1998 FIAT PUNTO Torque settings

3*1
Chapter 3
Cooling, heating and ventilation systems
Contents
Air conditioning system - general Information and precautions .... 9 Mr conditioning system components * removal and refitting 10 Antifreeze mixture See Chapter 1A or 1B Auxiliary drivebell(s) check and renewal See Chapter 1A or IB Coolant level check See Weekly checks Coolant pump - removal, Inspection and refitting 7 Coolant renewal See Chapter 1A or 1B
Degrees of difficulty
Cooling fan switch - testing, removal and refitting 6 Cooling system hoses • disconnection and renewal 2 Electric cooling fan(s) - testing, removal and refitting 5 General information and precautions 1 Heater/ventilation components • removal and refitting 8 Radiator - removal, inspection and refitting 3 Thermostat - removal, testing and refitting 4

Easy,
suitable foe JS^, novice
with
little experience ^
Fairly
easy,
sutable for beginner witti
some experience
^
Faiilydifltctit,
suitable
for competent
DIY mechanic
^

Difficult,
sutable for & experienced DIY « mechanic ^
VerydMlcult, ^
suitable
for
expert DIY
« or professional
Specifications
General Expansion tank relief valve opening pressure 0.96 bar Coolant pump Impeller-to-casing clearance: Diesel engine models 0.53 to 1.37 mm Petrol engine models 0.4 to 0.9 mm
Thermostat Diesel engine models: Opening temperature: Starts to open 78 to 82*0 Fully open 88°C Maximum valve travel (approximate) 7.5 mm Petrol engine models: Opening temperature: 1108 cc and 1242 cc (8-valve) engines: Starts to open 85 to 89°C Fully open 100°C 1242 cc (16-valve) engines: Starts to open 81 to 85°C Fully open 103°C Maximum valve lift (approximate) 7.5 mm
Electric cooling fan Petrol engine models with single speed fan: Cut-in temperature 90to94°C Cut-out temperature B5 to 89°C Diesel engine models with twin speed fan: Cut-In temperature: Primary fan 86 to 90® C Secondary fan 90 to 94°C Cut-out temperature: Primary fan 81to85°C Secondary fan 85 to 89°C
Torque wrench settings Nm tbfft Coolant pump pulley securing bolts (diesel engine models) 23 17 Coolant pump securing bolts: Diesel engine models 23 17 Petrol engine models 8 6 Coolant pump securing nuts (petrol engine models) 10 7

4A«1
Chapter 4 Part A:
Fuel system - single-point petrol injection models
Contents
Accelerator cable • removal, refitting and adjustment 4 Air cleaner and inlet system - removal and refitting 2 Air cleaner filter element renewal See Chapter 1A Engine management system components - removal 8nd refitting .. 5 fuel filter renewal See Chapter 1A Fuel injection system - depressurlsatlon 8 Fuel injection system • testing and adjusting 10
Degrees of difficulty
Fuel pump/fuel gauge sender unit - removal and refitting 8 Fuel tank - removal and refitting 7 General information and precautions 1 Idle speed and mixture adjustment See Chapter 1A Inlet air temperature regulator • removal and refitting 3 Inlet manifold - removal and refitting 9 Unleaded petrol - general Information and usage 11
Easy, suitable for Fairty easy, suitable Fairly difficult, Jx suitable for competent ^ OY mechanic ^
DifficUt, suitable tor % Very difficult, ^ novice with Me for begrmer with &
Fairly difficult, Jx suitable for competent ^ OY mechanic ^ experienced DIY > * suitable for expert D(Y JS or professional ^ experience some experience &
Fairly difficult, Jx suitable for competent ^ OY mechanic ^ mechanic > * suitable for expert D(Y JS or professional ^
Specifications
System type Weber-Marelll integrated single-point fuel injection/ignition system
Fuel system data Fuel pump type Electric, Immersed in fuel tank Fuel pump delivery rate 110 litres/hour minimum Regulated fuel pressure 1.0 ± 0.2 bar Crankshaft TDC sensor resistance at 20°C €50 to 720 ohms Injector duration (at idle)
1
£ ms
Recommended fuel Minimum octane rating 95 RON unleaded
Torque wrench settings Nm ibfft Coolant temperature sensor 3 2 Fuel filter collar nut S 4 Fuel tank 28 21 Idle control stepper motor 4 3 Inlet manifold 27 20 Inlet union to filter 31 23 Outlet union to filter 15 11 Throttle body to manifold 7 5 Throttle potentiometer 3 2

4B*1
Chapter 4 Part B:
Fuel system - multi-point petrol injection models
Contents
Accelerator cable - removal, refitting and adjustment 4 Air cleaner and Inlet system • removal and refitting 2 Air cleaner filter element renewal See Chapter 1A Engine management system components (1242 cc, 8-valve engines) -removal and refitting 5 Engine management system components (1242 cc, 16-valve engines) - removal and refitting 6 Fuel filter renewal See Chapter 1A Fuel Injection system - depressurisation 9
Degrees of difficulty
Fuel injection system - testing and adjustment 11 Fuel pump and fuel gauge sender unit - removal and refitting 7 Fuel tank - removal and refitting 8 General Information and precautions 1 Idle speed and mixture adjustment See Chapter 1A Inlet air temperature regulator - removal and refitting 3 Inlet manifold - removal and refitting 10 Unleaded petrol • general Information and usage 12

Easy, suitable
for ^
novice with
Ittie experience ^
Fairly
easy,
suitable Jk for beginner
with
® someexperiencs ^
FaMycSffiait, J^ suitable
for
competent ^
DIY mechanic
^
Difficult
suitable
for experienced BY SJ mechanic ^

Very difficult,
^
suitable
for expert
DIY
jR or professional ^
Specifications
System type
Fuel system data Fuel pump type Fuel pump delivery rate: 1242 cc (8-vatve) engine 1242 cc (16-valve) engine Regulated fuel pressure: 1242 cc (8-vaive) engine: Pre-1998 models 1998 models onward 1242 cc (16*valve) engine Crankshaft TDC sensor resistance al 20°C Injector electrical resistance: Pre-1998 models 1998 models onward Injector duration (at Idle)
Recommended fuel Minimum octane rating
Torque wrench settings Coolant temperature sensor
Idle
control stepper motor Inlet manifold brake servo union Inlet manifold upper section-to-lower section (16-valve engines) Inlet manifold-to-cylinder head (16-valve engines) Inlet manlfold-to-cylinder head (8-valve engines) Throttle body to manifold Throttle potentiometer
Weber-Marelli integrated multi-point fuel injection/ignition system
Electric, immersed In fuel tank
120 Hires/hour minimum 110 litres/hour minimum
2.5 bars 3.5 bars 3.0 bars 650 to 720 ohms
16.2 ohms 13.8 to 15.2 ohms 2.0 ms
95 RON unleaded
Nm Ibfft a 2 4 3 35 26 9 7 15 11 27 20 7 5 3 2

Fuel system - diesel models 4C*3
Torque wrench settings Nm Ibfft Fuel injection pump roar bracket .. . 29 21 Fuel Injection pump .... 25 18 Fuel Injectors 41 Fuel pipe union nuts .... 30 22 Inlet manifold .... 24 18 Lower oil tiller mounting and injection pump mounting nut ..... .... 71 S2 Turbocnarger to exhaust manifold .... <10 30 Upper Dtl filter mounting end injection pump mounting nut 98 72
1 General information and precautions
General information The fuel system consists of a rear-mounted fust tank, a fuel filter with integral water separator, a fuel injection pump, in|eciors and associated components. A turbocharger is fitted to TDS, TD and TDSX models. Fuel Is drawn from the fuel tank to the fuel Injection pump by a vane-type transfer pump Incorporated in the fuel injection pump. Before reaching tho pump, the fuel passes through a fuel filter, where foreign matter and water aro removed. Excess fuel lubricates the moving components of the pump, and Is then returned to the tank. On turbo models with the Bosch fuel Injection systom, an eiectncally operated heater is incorporated In the fuel filter housing. The fuel injection pump is driven at half-crankshaft speed by the timing belt. The nigh pressure required to inject tho fuel into the compressed air in the swirl chambers Is achlovod by a cam plate acting on a single piston on the Bosch pumo, or by two opposed pistons forced together by rollers running in a cam ring on the Lucas (CAV) pump. Tlie fuel passes through acentral rotor with a single outlet drilling which aligns With ports leading to the Injector pipes. Fuel metering is controlled by a centrifugal governor, which reacts to accelerator pedal
position end engine speed. The governor is linked lo a metering valve, which increases or decreases the amount of fuel delivered at each pumping stroke. On turbocharged models, a separate device also Increases luel delivery with increasing boost pressure. Basic injection timing is determined when the pump is fitted. When the engine is running, it Is varied automatically to suit the prevailing engine speed by a mechanism which turns the cam plate or ring, Tho four fuel injectors proouco a homogeneous spray of fuel Into the swirl chambers located In the cylinder head. The Injectors are calibrated to open end close at critical pressures lo provide efficient and even combustion. Each injector needle is lubricated by fuel, which accumulates In the spring chamber and is channelled to the injection pump return hose by loak-off pipes Bosch or Lucas fuel system components mBy be fitted, depending on the model. Components from the latter manufacturer are marked either CAV. Roto-dlesel or Con-diesel. depending on their date and place of manufacture. With the exception of the fuel filter assembly, replacement components must be of tho same make as those originally fitted. Cold starting is assisted by preheater or glow plugs fitted to each swirl chamber. On the Bosch injection pump, an automatic cold Injection advance device operated through a thermal switch, advances the injection timing by Increasing the fuel pressure. The device operates at coolant temperatures below 55° C,
A stop solenoid cuts the fuel supply to V* Injection pump rotor when the ignition i switched off (see illustration) Provided that the specified maintenance* earned out. the fuel injection equipment #» give long and trouble-free service, ft* j injection pump itself may well outlast tlx ' engine, The main potential cause of damage j to the injection pump and injectors is dirt e water in the fuel. 1 Servicing of the injection pump and injectwi: j, is very limited for tho home mechanic, antf dismantling or adjustment other than thtf described In this Chapter must be entrusted to ' a Rat dealer or fuel Injection specialist.
Precautions

A


Warning: It Is necessary to takt I certain precautions when woriong , on the fuel system component^ particularly the fuel Injectors. Befon carrying out any operations on tho fuel system, refer to the precautions given* Safety first! at the beginning of Mis manual, and to any additional wamlrq notes at the start of the relevant
Sections.

2 Air cleaner and inlet system ^ • removal and refitting S
Removal 1 Remove the air cleaner element u described In Chapter 1B (see illustration).
1.9 Stop solenoid on the injection pump 2.1 Releasing the air cleaner cover clips

Fuel system - diesel models
4C*3

7.4 Unscrew the access screw from the 7.5 Dial gauge and adapter (Bosch) rear of the Injection pump (Bosch)
7 Injection timing ^ (Bosch fuel injection pump) -checking and adjustment ^
Caution: Some of the Injection pump uttlngs and access plugs may be sealed ty the manufacturers at the factory, using
paint
or locking wire and lead seals. Do not
disturb
the seals If the vehicle is still within the warranty period, otherwise the warranty will be invalidated. Also do not attempt the timing procedure unless
accurate
Instrumentation Is available. Note: To check the injection pump timing a special
timing
probe and mounting bracket is required. Without access to this piece of
tquipment.
injection pump timing should be intrusted to a Fiat dealer or other suitably
eqwpped
specialist. 1
H
the Injection timing is being checked with ffie pump in position on the engine, rather rian as part ot the pump refitting procedure, disconnect the battery negative terminal (refer to
Disconnecting
the battery in the Reference S«ction of this manual), and remove the air rtel ducting from the front of the engine. 2 Unscrew the union nuts and disconnect the injector pipes from the Injection pump and injectors. Counterhold the unions on the pump, while unscrewing the pipe-to-pump irion
nuts.
Remove the pipes as a set. Cover open unions to keep dirt out, using small plastic bags, or fingers cut from discarded
ibut clean!)
rubber gloves. 3 Referring to Chapter 2C, set the engine at
TDC on
cylinder No 1. 4 Unscrew the access screw, situated In the centre of the four injector pipe unions, from the rear of the Injection pump (see illustration). As the screw Is removed, position a suitable container beneath the
pump
to catch any escaping fuel, Mop up any tpilt fuel with a clean cloth. 5 Screw the adapter into the rear of the pump
and
mount the dial gauge in ihe adapter (see •ustration). If access to the special Fiat *Japter cannot be gained, they can be purchased from most good motor factors. Position the dial gauge so that its plunger is at
Ifce
mid-point of its travel and securely tighten Ite adapter locknut. 6 Slowly rotate the crankshaft first back then towards whilst observing the dial gauge, to ctotermlne when the Injection pump piston is
a',
the bottom of Its travel (BDC), When the pston Is correctly positioned, zero the dial
7 Rotate the crankshaft slowly in the correct direction until the TDC timing marks are tfjned on both the crankshaft, camshaft and rjecbon pump sprockets.
6
The reading obtained on the dial gauge should be equal to the specified pump timing measurement given in the Specifications at ew start of this Chapter, If adjustment is necessary, slacken the fronl and rear pump mounting nuts/bolts and slowly rotate the
pump body until the point is found where the specified reading Is obtained. When the pump is correctly posilioned, tighten both its front and rear mounting nuts and bolts securely. 9 Rotate the crankshaft through one and three quarter rotations in the normal direction of rotation. Find the injection pump piston BDC as described in paragraph 6 and zero the dial gauge. 10 Rotate the crankshaft slowly in the correct direction of rotation until the TDC marks are aligned. Recheck the timing measurement. 11 If adjustment is necessary, slacken the pump mounting nuts and bolts and repeat the operations In paragraphs 8 to 10. 12 When the pump timing Is correctly set, unscrew the adapter and remove the dial gauge. 13 Refit the screw and sealing washer to the pump and tighten it securely. 14 If the procedure is being carried out as part of the pump refitting sequence, proceed as described in Section 5, 15 If the procedure is being carried out with the pump fitted to the engine, refit the injector pipes tightening their union nuts to the specified torque setting. Reconnect the battery and refit the air inlet ducting. 16 Start the engine, and check for any leakage at the luel unions. To enable the engine to start it may be necessary to loosen the injector union nuts while turning tho engine on the starter motor in order to purge trapped air. 17 Check and if necessary adjust the idle speed as described in Chapter 1B.
8.4 Removing the injection pump timing inspection plug (Lucas)
8 injection timing ^ (Lucas fuel injection pump) - ^ checking
and
adjustment ^
Caution: Some of the injection pump settings and access plugs may be sealed by the manufacturers at the factory, using paint or locking wire and lead seo/s. Do not disturb the seals if the vehicle Is still within the warranty period, otherwise tho warranty will be Invalidated. Also do not affempf the timing procedure unless accurate instrumentation is available.
Note: To check the Injection pump timing a speciai timing probe and mounting bracket Is required. Without access to this piece of equipment, injection pump timing should be entrusted to a Fiat dealer or other suitably equipped specialist. 1 If the injection timing is being checked with the pump tn position on the engine, rather than as part of the pump refitting procedure, disconnect the battery negative terminal (refer to Disconnecting the battery in the Reference Section of this manual), and remove the air inlet ducting from the front of the engine. 2 Unscrew the union nuts and disconnect the injector pipes from the Injection pump and In-jectors. Counterhold the unions on the pump, while unscrewing the pipe-to-pump union nuts. Remove the pipes as a set. Cover open unions to keep dirt out. using smalt plastic bags, or fingers cut from discarded (but clean!) rubber gloves. 3 Referring to Chapter 2C, set the engine at TDC on cylinder No 1, then turn the crank-shaft backwards (anti-clockwise) approx-imately a quarter of a turn. 4 Unscrew the access plug from the guide on the top of the pump body and recover the sealing washer (soe Illustration). Insert the special liming probe Into the guide, making sure it Ib correctly seated against the guide seating washer surface. Note: The timing probe must be seated against the guide sealing washer surface and not the upper lip of the guide for the measurement to be accurate. 5 Mount the bracket on the pump guide (using adapter tool) and securely mount the dial gauge {dial test indicator) In the bracket
expert22 fl/i* http://rutracker.org

Fuel system - diesel models 4C*3
8.5 Dial gauge (1), mounting bracket (2) and setting rod (3) In position on the injection pump (Lucas)
so that Its tip Is In contact with the bracket linkage (see Illustration). Position the dial gauge so that its plunger is at the mid-point of its travel and zero the gauge. 6 Rotate the crankshaft slowly in the correct direction of rotation (clockwise) until the crankshaft is positioned at TDC on No 1 piston with ell the sprocket timing marks aligned. 7 Check the reading on the dial gauge which should correspond to the value marked on the pump (there is a tolerance of * 0.04 mm). The timing value may be marked on a plastic disc attached to the front of the pump, or alternatively on a tag attached to Ihe pump control lever (see illustrations). 8 If adjustment is necessary, slacken the front pump mounting nuts/bolt and the raar mounting bolt, then slowly rotate tne pump body until the point is found where the specified reading is obtained on the dial gauge (access to the lower front bolt is gained through the hole in the injection pump sprocket). When the pump Is correctly positioned, tighten both its front mounting nuta/bolt and the rear bolt to their specified torque settings. 9 Withdraw the timing probe slightly, so that it
positioned clear of the pump rotor dowel. Rotato the crankshaft ihrough one and three quarter rotations in the normal direction of rotation. 10 Slide the timing probe back Into position ensuring that it Is correctly seated against the guide sealing washer surface, not (he upper Hp, then zero the dial gauge. 11 Rotate the crankshaft slowly in the correct direction ol rotation to the TDC position and recheck the timing measurement 12 If adjustment Is necessary, slacken the pump mounting nuts and bolt and repeat the operations in paragraphs 6 to 11. 13 When the pump timing is correctly set. remove the dial gauge and mounting bracket and withdraw the timing probe. 14 Refit the screw and sealing washer to the guide and tighten it securely.
8.7a Pump timing value (x) marked on plastic diso (Lucas)
15 If the procedure is being carried out as part of the pump refilling sequence, proceed as described in Section 5. 16 If the procedure is being carried out with the pump fitted to the engine, refit the injector pipes tightening their union nuts to the specified torque setting. Reconnect the battery and refit the air inlet ducting. 17 Start the engine, and check for any leakage at the fuel unions. To enable the engine to start it may be necessary to loosen tho injector union nuts while turning the engine on the starter motor in order to purge trapped air. 18 Check and If necessary adjust the Idle speed as described In Chapter 1B.
9 Fuel Injectors -testing, removal and refitting Sk ^

A


Warning: Exercise extreme caution when working on the fuel injectors. Never expose the hands or any part of the body to Injector spray, as the high working pressure can cause the fuel to pen ot rate the skin, with possibly fatal results. You are strongly advised to have any work which involves testing the injectors under pressure carried out by a dealer or fuel Injection specie list.
Testing 1 Injectors do deteriorate with prolonged uso, and it is reasonable to expect them to need reconditioning or renewal after 60 000 miles
8.7b Pump timing values marked on label (1) and tag (2) (Lucas)
(100 000 km) or so. Accurate testing, overhaul and calibration of the Injectors must be left to a specialist. A defective injector which Is causing knocking or smoking can be located without dismantling as follows. 2 Run the engine at a fast idle. Slacken each Injector union In turn, placing rag around the union to catch spilt fuel, and being careful not to exposa the skin to any spray. When tho union on the defective Injector is slackened, the knocking or smoking will stop.
Removal 3 Remove ihe air Inlet ducting from tho front part of the onglne. 4 Carefully clean around the Injectors and injector pipe union nuts. 5 Pull the leak-off pipes from the injectors (see illustration). 6 Unscrow the union nuts securing Ihe injector pipes to the fuel Injection pump. Counterhold the unions on the pump when unscrewing the nuts. Cover open unions lo keep dirt out, using small plastic bags, or fingers cut from discarded (but clean!) rubber gloves. 7 Unscrew the union nuts and disconnect the pipes from the ln|ectors, If necessary, the Injector pipes may be completely removed-Note carefully the locations of the pipe clamps, for use when refitting. Cover tho onds ot (he injectors, to prevent dirt ingress. 8 Unscrew the injectors using a deep socket or box spanner, and remove Ihem from the cylinder head (see Illustration). 9 Recover the tire seal washers from the cy-linder head and discard them (see illustration).
9.5 Disconnecting the Injector leak-off pipes 9.8 Removing an injector

4D«1
Chapter 4 Part D:
Exhaust and emission control systems
Contents
Catalytic converter - general Information and precautions 7 Crankcase emission system • general information 3 Evaporative loss emission control system • information and component renewal 2
Degrees of difficulty
Exhaust manifold - removal and refitting 5 Exhaust system - general information and component renewal .... 6 General information 1 Lambda oxygen sensor - removal and refitting 4

Easy, suitable
tor novice with fittie ^
1 experience
Fairly easy, suitable for beginner with ^ some experience ^
Fairiy dfficult, lb suitable for competent ^ DIY mechanic ^
Difficult, suitable for experienced DIY ^ mechanic
Very difficult, ^ suitable far expert DIY or professional
Specifications
Torque wrench settings Exhaust down pipe to manifold Exhaust manifold Exhaust system mounting Exhaust to catalytic converter: M8 M10x1.25
Nm Ibfft 24 18 24 18 27 20
24 18 40 30 53 39
1 General information
Emission control systems All petrol engine models use unleaded petrol and are controlled by engine management systems that are 'tuned' to give the best compromise between driveability. luel consumption and exhaust emission production. In addition, a number of systems are fitted that help to minimise other harmful emissions: a crankcase emission-control system (petrol models only) that reduces the release of pollutants from the crankcase, an evaporative loss emission control system (petrol models only) to reduce the release of hydrocarbons from the fuel tank, a catalytic converter (petrol and diesel models) to reduce exhaust gas pollutants, and an Exhaust Gas Recirculation (EGR) system (turbo diesel models only) to reduce exhaust emissions. Crankcase emission control To reduce the emission of unburned hydrocarbons from the crankcase Into the atmosphere, the engine is sealed and the blow-by gases and oil vapour are drawn from inside the crankcase, through a flame trap.
into the inlet tract to be burned by the engine during normal combustion. Under conditions of high manifold depression (idling, deceleration) the gases will by sucked positively out of the crankcase. Under conditions of low manifold depression (acceleration, full-throttle running) ihe gases are forced out of the crankcase by the (relatively) higher crankcase pressure: if the engine is worn, the raised crankcase pressure (due to increased blow-by) will cause some of the flow to return under all manifold conditions. Exhaust emission control -petrol models To minimise the amount of pollutants which escape Into the atmosphere, a catalytic converter is fitted In the exhaust system. The fuel system is of the closed-loop type, in which a Lambda (or oxygen) sensor In the exhaust system provides the engine management system ECU with constant feedback, enabling the ECU to adjust the air/fuel mixture to optimise combustion. The Lambda sensor has a heating element built-in that Is controlled by the ECU through the Lambda sensor relay to quickly bring the sensor's tip to Its optimum operating temperature. The sensor's tip Is sensitive to oxygen and relays a voltage signal to the ECU
that varies according on the amount of oxygen In the exhaust gas. If the inlet air/fuel mixture is too rich, the exhaust gases are low in oxygen so the sensor sends a low-voltage signal, the voltage rising as the mixture weakens and the amount of oxygen rises In the exhaust gases. Peak conversion efficiency of all major pollutants occurs if the inlet air/fuel mixture Is maintained at the chemlcally-con*ect ratio for the complete combustion of petrol of 14.7 parts (by weight) of air to
1
part of fuel (the stoichiometric ratio). The sensor output voltage alters in a large step at this point, the ECU using the signal change as a reference point and correcting the Inlet air/fuel mixture accordingly by altering the fuel Injector pulse width. Exhaust emission control -diesel models An oxidation catalyst is fitted in the exhaust system of all diesel engine models. This has the effect of removing a large proportion of the gaseous hydrocarbons, carbon monoxide and particulates present in the exhaust gas. An Exhaust Gas Recirculation (EGR) system Is fitted to all turbo diesel engine models. This reduces the level of nitrogen oxides produced during combustion by Introducing a proportion of the exhaust gas back into the inlet manifold, under certain engine operating

5A»1
Chapters Part A:
Starting and charging systems
Contents
Alternator - brush holder/regulator module renewal 6 Alternator/charging system • testing in vehicle 4 Alternator • removal and refitting 5 Auxiliary drivebelt • removal, refitting and adjustment See Chapter 1A or 1B Battery • condition check See Weekly Checks Battery • removal and refitting 3
Battery - testing and charging 2 Electrical fault finding • general Information See Chapter 12 General Information and precautions 1 Starter motor • removal and refitting 8 Starter motor - testing and overhaul 9 Starting system - testing 7
Degrees of difficulty
Easy, suitable for & novice with Tittle jg experience ^
Fairly easy, suitable ^ for beginner with some experience 3J
Fairly tfifftait, J^ sutable for competent ^ DIYmechanic ^
Difficult, suitable for ^ experienced D!Y mechanic ^
Verydtfficult, jk stitable far expert DfY X or professional ^
Specifications
General System type 12 volt, negative earth
Starter motor Type: Petrol engines Magneti-Marelli pre-engaged Diesel engines Bosch pre-engaged with reduction gear Output: 5A Petrol engines 0.8 kW (1108 cc) or 0.9 kW (1242 cc) Diesel engines 1.7 kW
Battery Capacity: Petrol engines 32 to 50 amp/hr Diesel engines 60 amp/hr Charge condition: Poor 12.5 volts Normal 12.6 volts Good 12.7 volts
Alternator Type Magneti-Marelli Output 65 to 85 amp
Torque wrench settings Nm ibt ft Alternator 60 44 Battery tray 29 21 Oil pressure switch: Petrol engine 32 24 Diesel engine 37 27