the
instrument panel.
9Disconnect the economy gauge L
connector and then connect a test lamp
between the BN cable contact and earth. If
the lamp comes on then the gauge supply
circuit is not open. If the lamp does not come
on, check all connections in the supply cable
which comes from the interconnecting unit of
the electrical system, also Fuse No 12.
10Now connect a voltmeter between the
white cable and earth. Check the voltage with
the engine not running, but the ignition
switched on. It should be between 0.7 and
0.9 volt. If the reading varies considerably
from that specified, check the connections
between the economy gauge and the fuel
cut-out device control unit. If the fault cannot
be rectified, renew the ignition control unit
(Digiplex system, see Chapter 4).
11Now check the closed throttle valve plate
switch by connecting a voltmeter between the
brown and BN cables of the L connector. With
the valve plate open, there should be no
reading, but with it open, voltage should be
indicated.
12Failure to conform as described will be
due to a faulty earth in the switch or a faulty
fuel cut-out device control unit.
13A further test of the throttle valve plate
switch may be carried out by disconnecting
the multi-plug from the fuel cut-out device
control unit.
14Connect a test lamp to contact 4 (positive
battery terminal). The lamp should come on,
when the engine is idling or the accelerator
released. If it does not, renew the throttle
valve plate switch.15Connect a tachometer to the brown/white
cable contact in the L connector and record
the engine speed with the engine running. If
no reading is obtained, renew the Digiplex
ignition control unit which must be faulty.
34 Check control (warning
module) system
2
1This is fitted into the instrument panel of
certain models to provide a means of
checking the operation of many electrical
circuits and other systems in the interest of
safety. Sensors are used where appropriate.
2The following components are not
monitored by the system, but have separate
warning lamps:
Handbrake “on”
Choke in use
Low engine oil pressure
Battery charge indicator
3The multi-functional electronic device
automatically checks the following functions
whether the engine is running or not:
Coolant level
Disc pad wear
Door closure
Engine oil level
Front parking lamps
Rear foglamps
Stop lamps
4The check information is stored by the
system monitor until the engine is started
when the display panel then indicates the
situation by means of the LEDs (light emitter
diodes) and the general lamp.
5If all functions are in order, the green panel
lamp will come on when the ignition key is
turned and will go out after two to three
seconds.
6If some functions are not in order, then the
red panel lamp will come on also the
appropriate LED.
Sensors - checking
7If a fault signal occurs which is
subsequently found to be incorrect, first
check the wiring connections between the
9•12 Electrical system
Fig. 9.15 Check system control panel (Sec 34)
A Parking lamps
B Coolant levelC Engine oil level
D Door closureE Brake fluid level
F Disc pad wearFig. 9.14 Location of control units (Sec 33)
A Digiplex ignition system control unit
B Fuel cut-out valve control unit

31Unscrew and remove the two
turbocharger mounting bracket bolts.
32Referring to Fig. 13.67, loosen off the
retaining clip and detach the air hose from the
heat exchanger and the oil return pipe from
the turbocharger (to sump).
33Working from above, undo the
turbocharger mounting bracket bolts.
34Unscrew and remove the coolant
pipe-to-pump retaining bolts. The
turbocharger can now be removed from above
by withdrawing it together with the exhaust
manifold from the engine compartment.
35Locate and support the exhaust manifold
in a vice. Fit protector clamps to the jaws of the
vice to avoid possible damage to the manifold.
36Note the orientation and fitted position of
the turbocharger mounting bracket, then
unscrew the retaining nuts and detach the
bracket.
37Undo the retaining nuts, separate andremove the exhaust manifold from the
turbocharger.
38The turbocharger and wastegate valve are
not repairable and must therefore be renewed
as a complete unit. This being the case,
remove the following ancillary items from the
turbocharger unit before renewing it.
a) Loosen off the retaining clip and remove
the air outlet hose from turbocharger.
b) Undo the two retaining bolts and remove
the oil return hose union.
c) Unscrew the union and bolt and coolant
inlet pipe.
d) Undo the retaining nuts and remove the
turbocharger-to-exhaust manifold
connector.
39Where applicable, always use new
gaskets and ensure that the mating faces are
clean before refitting the ancillary components
to the turbocharger.Intercooler -
removal and refitting Á
40The intercooler is mounted behind the
left-hand side of the front bumper/spoiler (photo).
41Disconnect the air ducts from the intercooler.
42Unscrew the mounting bolts and lift the
intercooler from the car.
43Refitting is a reversal of removal (photo).
Injector cooling fan -
removal and refitting Á
44This unit is located on the left-hand side at
the front of the car. It can be accessed for
removal from above, in the engine compartment.
45Detach and remove the air intake duct
from the air cleaner unit to the ECU/airflow
meter.
46Disconnect and remove the air duct from
the air blower unit.
47Undo the air blower retaining nuts, withdraw
the unit and detach its wiring connector.
13•84 Supplement: Revisions and information on later models
9F.43 Intercooler mounting bolt (arrowed)
on 1301 cc engine9F.40 Intercooler location (1301 cc engine)Fig. 13.69 Turbocharger coolant pipe-to-
pump bolt location (arrowed) (Sec 9F)
Fig. 13.68 Turbocharger mounting bracket
bolts removal (Sec 9F)Fig. 13.67 Disconnect the heat exchanger
air hose and the oil return pipe
(turbocharger-to-sump) (Sec 9F)Fig. 13.66 Turbocharger mounting bracket
bolts (arrowed) (Sec 9F)
Fault finding - fuel injection system
Difficult starting from cold
m mFuel pump fault
m mBlocked fuel pipe or filter
m mSupplementary air valve fault
m mCoolant temperature sensor fault
Excessive fuel consumption
m
mIncorrect mixture setting
m mDirty air cleaner element
m mCoolant temperature sensor fault
m mAirflow sensor fault
Difficult to start when hot
m
mChoked air cleaner element
m mFuel pump fault
Uneven idling
m
mIncorrect mixture setting
m mIntake system air leak
m mThrottle position switch out of adjustment
m mLoose ECU connector

11 Clutch
Clutch pedal - adjustment
(cable clutch)
Á
1The method of adjusting the clutch has
been revised.
2Fully depress the clutch pedal two or three
times.
3Using a suitable measuring stick placed in
contact with the floor panel (carpet peeled
back), measure dimension “X” in Fig. 13.87.
This dimension must be taken between the
centre of the pedal pad and the floor, first withthe pedal in the fully depressed position, and
then in the fully released position.
4The dimension measured should fall within
the range quoted in the Specifications for this
Supplement.
5Any adjustment which may be required
should be carried out by slackening the
locknut on the cable at the release lever (on
top of the gearbox) and turning the adjusting
nut. Tighten the locknut on completion.
Hydraulic clutch - description
6Some later models are fitted with an
hydraulically operated clutch in place of the
cable operated type. The main components of
the system are a master cylinder, with
separate hydraulic fluid reservoir, and the
operating cylinder. The master cylinder is
Distributor (Digiplex Z) -
removal and refitting#
70Proceed as described in paragraphs 14
to 21. When refitting the distributor, ensure that
the engine is still set at the TDC position. Engage
the rotor arm into position on the shaft so that its
lug engages in the slot in the top end of the drive
spindle. Align the rotor arm with the reference
slot on the edge of the distributor housing as
shown in Fig. 13.85, then fit the distributor into
position and secure with the retaining nuts
(photo). As previously mentioned, the fine timing
is made automatically through the ECU.
Spark plugs and HT leads -
general
71Copper-cored spark plugs are now fitted
to all models. The recommended types are
given in the Specifications Section of this
Supplement.72The HT lead connection sequence to the
distributor cap on the 999 and 1108 cc
engines is shown in Fig. 13.86. That for the
1301 cc Turbo ie is as shown (photo).
13•92 Supplement: Revisions and information on later models
Fig. 13.87 Clutch pedal adjustment
diagram - cable clutch (Sec 11)
For dimension “X” , refer to Specifications
Fig. 13.86 HT lead connections on distributor cap of the 999 and 1108 cc engines (Sec 10)
Fig. 13.85 Rotor arm must align with
slot (1) in distributor housing when refitting
distributor - Digiplex 2 ignition system
(Sec 10)
10.72 HT lead connecting sequence on the
1301 cc Turbo ie engine10.70 Ignition distributor and HT lead
connections on the 1372 cc ie engine
Fault finding - Microplex ignition system
Starter motor turns but engine will not start
m mExcessive TDC sensor gap
m mEngine speed or TDC sensors short-circuited
m mFaulty ECU
m mECU multipin contacts corroded
m mDefective ignition coil
m mDefective ignition switch
m mECU terminal 8 cable faulty
Engine firing on three cylinders
m
mFaulty spark plug
m mDistributor cap cracked
m mFaulty HT cable
Loss of power, excessive fuel consumption
m
mTDC sensor incorrectly located
m mFault in ECU advance angle facility