1999 FIAT PUNTO Rpm sensor

ia.io Every 20 000 miles - petrol models
the front of the car and support It securely on axle stands (see Jacking and vehicle support}. 4 Remove the nght-hand front wheel. 5 Remove the inner cover from under the right-hand wheeiarch for access to the right-hand side of the engine. 0 Using a socket on the crankshaft sprocket boll, rotate the crankshaft so that the full length of the auxiliary drlvebelt(s) can be examined. Look for cracks, splitting and fraying on the surface of the belt: check also for signs of glazing (shiny patches) and separation of the belt plies. If damage or wear Is visible, the relevant belt should be renewed. 7 If the condition of the belt Is satisfactory, check Ihe drivebeit tension as described below.
Renewal
Alternator drivebeit Note: On certain models with power steering but without air conditioning, it will be necessary to remove the power steering pump drivebeit ffrst, as described below. 8 Where fitted, undo the bolts and remove the belt guard from the alternator. 9 Loosen the pivot and adjustment bolts then swivel the alternator towards the engine and slip off the drivebeit. 10 Unbolt and remove the crankshaft sensor from Ihe front of the engine (refer to Chapter 4A. Section 5, if necessary). 11 Remove the drivebeit from the engine. 12 When renewing a drivebeit. ensure that the correct type is used. Fit the belt around the two pulleys then swivel the alternator outwaids to take up any slack in the betL Adjust the tension correctly as described below. Power steering pump drivebeit 13 Slacken the bolts securing the power steering pump to the mounting bracket. 14 Slacken the adjusting bolt locknut and turn the adjusting boit until all the tension is removed from the drivebeit. 15 Undo the bolts and remove the pultey guard from the power steering pump then slip the drivebeit off (he pulleys. 18 Ensuring that the correct type of drivebeit is used, fit the belt around the pulleys and turn the adjusting bolt to just take up the slack in the belt. Adjust the tension correctly as described below. Air conditioning compressor drivebeit 17 Remove the alternator and power steering pump dnvebelts as described previously. 18 Slacken the bolts securing the compressor to the mounting bracket. 19 Slacken the adjusting bolt locknut and turn the adjusting bolt until alt the tension is removed from the drivebeit, then slip the belt off the pulleys. 20 Ensuring lhat the correct type of drivebeit is used, fit the belt around the pulleys and turn the adjusting bolt to just take up the slack In the belt. Adjust the tension correctly as described below.
15.7 Checking a valve clearance with a feeler blade
Tensioning 21 Correct tensioning of the belt will ensure that it has a long life. A belt which Is too slack will slip and perhaps squeal. Beware, however, of overtightening, as this can cause wear in the alternator, power steering pump or air conditioning compressor bearings. Note: Fiat recommend use of their special tensioning tool however the fallowing procedure will set the tension correctly. 22 The belt(s) should be tensioned so that, under firm thumb pressure, there is approximately 5.0 mm of free movement at the mid-point between the pulleys. To adjust the alternator drivebeit, slightly tighten the adjustment bolt then swivel the alternator outwards until tne beft tension Is correct. Fully tighten the adjustment bolt followed by the pivot bolt then refit the rpm sensor. 23 On models with power steering and/or air conditioning, fit the relevant drivebeit over the pulleys then turn the adjusting bolt until the tension is correct. Secure the adjusting bolt by tightening Ihe locknut, then tighten the remaining mounting bolts. Refit any remaining dnvebelts and all the components removed. 24 Refit the inner cover and wheel, lower the vehicle to the ground, then reconnect the battery negative terminal,
14 Clutch adjustment check
Refer to Chapter 8. Section 2.
15.11 Using a modified C-spanner and e screwdriver to remove a shim
15 Valve clearance check ^ and adjustment S
Note: The following procedure Is not applicable to 1242 cc,
16-vatve
engines which utilise self-adjusting hydraulic tappets. 1 The importance of having the valve clearances correctly adjusted cannot be overstressed, as they vitally affect the performance of the engine. Adjustment should only be necessary when the valve gear has become noisy, after engine overhaul, or when trying to trace the cause of power loss. The clearances are checked as follows. The engine must be cold for the check to be accurate. 2 Apply the handbrake then jack up the right* hand front of the vehicle and support on an axle stand (see Jacking and vehicle support). Engage 4th gear. The engine can now be rotated by turning the right-hand front road wheel. 3 Remove all spark plugs as described In Section 19. 4 Remove the camshaft cover as described In Chapter 2A. 5 Each valve clearance must be checked when the high point of the cam lobe is pointing directly upward away from the cam follower. 6 Check the clearances In the firing order 1-3-4-2. No
1
cylinder being at the timing bell end of the engine. This will minimise the amount of crankshaft rotation required. 7 Insert the appropriate feeler blade between the heel of the cam and the cam follower shim of the first valve (see illustration). II necessary alter the thickness of the feeler blade until it is a stiff, sliding fit. Record the thickness, which will, of course, represent the valve clearance for this particular valve. 8 Tum the engine, check the second valve clearance and record it. 9 Repeat the operations on all the remaining valves, recording their respective clearances. 10 Remember that the clearance for Inlet and exhaust valves differs • see Specifications. Counting from the timing cover end of the engine, the valve sequence is: tnlet 2-4-5-7 Exhaust 7-3-6-$ 11 Where clearances are incorrect, the particular shim will have to be changed. To remove the shim, turn the crankshaft until the high point of the cam Is pointing directly upward. The cam follower will now have to be depressed so that the shim can be extracted. Special tools are available from your Fiat dealer to do the job, otherwise you will have to make up a forked (ever to locate on the rim of the cam follower. This must allow room for the shim to be prised out by means of the cut-outs provided in the cam follower rim {see illustration). 12 Once the shim is extracted, establish its thickness and change It for a thicker or thinner one to bring the previously recorded

2D*10 Engine removal and overhaul procedures
4.70 Lowering the engine/transmission assembly to Ihe floor
4.79a Withdraw the Intermediate shaft...
Separation 71 Rest Ihe engine and transmission assembly on a firm, flat surface, and use wooden blocks as wedges to keep the unit steady. 72 Note the routing and location of the wiring
4.77 Removing the transmission lower cover
4.79b ... and recover the dust boot
harness on the engine/transmission assembly, Ihen methodically disconnect It. 73 Remove the starter motor (Chapter 5A). Petrol engines 74 Noto the location of the earth loads on the
4.78 Removing the bolts securing the intermediate shaft to the bracket on the rear of the cylinder block
transmission support bracket on the rear of the cylinder block, then unscrew the securing bolts and move the leads to one side. 75 Unscrew the bolts on the transmission and remove the support bracket. 78 Unscrew tho remaining bolts and remove the transmission lower cover. Diesel engines 77 Unscrew the bolts and remove the transmission lower cover (see Illustration). 78 Unscrew the bolts securing the Intermediate shaft to the bracket on Ihe rear of the cylinder block (see illustration). 79 Withdraw the Intermediate shaft through the bracket and recover the dust boot from tho inner end (see illustrations). 80 Unscrew the mounting bolts and remove the rpm sensor from the transmission (see illustrations). Manual transmission models 81 Support the transmission with blocks ol wood. 82 Unscrew the transmission-to-engine bolts. Also unscrew Ihe nut securing the transmission to the rear ot the cylinder block (see illustrations). 83 Lift the transmission complete with driveshafts directly from the roar of Ihe engine, taking care to keep It level so that the transmission input shaft does not hang on the clutch (see illustration), Automatic transmission models 84 Support the transmission with blocks of wood.
4.83 Separating the engine from tho transmission (petrol engine)

2D*10 Engine removal and overhaul procedures
05 Remove the brush holder assembly from the automatic transmission as described in Chapter 7B, Section 4. The brushes bear on the slip rings at the rear of the electro-magnetic clutch housing and they may be damaged when the transmission is removed. 86 Unscrew and remove the transmission-to-engine bolts then carefully draw the transmission away from the engine, resting It securely on wooden blocks. Collect the locating dowels If they are loose enough to be extracted, 87 If the oil pump driveshaft remains engaged with the crankshaft, remove it and reert Into the transmission to protect It from damage.
Connection 86 If the engine and transmission have not been separated, go to paragraph 104. Manual transmission models 89 Smear a little high-melting-point grease
on
the splines of the transmission input shaft. Do not use an excessive amount as there Is the risk of contaminating the clutch friction plate. 90 Carefully offer up the transmission to the engine cylinder block, guiding the input shaft through the clutch friction plate. 91 Refit the transmission-to-engine bolts and
the
single nut. hand^jghtenlng 1hem to secure the transmission in position. Note: Do not hghten them to force the engine and transmission together. Ensure that the beilhousing and cylinder block mating faces will butt together evenly without obstruction, before finally tightening the bolts and nut securely. Automatic transmission models 92 Check that the oil pump driveshaft is correctly engaged with the oil pump in the transmission. 93 Carefully offer up the transmission to Ihe rear of the engine and insert the oil pump driveshaft In the centre of the electro-magnetic clutch housing. Locate the transmission on the locating dowels then Insert the bolts and tighten them securely. 94 Refit the brush holder assembly to the automatic transmission with reference to Chapter 7B, Section 4. Petrol engines 96 Refit the transmission lower cover and tighten the bolts. 96 Locate the support bracket on the lower cover, then insert the bolts hand-tight. Also Insert the bolts securing the bracket lo the rear of Ihe cylinder block. With all the bolts Inserted, tighten them securely. 97 Refit the earth leads and tighten the bolts. Diesel engines 98 Refit the rpm sensor and tighten the bolts. 99 Insert the Intermediate shaft through the bracket then locate the dust boot on it and insert the Inner end in the transmission.
100 Refit and tighten the bolts securing the Intermediate shaft to the bracket on the rear of the cylinder block. 101 Refit the transmission lower cover and tighten the bolts. Ail models 102 Refit the starter motor (see Chapter 5A). 103 Refit the wiring harness to the components on the engine/transmission assembly making sure it is routed correctly.
Refitting 104 Locate the engine/transmission assembly beneath the engine compartment and attach the hoist to the lifting eyes. 105 Carefully lift the assembly up into the engine compartment taking care not to damage the surrounding components. 106 Reconnect the left-hand engine/trans-mission mounting to the body and tighten the bolts. 107 Reconnect Ihe right-hand engine mounting to the body and tighten the bolts. 108 Working beneath the vehicle, refit the rear engine mounting and tighten the bolts. 109 Disconnect the hoist from the engine and transmission lifting eyes and remove the hoist from under the vehicle. 110 The remainder of the refitting procedure is the direct reverse of the removal procedure, noting the following points:
a) Ensure that alf sections of the wiring harness follow their original routing; use new cable-ties to secure the harness In position, keeping it away from sources
of
heat and abrasion. b) On vehicles with manual transmission check and if necessary adjust the gearchenge cable and rod with reference to Chapter 7A. c) On vehicles with automatic transmission use new ro//p/ns fo secure the driveshafts to the transmission output stubs. Also check and if necessary adjust the kickdown end selector cables with reference to Chapter 78. d) Ensure that afi hoses are correctly routed and are secured with the correct hose clips, where applicable. If the hose clips cannot be used again; proprietary worm drive clips should be fitted
In
their place. e) Refill the cooling system as described in Chapter 1A or 18. f) Refill the engine with appropriate grades and quantities of oil (Chapter
1A
or 1B). g) Refit and adjust the auxiliary drivebelt(s) wfth reference fo Chapter 1A or 1B. h) Check and If necessary adjust the accelerator cable with reference to Chapter
AA,
48 or
AC.
i) When the engine is started for the first time, check for
air,
coolant, lubricant and fuel leaks from manifolds, hoses etc. If
the
engine has been overhauled, read
the
notes In Section 13 before attempting to starlit.
5 Engine overhaul • dismantling sequence
1 It is much easier to dismantle and work on the engine if it is mounted on a portable engine stand. These stands can often be hired from a tool hire shop. Before the engine is mounted on a stand, the flywheel should be removed, so that the stand bolts can be tightened Into the end of the cylinder block/crankcase. 2 If a stand Is not available, it Is possible to dismantle the engine with it blocked up on a sturdy workbench, or on the floor, Be very careful not to tip or drop the engine when working without a stand. 3 If you intend to obtain a reconditioned engine, all anclllarles must be removed first, to be transferred to the replacement engine (just as they will If you are doing a complete engine overhaul yourself). These components Include the following:
Petroi engines a) Power steering pump if removed with the engine (Chapter
10).
b) Alternator fmcluding mounting brackets) and starter motor (Chapter
SA).
c) The Ignition system and HT components including ail sensors, HT leads and
spark
plugs (Chapters 1A and
SB).
d) The fuel injection system components (Chapters A A and
AB).
e) All electrical switches, actuators and sensors, and the engine wiring harness (Chapters 4A, AB, SB). f) Inlet and exhaust manifolds (Chapters 4A, AB end
AD).
g) Engine oil dipstick and tube. h) Engine mountings (Chapter
2A).
i) Flywheef/driveptate (Chapter
2A).
j) Clutch components (Chapter
6)
- manual transmission. k) Electro-magnetic clutch components (Chapter 7B) - automatic transmission. I) Cooling system components (Chapter
3).

Diesei engines a) Power steering pump //removed with the engine (Chapter
10).
b) Alternator (Including mounting brackets) and starter motor (Chapter 5A). c) The glow plugfpre-heatlng system components (Chapter
SC).
d) Ait fuel system components, including the fuel injection pump, all sensors and actuators (Chapter
AC).
e) The vacuum pump. f) Ail electrical switches, actuators and sensors, and the engine wiring harness (Chapter 4C and 5C). g) Inlet and exhaust manifolds and, where applicable, the turbocharger (Chapter
AC
and 4D). h) The engine oil level dipstick and its tube. i) Engine mountings (Chapter
2C).

4A*2 Fuel system - single-point petrol Injection models
1 General information and precautions
General information The iAW Weber-Marelli single point Injection (SPI) system is a self-contained engine management system, which controls both the fuel Injection and Ignition (see Illustration), This Chapter deals with the fuel Injection system components only - refer to Chapter 5B for details ol the ignition system components. The fuel Injection system comprises a fuel tank, an electric fuel pump, a fuel filter, fuel supply and return lines, a throttle body with an integral electronic fuel Injector, and an Electronic Control Unit (ECU) together with its associated sensors, actuators and wiring. The fuel pump delivers a constant supply of fuel through a cartridge fitter to the throttle body, and the fuel pressure regulator (integral with the throttle body) maintains a constant fuel pressure at the fuel injector and returns excess fuel to the tank via the return line. This
constant flow system also helps to reduce fuel temperature and prevents vaporisation. Tne fuel injeclor Is opened and closed by an Electronic Control Unit (ECU), which calculates the injection timing and duration according to engine speed, throttle position and rate of opening, Inlet air temperature, coolant temperature and exhaust gas oxygen content information, received from sensors mounted on the engine. inlet air is drawn Into the engine through the air cleaner, which contains a renewable paper filter element. The inlet air temperature is regulated by a vacuum operated valve mounted in the air ducting, which blends air at ambient temperature with hot air, drawn from over the exhaust manifold. Idle speed is controlled by a stepper motor located on the side of the throttle body. Cold starling enrichment is controlled by the ECU using the coolant temperature and inlet air temperature parameters to increase the injector opening duration. The exhaust gas oxygen content is constantly monitored by the ECU via the Lambda (oxygen) sensor, which is mounted in
me exhaust downpipe. The ECU then uses this Information to modify the Injection timing and duration to maintain the optimum air/fuel ratio. An exhaust catalyst Is fitted to all SPI models. The ECU also controls the operation of the activated charcoal filter evaporative loss system • refer to Chapter 4D for further details. It should be noted that fault diagnosis of the I IAW Weber-Marelli system is only possible with dedicated electronic test equipment. Problems with the system should therefore be I referred to a Flat dealer for assessment. Once i the fault has been Identified, the I removal/refitting procedures detailed in the following Sections can then be followed.
Precautions |

A


Warning: Many procedures in thH Chapter require the removal ot fuel lines and connections, which may result in fuel spillage. Before carrying | out any operation on Me fuel system, refer to the precautions given In Safety flrstt at the beginning ot this manual, and follow them Implicitly. Petrol Is a highly dangerous and volatile liquid, and the precautions
1.1 IAW Weber-Marelli single point Injection (SPI) system 1 Fuel
tank
2 Fuel pump 3 Fuel filter 4 Anii'reflux valve 5 Fuel pressure regulator 6 Injector
7 Air cleaner 8 Fuel vapour
trap
9 Idle stepper motor
10
Absolute pressure sensor J11njection/ignition ECU 12 Tnrottle position sensor
13 Engine coolant temperature sensor 14 Intake air temperature sensor 15 Inject'onfignitron dual
relay
16 Ignition coils 17 Rpm and TDC sensor
18 Spark plugs 79 Diagnostic socket 20 EVAP solenoid 21 Lambda/oxygen sensor 22 Rev counter 23 IAW failure warning light

4A*2 Fuel system -
single-point
petrol Injection models
1 General information and precautions
General information The
LAW
Weber-Maretil multi-point Injection (MPI) system is a self-contained engine management system, which controls both the fuel injoction and Ignition (see Illustrations). This Chapter deals with the fuel Injection system components only - refer to Chapter 5B for details of the ignition system components. The fuel injection system comprises a fuel tank, an electric fuel pump, a fuel filter, fuel supply end return lines, a throttle body, a fuel rail with four electronic Injectors, and an Electronic Control Unit (ECU) together with its associated sensors, actuators and wiring. On pre-1998, 8-valve engines and all 16-valve engines, the fuel pump delivers a constant supply of fuel through a cartridge filter to the fuel rail, and the fuel pressure regulator (located on Ihe fuel rail) maintains a constant fuel pressure at the fuel Injectors and returns excess fuel to the tank via the return
line, This constant flow system also helps to reduce fuel temperature and prevents vaporisation. On later 8-valve engines, a returnless fuel system is used. With this arrangement, the fuel filter and fuel pressure regulator are an integral part of the fuel pump assembly located In the fuel tank. The regulator maintains a constant fuel pressure in the supply line lo the fuel rail and allows excess fuel to recirculate in the fuel tank, by means of a bypass channel, if the regulated fuel pressure is exceeded. As the fuel filler Is an integral part of the pump assembly, fuel filter renewal Is no longer necessary as part of the maintenance and servicing schedule. The fuel injectors are opened and closed by an Electronic Control Unit (ECU), which calculates the Injection timing and duration according to engine speed, throttle position and rate of opening, inlet air temperature, coolant temperature and exhaust gas oxygen content information, received from sensors mounted on the engine. The injectors are operated simultaneously (le not sequentially) and Inject half of the quantity of fuel required on each turn of the crankshaft. Inlet air Is drawn into the engine through
the air cleaner, which contains a renewable paper filter element. On 8-valve engines, the Inlet air temperature is regulated by a vacuum operated valve mounted in the air ducting, which blends air at ambient temperature with hot air, drawn Irom over the exhaust | manifold. Idle speed Is controlled by a stepper motor 1 located on the side of the throttle body. Cold storting enrichment is controlled by the ECU using the coolant temperature and Inlet air temperature parameters to Increase the Injector opening duration. The exhaust gas oxygen content it constantly monitored by the ECU via the Lambda/oxygen sensor, whioh Is mounted in the exhaust downpipe. The ECU then uses this Information to modify the Injection timing and duration to maintain the optimum air/fuel ratio. An exhaust catalyst is fitted to all models. The ECU also controls the operation of the activated charcoal filler evaporative loss system - refer to Chapter 4D for further details. It should be noted that fault diagnosis of the IAW Weber-Marelll system Is only possible with dedicated electronic test equipment.
1.1a IAW Weber-Marelii multt-point Injection (MPi) system (8-valve engines) f Fuel
tank
7 Air
cleaner
13 Coolant temperature sensor 19 Diagnostic socket 2 Fuel pump 8 Fuel vapour trvp 14 Intake air temperature 20
EVAP
solenoid 3 Filter (pre-1998 models) 9 Idle control stepper motor sensor 21 Lambda/oxygen sensor 4 Fuel
rail
10 Manifold absolute pressure 15 Duel
relay
22 Rev counter 5 Pressure regulator
(pre-1998
sensor 16 Ignition colls 23 IAW failure warning light models)
11 ECU
17 Rpm and TDC sensor 24 Anti-refhjx
valve
6 Injectors 12 Throttle position sensor 18 Spark piugs

4A*2 Fuel system -
single-point
petrol Injection models
1.1b IAW Weber-Marelli multi-point injection (MPI) system (16-valve engines) J Fuel
tank
2 Fuel pump 3 Multi-purpose
valve
4 Safety
valve
5 Anti-reflux
valve
6 F/fter 7 Battery 8
EVAP
solenoid
9 Dual
relay
10 Ignition switch 111nertia switch
12
Air conditioning compressor
13
Fuse 14 Throttle position sensor

1$
idle control stepper motor 17 Ignition coils 18 Sparkplugs 19 Fuel
rail
20 Pressure regulator 21 Injectors
15
Intake air temperature/pressure 22 Coolant temperature sensor sensor 23 Lambda/oxygen sensor
24 Rpm and TDC sensor 25 Engine immobiliser control unit 26 Catalytic converter 27 IAW failure warning light 28 EVAP canister 29 ECU 30 Diagnostic socket 31 Rev counter
Problems with the system should therefore be referred to a Fiat dealer for assessment. Once the fault has been Identified, the removal/ refitting procedures detailed in the following Sections can then be followed.
Precautions

A


Warning: Many procedures In this Chapter require the removal of fuel lines and connections, which may result In fuel spillage. Before carrying out any operation on the fuel system, refer to the precautions given In Safety flrstl at the beginning of this manual, and follow them implicitly. Petrol Is a highly dangerous and volatile liquid, and the precautions necessary when handling it cannot be overstressed. Note that residual pressure will remain in the fuel lines long after the vehicle was last used, When disconnecting tny fuel line, first depressurise the fuel system {see Section 9).
2 Air cleaner and inlet system Sk - removal
and
refitting ^
Removal
1242 cc (8-valve) engines 1 Remove the air cleaner element as described In Chapter 1A. 2 Disconnect the outer section from the hot air tube and the Inlet air duct and remove it from the engine compartment. 3 If necessary remove the inlet air duct. 4 Disconnect the large and small breather hoses from the inner section of the air cleaner, then unscrew the retaining nuts and lift the section from the throttle body. 5 Recover the sealing ring. Check the nng for condition and renew it it necessary. 6 Wipe clean the inner surfaces of both the Inner and outer sections of the air cleaner,
1242 cc (16-valve) engines 7 Release the hose clip and disconnect the inlet air duct from the resonator (see illustration).
2.7 Release the hose clip and disconnect the inlet air duct from the resonator

4C»1
Chapter 4 PartC:
Fuel system - diesel models
Contents
Accelerator cable • removal, refitting and adjustment 3 Air cleaner and inlet system • removal and refitting 2
AJr
cleaner filter element - renewal See Chapter IB Fuet filter renewal See Chapter 1B Fuel gauge sender unit • removal and refitting 10 Fuel injection pump • removal and refitting 5 Fuel injectors - testing, removal and refitting 9
Fuel
system • priming and bleeding 4
Fuel
tank - removal and refitting 11 General Information and precautions 1
Idle speed - checking and adjustment See Chapter 1B Injection timing • checking methods 6 injection timing {Bosch fuel Injection pump) • checking and adjustment 7 Injection timing (Lucas fuel Injection pump) - checking and adjustment 8 Inlet manifold - removal and refitting 12 Turbocharger - description and precautions 13 Turbocharger - examination and renovation 15 Turbocharger - removal and refitting 14
Degrees of difficulty

Easy,
suitable for novice
with Ittle
p experience sS^
Fairly easy, suitable (or beginner with some experience
Fairly tfifficuit, suitable
for
competent ^
DIY
mechanic

Difficult, suitable
for ^ experienced DIY jR mechanic ^
Very difficult, ^ sutable for expert
DIY
S or professional ^
Specifications
General System type
Firing order
Injection pump (Bosch VE) Direction of rotation Static timing: Engine position Pump timing measurement Maximum engine speed
Injection pump (Lucas/CAV FT08) Direction of rotation Static timing: Engine position Pump timing measurement Maximum engine speed
injectors Type Opening pressure: Bosch Lucas: New After running in
RPM sensor Sensor-to-flywheel ring gear teeth gap — Winding resistance
Rear-mounted fuel tank, distributor fuel injection pump with integral transfer pump. Indirect Injection, Turbocharger on TDS, TD and TDSX models 1-3-4-2 (No
1
at timing belt end of engine)
Clockwise, viewed from sprocket end
No
1
piston at TDC 0.93 ± 0.05 mm 5200 to 5300 rpm
Clockwise, viewed from sprocket end
No 1 piston at TDC 0° ± 1° TDC (Note: Value shown on pump - see text} 5150150 rpm
Pintle
150 to 158 bar
124 to
131
bar 116lo123 bar
0.25 to 1.3 mm 680* 100 ohms

5A«2 Starting and charging systems
Maintenance-free battery -charging Note: The following is intended as a guide only. Always refer to the manufacturer's recommendations (often printed on a label attached to the battery) before charging a battery. 13 This battery type takes considerably longer lo fully recharge than the standard type, the time taken being dependent on the extent of discharge, but it can take anything
up
to three days. 14 A constant voltage type charger is required, tooe set, when connected, to 13.9 to 14.9 votts wth a charger current below 25 amps. Using
mis
method, the battery should be usable within three hours, giving a voltage reading of 12.5 vofts. but this Is for a partially discharged battery and, as mentioned, full charging can
take
considerably longer. 15 If Ihe battery is to be charged from a fully discharged state {condition reading loss lhan 12.2 volts), have it recharged by your FIAT dealer or local automotive electrician, as Ihe charge rate is higher and constant super-vision during charging Is necessary.
3 Battery -removal and refitting
Note: Refer to Disconnecting the battery in ifte Reference Section of this manual before proceeding.
Removal 1 Slacken the clamp bolts and disconnect the ctamp from the battery negative (earth) terminal. 2 Remove the insulation cover (where fitted)
and
disconnect the positive terminal lead(s) in
Die same
way. 3 At the base of the battery, unscrew the bolt from the battery holding clamp plate and remove the clamp plate (see Illustration). A Remove the battery from Ihe engine compartment. 5 II necessary the mounting tray may be removed by unscrewing the bolts. On diesel models it will be necessary to remove the relay guard bolts as well.
Refitting 6 Refitting is a reversal of removal but make sure that the positive terminal is connected first followed by the negative terminal.
4 Alternator/charging system - >%•> testing in vehicle
Note: Refer to the warnings given in Safety first! and in Section 1 of this Chapter before starting work. 1 If the ignition warning light fails to Illuminate when the ignition is switched on, first check the alternator wiring connections for security. If satisfactory, check that the warning light bulb has not blown, and that the bulbholder is secure in its location in the instrument panel. If the light still fails to illuminate, check the continuity of the warning light feed wire from the alternator to the bulbholder. If all is satisfactory, the alternator is at fault and should be renewed or taken to an auto-electrician for testing and repair. 2 If the ignition warning light Illuminates when the engine Is running, stop the engine and check that the drivebelt is correctly tensioned (see Chapter 1A or 18) and that the alternator connections are secure. If all is so far satisfactory, have the alternator checked by an auto-electrician. 3 If the alternator output is suspect even though the warning light functions correctly, the regulated voltage may be checked as follows. 4 Connect a voltmeter across the battery terminals and start the engine. 5 Increase the engine speed until the voltmeter reading remains steady; the reading should be approximately 12 to 13 volts, and no more than 14 volts. 6 Switch on as many electrical accessories (eg. the headlights, heated rear window and heater blower) as possible, and check that the alternator maintains the regulated voltage at around 13 to 14 volts. 7 If ihe regulated voltage is not as stated, the fault may be due to worn brushes, weak brush springs, e faulty voltage regulator, a faulty diode, a severed phase winding or worn or damaged slip rings. The alternator should be renewed or taken to an auto-electrician for testing and repair.
3.3 Removing the battery clamp plate
5 Alternator -removal and refitting
Removal 1 Disconnect the battery negative terminal {refer to Disconnecting the battery In the Reference Section of this manual). 2 Firmly apply the handbrake, then jack up the front of the car and support it securely on axle stands (see Jacking and vehicle support). Remove tho right-hand front roadwheel. 3 Remove Ihe Inner cover from under the right-hand wheelarch for access to tho right-hand side of the engine. 4 Disconnect the cables from the rear Of the alternator (see illustration).
Petrol models 5 Loosen the pivot and adjustment bolts then swivel the alternator towards the engine and slip off the drivebelt. Note that the position of the rpm sensor will prevent complete removal of the drivebelt from the crankshaft puiley. 6 Unscrew and remove the pivot and adjustment bolts then unscrew the upper slot-mounted bolt. Withdraw the alternator from the engine (see illustrations).
Diesel models 7 For additional working room, unclip and remove the upper timing belt cover then unbolt and remove the lower timing belt cover.
5.4 Cable connections on the rear of the alternator
5.6a Alternator adjustment and pivot bolts (petrol engine) B Adjuster bolt C Pivot bolt 5.6b Removing the alternator (petrol engine)