Bravo-A Service Manual Vol1

Fiat Bravo/a Service Manual Volume 1
Cl i c k her e t o
c h o o s e c h ap t er
Gearbox Jk Oiff
^ Broking Syst em 1
y Braki ng Syst em 2
file:///D|/Volume%201/Voll .htm08/07/2006 16:03:54
Bravo-Brava I n t r o d u c t i o n a n d t e c h n i c a l d a t a
* Index
N.D. Data not available at the time of
. ' printing
The missing, data for the Diesel and
1581 versions with automatic
transmission awe contained in the 3rd
Volume.
I NTRODUCTI ON
- Car exterior
-Ident i f i cat i on-dat a
- Wei ght s
- Per f or mance-Fuel consumpt i on
- Di mensi ons . -
- Capaci t i es
-Char act er i st i cs of Fiat Lubri cant
products
TECHNI CAL DATA
0 0 .
page
1
2
4
5
6
. 8
ENGI NE 12V\ 16V 16V 20V
Characteri sti cs
v
, 10
Typi cal curves _ ^ , 1 1
rCyl i nderi bl ock/crankcase, crankshaft and as-
soci at ed component s
- AuxHiary^shaft
^ -Cyl i nder head assembl y and val ve
component s , v -
~
:
Count er-bal ance shaft
Lubri cati on ' ^
- Cool i ng system - Fuel syst em
- F u e l system
- 12
17
gear
IS
23
24
- 27
28
ENGI NE @ D i p
TD
- Charact eri st i cs" 32
- Typi cal curves 33
- Cyl i nder bl ock/cr ankcase, crankshaft and as-
soci at ed component s 34
- Lubri cati on 42
- Cyl i nder head assembl y and val ve gear
component s 38
- Cool i ng system - Fuel systems . 43
- Fuel system . 44
-Super char gi ng 46
C L U T C H 47
GE A RB OX AND DI F F E RE NT I A L 48
B RA K I NG S Y S T E M 52
S T E E R I N G 54
WH E E L S 55
F RONT SUSPENSI ON 57
REA R SUSPENSI ON 59
E L E C T R I C A L E QUI P ME NT 60
- Starti ng 62
- Rechargi ng -63
- El ectroni c i nj ecti on/i gni ti on 64
S P E C I A L T OOL S 68
T I GHT ENI NG T ORQUE S
V
79
PL A NNED MA I NTENA NCE 98
Copyright by FuLAtito
Vf -96 - Cancel s and repl aces- ..
Bravo-Btava
I n t r o d u c t i o n
Car exterior
OO. o
P4A001A01
3/4 f ront vi ew - Bravo
P4A001A02
3/4 f r ont vi ew - Brava
Copyright by Fiat Auto 1
Identification data
Bravo-Brava
OO. o
CHASSI S ENGI NE VERSI ON
3
Door
5
Door
GEARBOX
l E S l i i2v
ZFA 182 000
182 A3.000
182 AA 1AA 00
l E S l i i2v
ZFA 182 000
182 A3.000
182 BA 1AA 10
l E S l i i2v
ZFA 182 000
182 A5.000
( )
182 AG 1 AA 07 ()
l E S l i i2v
ZFA 182 000
182 A5.000
( ) 182 BG 1AA 16 ()

| ^ p | 16V
ZFA 182 000
182 A4.000
182 AB 1 AA 01

| ^ p | 16V
ZFA 182 000
182 A4.000
182 AB 1 AA 01 B ( A )

| ^ p | 16V
ZFA 182 000
182 A4.000
182 BB 1AA 11

| ^ p | 16V
ZFA 182 000
182 A4.000
182 BB 1 AA 11 B ( A )

ZFA 182 000
182 A6.000
( )
182 AH 1 AA 08 ()

ZFA 182 000
182 A6.000
( ) 182 BH 1 AA 17 ()

ZFA 182 000
182 A2.000
182 AC 1AA 03

ZFA 182 000
182 A2.000
182 AC 1AA 03B ( A)

ZFA 182 000
182 A2.000
182 BC 1AA 13

ZFA 182 000
182 A2.000
182 BC 1AA 13B ( a )

ZFA 182 000
182 A2.000
182 AC 1 BA 04 (*)

ZFA 182 000
182 A2.000
182 BC 1 BA 14 (*)

ZFA 182 000
182 A1.000
182 AD 1 AA 05

K l 9 2 9 n ^ ^ H
ZFA 182 000
182 A1.000
182 AD 1 AA 05B ( A )

ZFA 182 000
160 A7.000
182 AE 1 AA

ZFA 182 000
160 A7.000
182 BE 1 AA

ZFA 182 000
N.D. N.D.

( ) Versi ons for speci f i c markets (Germany) ( a ) Voluntary - Germany
(*) Versi ons for speci f i c markets (France)
Bravo-Brava
Identification data
I 0 t mi6v
! B |
D
1.
2.
3.
Vehi cl e t ype i dent i f i cat i on code
and c has s i s manuf act ur e number
Engi ne t ype and number.
V.I.N. Pl at e
(EEC regul at i ons)
o
B
C D
E Kg
F K9
1- G Kg
MOTORE-ENGINE
2- H Kg
I
O
VERSIONE-VERSION
I
N
2
PER RICAMBI-N-FOR SPARES
M
N
OO. o
S20V
A.
B.
C.
D.
E.
F.
G.
H.
I.
L.
M.
N.
Name of manufacturer
Homol ogati on number
Vehi cl e type identification code
Chassi s manufacture number
Maxi mum authori zed wei ght of vehi cl e fully
laden
Maxi mum authori zed wei ght of vehi cl e fully
laden pl us tow
Maxi mum authori zed wei ght on first axle
(front)
Maxi mum authori zed wei ght on second axl e
(rear)
Engi ne type
Bodywork version code
Spares number
Correct val ue of smoke absorpti on coeffi ci ent
(Di esel engi nes onl y)
Copyright by Fiat Auto
111-96 - Cancels and replaces
3
I n t r o d u c t i o n Bravo-Brava
Weights
OO. o
WEI GHTS (in kg)
ENGI NE TYPE
12V 16V 16V 20V D TO
3 door 1010 1050 1100 1190 1100 N.D.
^^^^^^^^
1040 1090 1130 - 1130 N.D.
_ 3 door
^ 3 5 door
1510 1550 1600 1690 1600 N.D.
_ 3 door
^ 3 5 door
1570 1630 1680 - 1650 N.D.
3 door
, . 5 door
IvmYimi im noirni^înlp l mn
r
'
850 850 900 970 850 N.D.
3 door
, . 5 door
IvmYimi im noirni^înlp l mn
r
'
850 850 900 - 850 N.D.
1VIUAI1 1 1 LI 1 1 1 fJC?l 1 1 1 lOOl UIC? IVJCIUO
on the axles
3 d o o r
5 door
850 850 900 900 850 N.D.
1VIUAI1 1 1 LI 1 1 1 fJC?l 1 1 1 lOOl UIC? IVJCIUO
on the axles
3 d o o r
5 door
850 850 900 - 850 N.D.
Maximum permi ssi bl e load on the roof
80 80 80 80 80 N.D.
Load on the t ow hook Mi ni mum
- - - - - N.D.
^trailer wun uraKing sysi emj
Maxi mum 70 70 70 70 70 N.D.
. Wi thout braking
II V V system
400 400 400 400 400 N.D.
O ^ - ^
-
^ ^ ^ ' With braking
system
1000 1100 1200 1300 1200 N.D.
Loads which must never be exceeded
NOTE FOR VERSI ONS WITH ACCESSORI ES: If special equipment is fitted (non standard air conditioner, sun
roof, trailer towing device), the empty weight increases and therefore the carrying capacity may decrease, in relation to
the maximum permissible loads.
The fuel consumption figures according to the 80/1268/EEC standards given overleaf have been defined in the course of
official tests and in accordance wi th procedures laid down by EEC regulations. In particular the bench tests measure
simulated urban cycle figures whilst consumption at constant speeds of 90 and 120 kph are measured directly on a flat,
dry road and in equivalent bench tests. The fuel consumption figures according to the 93/116E standards have been
defined in the course of homologation tests involving:
- an urban cycle whi ch includes cold starting followed by a varied urban cycle simulation.
- an extra-urban cycle which includes frequent acceleration in all gears simulating normal extra-urban usage of the
vehicle. The speed varies between 0 and 120 kph.
- The average combined consumption is obtained from 37% of the urban cycle and 63% of the extra-urban cycle.
The type of journey, traffic conditions, driving styles, atmospheric conditions, trim level/equipment/accessories,
whether a roof rack is fitted, the presence of special equipment and the general state of the vehicle can lead to fuel con-
sumption figures which differ from those obtained through the above mentioned procedures.
The CO2 exhaust emissions (in g/km) are obtaine from the average combined cycle
4
VII 97 - Cnnools and replaces
Print no. 506.670/12
Bravo-Brava
Performance - Fuel consumption
OO. o
( ) For French versions
| ^^^| ENGI NE TYPE | ^^^|
mc
929
m
| ^^^|
12V 16V lev 20V D TD
Speed kph
(average l oad)
45
(46 A )
52
50
( 55)
56 35 N.D.
Speed kph
(average l oad)
82
(80 A )
90
87
( 95)
89 61 N.D.
Speed kph
(average l oad)
120
(118A)
132
128
( 140)
131 94 N.D.
Speed kph
(average l oad)
158
(155A)
175
169
(191 )
172 132 N.D.
Speed kph
(average l oad)
170
( 168B)
184
( 180B)
193
( 190)
210 155 N.D.
Speed kph
(average l oad)
170
( 168B)
180
( 177. )
190
( 190)
210 155 N.D.
Speed kph
(average l oad)
46 53
50
( 55. )
55 35 N.D.
~ ~ ^ ^ ^ ^ P B | ^ ^ Maxi mum cl i mat
% ^ - - g r a d i e n t
37
l ^ 36A)
37 ~ ~ ^ ^ ^ ^ P B | ^ ^ Maxi mum cl i mat
% ^ - - g r a d i e n t
(35A)
37
Fuel consumpt i on
accordi ng to
80/ 1268/ CEE st and.
(l i t res/100 km) (*)
Urban
cycle (A)
9 9,3
9,8
( 9, 5)
11 6,5 N.D. Fuel consumpt i on
accordi ng to
80/ 1268/ CEE st and.
(l i t res/100 km) (*)
Constant speed
90 kph (B)
5,2 5,5
5,8
(5,6#)
7,1 4,9 N.D.
Fuel consumpt i on
accordi ng to
80/ 1268/ CEE st and.
(l i t res/100 km) (*)
Constant speed
120 kph (C)
7 7,5
7,6
( 6, 9. )
8,7 6,9 N.D.
Fuel consumpt i on
accordi ng to
80/ 1268/ CEE st and.
(l i t res/100 km) (*)
Av. consumption
(CCMC proposal)
A + B + C
3
7,1 7,4
7,7
( 7, 3)
8,9 6,1 N.D.
Fuel consumpt i on
accordi ng to
93/ 116/ CE standards
(l i t ri /100 km) (*)
Urban
11,3 11,0 11,3(11 )
13,8
- -
Fuel consumpt i on
accordi ng to
(l i t ri /100 km) (*)
Urban
11,4 11,3 1,5(11,20 } Fuel consumpt i on
accordi ng to
(l i t ri /100 km) (*)
Extra-urban
6,0 6,5 6 5 ( 6 3 )
7,2
-
Fuel consumpt i on
accordi ng to
(l i t ri /100 km) (*)
Extra-urban
6,1 6,6 6. 6( 6. 3) l l |l l j l ti |l -
Fuel consumpt i on
accordi ng to
(l i t ri /100 km) (*)
Combined
7,9 8,2 8 3 ( 8 0 )
9,6
-
Fuel consumpt i on
accordi ng to
(l i t ri /100 km) (*)
Combined
8.0 8,3 8.4(8.1 )
188 194 197(191 )
228 - -
v_^wz. CMiauoi OIIIIOOIVJ MO yy/ixiiiy
191 197 199( 193*) -
-
-
( ) Versi ons for speci fi c markets (France) (*) See specifications on previous page
( ) Versi ons for speci fi c markets (Germany)
( A ) Versi ons with C513 gearbox
NOTE The figures with the shaded background refer to the Fiat Brava
Copyright by Fiat Auto VII-97 - Cancels and replaces 5
I n t r o d u c t i o n Bravo-Brava
Dimensions
OO. o
3 DOOR VERSI ONS
Engine
type
Wheel rim
DI MENSI ONS (mm)
Engine
type
Wheel rim
A B C D E F G H
1 3 7 0 12V
5
1
AJx14"-32
5
1
/2J*14"-37
8 5 8 2 5 4 0 6 2 7 4 0 2 5 1 4 1 6
1461
1451
1 4 6 3
1 4 5 3
1 7 5 5
1581 16V 6J*l4"-43 8 5 8 2 5 4 0 6 2 7 4 0 2 5 1 4 1 6 1439 1441 1 7 5 5
1747 16V
6JX14"-43
6JX15"-40
8 5 8 2 5 4 0 6 2 7 4 0 2 5 1 4 1 6
1 4 3 9
1442
1441
1 4 4 7
1 7 5 5
1 9 9 8 2 0 V
6JX15"-49
6
1
/
2
x15"-49
8 6 4 2 5 4 0 6 2 7 4 0 2 5 1 4 1 6 1471 1 4 3 0 1 7 5 5
1 9 2 9 D 5
1
/
2
X14"-37 8 5 8 2 5 4 0 6 2 7 4 0 2 5 1 4 1 6 1451 1 4 5 3 1 7 5 5
1 9 1 0 TD
5
1
/
2
X14"-37
6Jx14"-43
8 5 8 2 5 4 0 6 2 7 4 0 2 5 1 4 1 1 1 4 3 9 1441 1 7 5 5
6 III-96 - Cancels and replaces Print no. 506.670/12
Bravo-Brava
Dimensions
Engi ne Wheel
DI MENSI ONS (mm)
type rim
A B C D E F G H
1370 12V
5y
2
Jx14"-32
5J4Jx14"-37
858 2540 789 4187 1413
1461
1451
1463
1453
1741
1581 16V
5
1
/
2
JM4"-37
6JX14"-43
858 2540 789 4187 1413
1451
1439
1453
1441
1771
1747 16V
5
1
/4Jx14"-37
6Jxi4'-43
858 2540 789 4187 1413
1451
1439
1453
1441
1741
1929 D 5
1
/4JX14"-37 858 2540 789 4187 1143 1451 1453 1741
1910 TD
5)4JX14"-37
858 2540 789 4187 1408
1451 1453
1741
1910 TD
6JX14'-43
858 2540 789 4187 1408
1439 1441
1741
Copyright by Fiat Auto 111-96 - Cancels and replaces 7
T e c h n i c a l d a t a
Capaci ti es
Bravo-Brava
OO. o
Capaci t i es
f t
Petrol Ss O.R. 95
Unleaded
Diesel
Unit
.1 I,
r e
1370-1581
1747-1998
1910 TD-1929 D
Quanti ty
dm
3
(|)
50
60
60
(kg)
50%
( A )
1370 6(5, 6B)
1581
7( 6, 7)
1747 6,7(6,2B)
Total capacity
of cool i ng system
1998 7.4(7.3B)
1929 D
7,6(7,4B)
1370
Petrol engi nes:
SELENI A 20K
(SAE 10 W/ 40)
4,3 3,8
Total capacity
1581 4,5
1747 4,9 4,4
1998 5,5 4,9
1929 D 5,5 4,9
1370
4,1(3,9) 3,7(3,5)
Di esel engi nes
SELENI A
Turbo Diesel
(SAE 15 W/ 40)
1581
3,8(3,5) 3,4(3,1 )
1747
4,3(3.9) 3.9(3,5 )
Partial capacity
(periodic replacement)
1998
5(4,5) 4,45 (4 )
1929 D
4,9(4,2) 4,4(3,8)
a =
TUTELA
ZC 75 Synt
b = TUTELA
Gl / A
. 1 .
1370
1581-1747
1998-1929 D
1,7 1,5
1,8
* i
a
= TUTELA
Gl / A
b = K 854
0,8
0,08
b =
TUTELA
MR M2
0, 003
TUTELA
TOP 4
(270C)
w/ out
ABS
0,40
Total capacity
wi th
ABS
0,455
(0,54)*
(0,43)*
AREXONS
10C
~ - 20C
3%
50%
100%
2,5-5
(6,4 with
headl amp
washer)
( A ) Distilled water
( ) Engine sump only
( ) For versions with air conditioning
(*) For 1998 20V versions
(**) For 1929 D versions
8
X-96 - Cancels and replaces
Print no. 506.670/10
S e r v i c e N e w s
Copyright by Fiat Auto 1 0 / 9 7
Fi at Aut o S.p.A
D.M.C. - M.P.S. - Servizi Post Vendita
Tecnologie Assistenziali
V a r i o u s m o d e l s
models: Rat Bravo-Fiat Brava Fiat Marea - Fiat barchetta - Coupe Fiat
0010 T120 AA
A
00
15.97
CHANGING ENGI NE OI L
Ser vi ce l i t erat ure updat e wi t h new oi l capaci t y f i gur es
Cancels and replaces the subject in question published in Service News 4/97 through the variation
of the figures for the Fiat Bravo TD, Fiat Brava TD and Fiat Marea TD
TYPE OF PROBL EM
The oil capaci ty figures in the " Owner' s Handbook" and the Servi ce Manual s are not consi st ent
wi t h actual capaci t i es of the engi ne.
OPERATI ONS IN THE NETWORK
When changi ng the engine oil sti ck to the fi gures gi ven bel ow whi ch update the correspondi ng
ones in the Servi ce Manual and the Owner' s Handbook.
Provi de the Customer wi th appropriate information on the subj ect, as necessary.
Model /ver si on Engi ne sump,
f i l t er and pi pes
(1st f i l l i ng)
Engi ne sump Engi ne sump
and oi l f i l t er
dm
3
Kg
d m
3
Kg d m
3
Kg
Fi at Bravo 1.6 4,5 4,0 ' 3,5 3,1 3,8 3,4
Fi at Brava 1.6
4,5 4,0 3,5 3,1 3,8 3,4
Fi at Marea 1.6
4,5 4,0 3,5 3,1 3,8 3,4
Fi at Bravo 1.8
4,6 4,1 3,9 3,5 4,3 3,85
Fi at Brava 1.8
4,6 4,1 3,9 3,5 4,3 3,85
Fi at Marea 1.8
4,6 4,1 3,9 3,5 4,3 3,85
Fi at barchetta 4,7 4,2 3,7 3,3 4,0 3,6
Coupe Fiat 1.8
5,0 4,5 4,0 3,6 4,4 3,9
CARTA RICICLATA 100% RECYCLED PAPER 100%
00.15.97
Various models
0010 T 120 AA
CHANGING ENGINE OIL
2/2
Model /ver si on Engi ne sump. Engi ne sump Engi ne sump
f i l t er and pi pes and oi l f i l t er
(1st f i l l i ng)
d m
3
Kg
d m
3
Kg d m
3
Kg
Fi at Bravo TD 75 and TD 100 5 4,35 4,2 3,75 4,5 4,0
Fi at Brava TD 75 and TD 100
5 4,35 4,2 3,75 4,5 4,0
Fi at Marea TD 75
4,7 4,2 4,2 3,75 4,5 4,0
Fi at Marea TD 100
5 4,35 4,2 3,75 4,5 4,0
Fi at Marea TD 125
5,8 5,1 5,0 4,4 5,3 4,7
CARTA RIC1CLATA 100% RECYCLED PAPER 100%
Copyright by Fiat Auto 4 / 9 7
a n o n
Fi at Auto S.p.A
D.M.C. M.P.S. Servizi Post Vendita.
Tecnologie Assistenziati
V a r i o u s m o d e l s
models: Fiat Bravo-Rat Brava - Fiat Marea Fi at barchetta Coupe Fiat
0010 T 120 AA
A
CHANGI NG ENGI NE OI L
ser vi ce l i t er at ur e updat e wi t h new oi l f i gur es.
00
15.97
TYPE OF PROBL EM
The oil fi gures gi ven in t he " Owner ' s Handbooks" and the Servi ce Manual s are not consi st ent wi t h
the actual engi ne capaci t i es
OPERATI ONS IN THE NETWORK
When changi ng the engi ne oi l , refer to the fi gures gi ven bel ow whi ch update the correspondi ng
figures gi ven in the Ser vi ce Manual and the Owner ' s Handbook.
Pl ease provi de the Cust omer wi th sui t abl e information on thi s subj ect , as appropri ate.
Model /ver si on
Fiat Bravo 1.6
Fiat Brava 1.6
Fiat Marea 1.6
Engi ne s ump, f i l t er
and pi pes (1st
f i l l i ng)
Engi ne sump
d m
3
4,5
4,5
4,5
Kg
4,0
4,0
4,0
d m
3
3,5
3,5
3,5
Kg
3,1
3,1
3,1
Engi ne sump and
oi l f i l t er
d m
3
3,8
3,8
3,8
Kg
3,4
3,4
3,4
Fiat Bravo 1.8
Fiat Brava 1.8
Fiat Marea 1.8
4,6
4,6
4,6
4,1
4,1
4,1
3,9
3,9
3,9
3,5
3,5
3,5
4,3
4,3
4,3
3,85
3,85
3,85
Fiat barchetta
Coupe Fiat 1.8
4,7
5,0
4,2
4,5
3,7
4,0
3,3
3,6
4,0
4,4
3,6
3,9
IF10D7
2/2
00.15.97
Various models
0010 T 120 AA
CHANGING ENGINE OIL
Model /ver si on Engi ne sump, f i l t er
and pi pes (1st
f i l l i ng)
d m
3
Fiat Bravo TD 75 and TD 100 4,7
Fiat Brava TD 75 and TD 100 4,7
Fiat Marea TD 75 and TD 100 4,7
Kg
4,2
4,2
4,2
Engi ne sump
d m
3
4,2
4,2
4,2
Kg
3,75
3,75
3,75
Engi ne sump and
oi l f i l t er
dm
3
4,5
4,5
4,5
Kg
4,0
4,0
4,0
Fiat Marea TD 125 5,9 5,2 5,0 4,4 5,3 4,7
Bravo-Brava
Charact eri st i cs of Fiat Lubricant products
OO. o
Name of
product
Description
International designation
Application
SELENIA SAE 15 W/40
Semi-synthetic multigrade engine oil. Exceeds specifications
API SH, CCMC- G5 and UNI 20153
Temperature
- 25C + 40C
VS MAX SAE 15 W/40
Mineral based multigrade engine oil. Exceeds specifications
API SG, CCMC- G4 and UNI 20153
Temperature
- 15C -r 40C
SELENIA
d c
, ,,
Turbo SAE 15 W/40
Diesel
Semisynthetic, multigrade engine oil. Exceeds specifications
API CD, CCMC- P D2, UNI 20153
Temperature
- 15C -h 40C
VS MAX SAE 15 W/40
Diesel
Multigrade mineral based engine oil. Exceeds specifications
API CD, CCMC and UNI 20153
Temperature
- 15C h- 40C
TUTELA ZC 80S
SAE 80W EP oil. Satisfies standards MI L- L- 2105 and API
GL4
Manual gearboxes
and differentials
TUTELA ZC 90
Non EP SAE 80 W/ 90 oil, for manual gearboxes, containing
anti-wear additives.
Gearboxes and non hy-
poid differentials
TUTELA W 90/M DA
Special SAE 80 W/ 90 EP oil for normal and self-locking
differentials. Satisfies standards MI L- L- 2105 D and API
GL5
Hypoid differentials
Self-locking differentials.
Steering boxes
TUTELA Gl /A "DEXRON I I " type oil for automatic transmissions
Automatic gearboxes.
Power assisted steering
TUTELA CVT Universal Oil for continuous variation automatic transmissions.
Continuous variation
automatic transmissions
TUTELA J 0TA1 Lithium soap based grease, consistency NLGI = 1
Greasing the vehicle ex-
cept for components par-
ticularly exposed to water
requiring special greases
TUTELA MRM2
Water-repellant, lithium soap based grease containing mo-
lybdenum disulphide, consistency NLGI = 2
Constant velocity joints
TUTELA MR3 Lithium soap based grease, consistency NLGI = 3
Wheel hub bearings, st.
rod, various components
TUTELA PLUS 3 (240 C)
Synthetic fluid, F.M.V.S.S. n 116 DOT 3 ISO 4925, CUNA
NC 956-01
Hyd. brakes and hy-
draulically op. clutches
TUTELA TOP 4 (270 C)
Synthetic fluid, F.M.V.S.S. n 116 DOT 4 ISO 4925, CUNA
NC 956-01
Hyd. brakes & hydrauli-
cally op. clutches
K 854
Lithium soap based grease, consistency NLGI = 000, con-
taining molybdenum disulphide
Rack and pinion steering
boxes
SP 349
Special grease compatible with brake fluid
Load proportioning valve
Load proportioning valve
rod bush
Arexons DPI Mix. of alcohol, H20 & surf. act. agents CUNA NC 956-11
To be used neat or dilut-
ed in windscreen washer
systems
Paraflu"
Mono-ethylene glycol based anti-freeze for cooling system,
CUNA NC 596 - 16
Cooling circuits.
Percentage to be used
50% up to - 35C
Diesel Mix Arexons Additive for diesel fuel with protective action for diesel engines
To be mixed wi th diesel
fuel (25 cc per 10 litres)
Engine
Bravo-Brava
OO. i o
CHARACTERI STI CS
12V 16V 20V
Cycl e
Ti mi ng
Type of fuel syst em
OTTO 4 stroke
single overhead
camshaft
twi n overhead camshaft
integrated el ectroni c i nj ecti on/i gni ti on

Number of cyl i nders
f - 0
Cyl i nder liner
(bore)
mm
82 86,4 82 82
Stroke
mm
64,87 67,4 82,7 75,65
Qb i b J
| Capac ity cc 1370 1581 1747 1998
Compressi on
ratio
9, 850, 15 10, 150, 15 10, 30, 15 100, 15
Max
power
EEC
kW
(CV)
59 59(*)
(80) (75)C)
76 66(*)
(103) (90) (*)
83
(113)
108
(147)
rpm
6000
5750
6000(*)
5800 6100
daNm
(kgm)
11,2
(11,4)
14,4 14(*)
(14,7) (14,3)0
15,4
(15,7)
18,6
(19)
Max
torque
EEC
rpm 2750 4000 4400 4500
( * ) F o r s p e c i f i c m a r k e t s
10 VII-95 - Cancels and replaces Print no. 506.670/02
Bravo-Brava T e c h n i c a l d a t a
Engi ne: typi cal curves
OO. i o
CV kW
I H 1 1 1 1 1 I
1000 2000 3000 4000 5000 6000 7000
rpm
Engi ne power cur ves obt ai ned by EEC met hod
The power curves illustrated can be obtai ned wi t h the engi ne overhaul ed and run i n, wi t hout a fan and
wi th a si l encer and air filter fitted at sea l evel .
T e c h n i c a l d a t a Bravo-Brava
Engine: cylinder bl ock/cr ankcase, crankshaft and associ at ed components
OO. i o
DESCRI PTI ON Val ues in mm
L-N-
L
1-*H-
Mai n bearing support s
21,72-21,80
0 56,705-56,718
22,14-22,20
54,507-54,520
21,72-21,80
56,705-56,718 63,705-63,718
0. 01
BP J
Auxi l i ary shaft
bush housi ngs
38,700-38,730
02 35,036-35,066
0
- 0
Cyl i nder bore 0
82,000-82,010 86,400-86,410 82,000-82,010
82,010-82,020 86,410-86,420 82,010-82,020
82,020-82,030 86,420-86,430 82,020-82,030
12 Print no. 506.670
1 / 9 6
F i a t A u t o
s.p.A
D.M.C. - M.P.S. - Servizi Post Vendita
Assistenza Tecnica
F i a t B r a v o - F i a t B r a v a i s s i i e
v
1028 C 301 AA ENGI NE PI STONS
rect i f yi ng di amet er val ue i ndi cat ed i n t he Ser vi ce Manual
10
05.96
Al
Wi th reference to what i s stated on page 13 of secti on 00 in the Servi ce Manual Print no. 506.670,
we wi sh to point out that the exact val ues for the engi ne piston di ameters for the model in quest i on
are as f ol l ows:
A 86,352 - 86,362
B 86,359 - 86,371
C 86,368 * 86,378
Pl ease make a note, by hand, of the correct figures in the above menti oned publ i cat i on.
IF43A6
Engi ne: cylinder bl ock/cr ankcase. crankshaft and associ at ed components
OO. i o
12V 16V 20V
DESCRI PTI ON
Val ues in mm
0
X 12,5
81,952-81,962
5(,
83,352-J 3,362
B 81,959-81,971 0,359^0'^
81,968-81,978
13,2
83,368-83,378
12,5
81,952-81,962
81,959-81,971
81,968-81,978
Pi ston 0
>
0,4
Difference in wei ght
between pi stons
5 g
0,038 0,058
3-1 Of
Pi ston
Cyl i nder bore
0 B 0,039 - 0,061
0,042 + 0,062
Gudgeon pin
housi ng
0 20,002-20,007 21,997-22,001 20,002-20,007
4,
0 19,996-20,000 21,990-21,995 19,996-20,000
Gudgeon pin
0
0,2
4- 3
Gudgeon pin - Housi ng 0,002 H- 0,011
1,540-1,560
2 Pi ston ring
grooves
8
1,530-1,550
3,020-3,040
1,525-1,545
1,510-1,530
3,010-3,030
1,540-1,560
1,530-1,550
3,020-3,040
1,520-1,540
1,510-1,530
3,010-3,030
Engi ne: cylinder bl ock/cr ankcase, crankshaft and associ at ed components
OO. i o
20V
DESCRIPTION Val ues in mm
. 0 - 1
" ^ 1 1 1,470*1,490 1,475*1,490
. 0 - 1
iI X
1,475*1,490 1,470*1,490 1,475*1,490
. 0 - 1
Ll
T
3
2,935*2,945 2,975*2,990
Pi ston rings
0
^ >
0,4
Pi ston ri ngs
Oi 0 Pi ston ring grooves
0, 050*0, 090 0, 035- 0, 075
0, 050*0, 085 j 0, 030^ 0, 065
Pi ston ri ngs
Oi 0 Pi ston ring grooves
hi - 2 0, 040*0, 075 0. 020-0, 060 0, 040*0, 075 ; 0, 020^ 0. 055
-
3
0, 075- 0, 105 0, 065-0, 095 0, 030- 0, 065 0, 020- 0. 055
Opening at end of
5_1 uî p piston rings
-f-H- in cylinder bore *
1 0,250*0,500 0,200*0,450 0,300*0,500
Opening at end of
0,300*0,500 0,250*0,500 0,300*0,500
Opening at end of
3
0,400*1,400 0,400*1,400 0,250*0,450 0,250*0,500
Smal l end bush
]
w
f - ^ -
1
or pi n housi ng
6
) w
I I 0
2
Bi g end bearing
^ r
1
4- housi ng
*
0 1 22,939*22,972 23,939*23,972 22,939*22,972
Smal l end bush
]
w
f - ^ -
1
or pi n housi ng
6
) w
I I 0
2
Bi g end bearing
^ r
1
4- housi ng
*
0 2 44,000*44,012 48,630*48,646 53,897*53,909 51,354*51,366
14 Print no. 506.670
OO. i o
112V
!&I5| 16V 20V
01 23,007*23,027
02
20,006*20,012
Smal l end bush
24,016*24,041
22,004*22,010
23,007*23,027
20,006*20,012
4- 7 %g
Gudgeon pin
Smal l end bush
0.006- 0,016 0. 009- 0 020 0 006- 0. 020
7-6
Smal l end bush
Bush housi ng
0 035 -0 088 0, 044- 0102 0 035 0 088
Mai n
j ournal s
01
8
0i ^ i r l r "
I N
3
52,994*53,000 50,790*50,800 52,994*53,000 59,994*60,000
52,988*52,994 50,780*50,790 52,988*52,994
52,982*52,988 52,982*52,988
Crank
pi ns
02
40,884*40,890 45,513*45,523 50,799*50,805
40,878*40,884 45,503*45,513 50,793*50,799
40,872*40,878 50,787*50,793
59,988*59,994
59,982*59,988
48,238*48,244
48,232*48,238
48, 226*48232
L
Li
26,975*27,025
26,575*26,625 26,575*26,625
Crankshaft beari ngs 1,836*1,840 1,840*1,844 1,836*1,840
1,839*1,843 1,845*1,849 1,839*1,843
1,842*1,846 1,842*1846
0
<
0,254 - 0,508
9- 8
Of
Crankshaft beari ng
Mai n j ournal s
0.025-0.052 0.019 0 050 0. 025*0. 052
OO. i o
DE S C R I P T I O N
llg5t 16V
20V
DE S C R I P T I O N Val ues in mm
(
1 0
* p i
0->lW- ^~
^ f
A
^ f\in l -rh -iff 1 t 1
1,536*1,540 1,535*1,541 1,527*1,531 1,536*1,540
(
1 0
* p i
0->lW- ^~
w
r ur anK s nan i m
1 beari ngs L lW- ^~
I I c
1,542*1,546 - 1,533*1,537 1,542*1,54
(
1 0
* p i
0->lW- ^~
0 i a ^ F < 0,254 - 0,508
-
n
o Q p Bi g end bear i ngs-
l u
- 44- Mai n j ournal s
0,030-0,056 0,025*0,063 0,030*0,056
11
Thrust q
\_r-| washer s ^
,2,342*2,358 2,310*2,360 2,342*2,358
11
0,127
11- 8 ^ p Crankshaft end float
j
0,059 * 0,161
!
0 055*0,265 0,059-0,161
16 Print no. 506.670
Bravo-Brava
Engine: auxiliary shaf t
DESCRIPTION
OO. i o
i s
16V
Val ues in mm
23
#1 ^
Bushes for auxiliary shaft in
housi ng
35,664 - 35,684
32,000 - 32,020
24
02 0- 0,
Auxi l i ary shaft bear-
i ngs
0,
35,593 - 35,618
31,940 - 31,960
23-1
Bushes for shaft
Cyl i nder bl ock seats
must be an interference fit
24-23 ^ f
Shaft bushes
Bushes
0,
0,
0,046 - 0,091
0,040 - 0,080
Engine: cylinder head assembl y and valve gear components
OO. i o
18
17
13 I
16 . |
15 ^
20
19
14
\12V 16V j ^ 9|l6V
20V
DESCRIPTION
Val ues in mm
Camshaft supports in cyl i nder head
lESL i2v
i 2bH i i i [__n__ri
"0
0
26,045*26,070
20V
L ()
19,100*19,150
26,045*26,070
19,100*19,150
i
Val ve gui de bore in
cyl i nder head
0 12,950 * 12,977
Q
45 5'
Val ve a
bore

45 5'
about 2
Vol ume of combusti on
3
chamber in cyl i nder c m
head
37 39
(*) Measurement of cap
18
/
Print no. 506.570
OO. i o
1 8 9
12V
1} 16V
l^ p)l6V
m
20V
n ^.njin_.
i_r~<-iI_T^-Ti^-^
5iP
Tap. housi ng in
cyl . head
0 14,000*14,027 33,000*33,025
13
0 1 ^ T ]
7,022 - 7,040
Val ve guide
' HQ
02'
- 02
13,010 - 13,030
02
>
0,05 - 0,10 - 0,25
13- 12
Valve guide
Bore in cylinder head
Q
(S3
0,033 - 0,080
14
01
0 , 6, 982-7, 000 6, 975*6, 990
HQ
0 , 30, 200*34, 500 33,400*37,700 29,900*30,200
a
4530' 5'
Valve
S3
0 ,
6,982*7,000
0 ,
34,500*35,700
6,974*6,992
29,750*30,050 27,900*28,200
6,960*6,975
25,900*26,200
a 4530' 5'
14- 13
V a
'
V e
0, 022-0, 058
Valve guide
0, 022*0, 058 0, 030- 0, 066
0, 032- 0, 065
0, 047- 0. 080
15
Pi 9,61*10,6 daN
3 a
Hi
1 T H 2
29,5
P2 20,11-22,07daN
Internal valve spring H
2
20
11,08*12,07daN
29,5
21,58*23,54daN
20
16
Hi
hi
33,35*37,28 daN
37
55,42*60,53 daN
External valve spri ng H, 28,1
23,54*25,7 daN 27,07*29,43 daN
32 34
46*49,93 daN 48,46*52,38 daN
23,5 24,5
OO. i o
Camshaf t bearings
16V
01
0, 0
2
03 04 0.5
17a
02
03
17b
j 0
}^3H2V )^|
ani 6v
04
05
iBpi 20V
,0 ,0 ,0 i0 i0 i0
0 26,000*26,015
1 7 c
-||M Ifll UjUgJ
19,250*19,330
29,944*29,960
52,400*52,415
52,800*52,815
53,200*53,215
53,600*53,615
26, 000-26, 015
19, 250*19, 330
17a J Ei
17b O
Cam lift
S 3
8,9 8,5
7,5 8
Camshaf t
bushes
Cyl i nder head
support s
radial 0, 030* 0. 070 0, 030-0, 070
axial 0, 100* 0, 230 0,100 - 0,230
20 Print no. 506.570
Engi ne: cylinder head assembl y and valve gear components
OO- i o
12V 16V fmfHiev
120V
DESCRI PTI ON
Val ues in mm
01
29,989*30,014
0
4
| 0
5
02
52,445*52,470
18
r-iTT_^-jTJT_^ru^-j
-
ijn
J
--vjTjn
*-
n
-n^r\j T-
r
i ^\_ju~
i
-nj^
Camshaft bearings in camshaft
housing
03
52,845*52,870
04
53,245*53,270
05
53,645*53,670
n ~-r-ir-in_^
ur^-
1

BB3PB Tappet housings 0
^0 k
30,000*33,025
17
18 ^ j p Camshaft bearings
Camshaft housing supports
0, 030- 0, 070
19 c ^ ^ b
Tappet
0 13,972*13,984 32, 959*32, 975
19- 12
Oj p Tappet
ousing in cylinder head
0, 016*0, 055 0,025 - 0,066
19- 18
Tappet - Housing in
camshaft housing
0, 025- 0, 066
17- 20
cl earance for
timing check
i
HQ
0,45
0,45
operati onal
cl earance
HQ
Hydraulic tappets
OO. i o
TI MI NG DI AGRAMS
Ti mi ng angl es
12V
I B
16V
I^P)l 6V 20V
A
Inlet
HQ
opens before
TDC
8 4 0
9
after TDC
B
Inlet
HQ
cl oses after
BDC
25 34 27 49
C
Exhaust

opens before
BDC
29 36 29 27
D
Exhaust

cl oses after
TDC
7 2 2 2
22 Print no. 506.670
Bravo-Brava
Engi ne: counter-bal ance shaft
OO. i o

1998
120V
DESCRI PT I ON Val ues in mm
2 5 Count er-bal ance shaft operati on through oil pump driven gear
2 7
0
2-
O U
0
1 20
01
02
Ball bearings for counter-balance shaft
19,900 + 20,000
46,989 - 47,000
| 0
2 5
10 10
Counter-balance shaft bearings
H i
0
19,980 - 19,993
Bear, seats in cyl . bl ock-cr /case
0
46,975 + 47,000
o-? i d i d c i ,
B a l 1
beari ngs
*
/
- ' ^ [T v i Cyl i nder bl ock seat s
+0,011 + - 0,025
2 5 - 2 7 ^
Shaf t bushes
Bal l beari ngs
+0,020 + - 0,003
Engine: lubrication
OO. i o
LUBRI CATI ON - Descr i pt i on
I^9|i 6v
LUBRI CATI ON - Descr i pt i on Val ues in mm
Engi ne lubrication syst em
forced feed vi a l obe gear pump
wi t h cartridge filter in seri es
Oil pump lobe gears
Pump operated through crankshaft
Oil pressure relief val ve
i ncorporated in
crankshaft front cover
\
* between pump casi ng
" housi ng and driven 0.080 - 0,186

between the upper si de
~ of the gears and the
pump cover
0,025 - 0,061 0,025 -i- 0,070
Full f l ow filter cartri dge
Insuffi ci ent oil pressure sender unit el ectri cal
A
Operati ng pressure at a temperature of 100C
idling 1 bar
at 4000 rpm 4 bar
3,43 - 4,93 bar
6,28 - 7,03 daN
^ I Hi
u
Dil pressure relief val ve spri ng
1
36
24 Print no. 506.670
Engi ne: lubrication
O O . i o
1 6 V
LUBRI CATI ON - Descr i pt i on
Val ues in mm
Engi ne lubrication system
forced feed vi a geared pump
wi th cartridge oil filter in seri ew
Oi l pump: type gears
Pump operated through auxiliary shaft
j Oi l pressure relief vai ve i ncorporated in oil pump
Ful l f l ow filter cartridge
i nsuffi ci ent oil pressure sender unit el ectri cal
bet ween the edge of
the gears and the
pump cover
0,110 - 0,180
between the upper
si de of the gears and
the pump cover
0,040 * 0,106
01-02
0,015 - 0,048
01-02
0, 016-0, 048
between the drive gear
and the driven gear
0,30
idling > 1 bar
at 4000 rpm > 3,7 bar
Pi
kit
Hi
T~H2 P2
H2
6,52 - 6,82 daN
22,5
6,92 - 7,21 daN
21
Engi ne: lubrication
Bravo-Brava
OO. i o
LUBRI CATI ON Val ues in mm
forced feed, via lobe geared pump with cartridge
oil filter in series
Oi l pump
gears, l ocated in the crankshaf t
front cover
Pump operated through chai n operated by crankshaft
Oi l pressure relief val ve i ncorporated in crankshaft front cover
Ful l f l ow filter cartridge
^ _ ^ ^ ^ J L between the edge of
I I : fl^HI the gears and the
^ 2 ^ 5 1 ^ 0 pump casi ng
0,110 - 0,180
1 B : " IB flH| 1 ^ between the upper
^ S H ^ 2 | ^ J
e c
' g e of the gears and
^ ^ ^ H B j ^ the pump cover
0,016 * 0,086
0\ 0 between the dri ve gear and the
-H-H- driven gear
<> Jt
Operati ng pressure
at a temperature of 100C
i dl i ng 1 bar
at 4000 rpm 4 bar
11, 73- 12, 51
9 I Hi
Oi l pressure relief val ve spri ng ^
1
35
26 Print no. 506.670
Engi ne: cool i ng system - fuel syst em
OO. i o
COOLI NG SYSTEM
i f i h i s v I ^ Pl i ev 20V
Cool i ng ci rcui t
cool ant ci rcul ati on via cent i , radiator, expansi on
tank and el ectri c fan operated by t hermost at i c
swi t ch
Water pump operation through belt
a
1 s t s t a g e
90 -e- 94C
~p \ Thermal v " y o J
^1 swi t ch 2nd stage
95 + 99C ( )
fi l l to engage
U fan (*) 1st stage
I St ODl
85 - 89C
v
p
J
v / 2nd stage
90 - 94C ( )
openi ng 81 -s- 85C
Engi ne cool ant
thermostat
m a x
open.ng
10r - 105 C 99+103C 98-102C 101
o
-M05
e
O
val ve travel 9,5 mm >7, 5 mm 9,5 mm
Fitting cl earance bet ween 0> p
impeller vanes and pump casi ng - * H -
0,3-1,1 mm
Press. for checki ng rad. water t i ght ness 0,98 bar
Pressure for checki ng cal i brati on of
exhaust spri ng on expansi on tank cap
0,98 bar
() For versions with air conditioning
(*) For the 1747 16v version the electric fan is operated by the control unit
FUEL SYSTEM
Type
Bosch
Monomotronic
SPI integrated
electronic
injection/
ignition
Weber-Marelli
I.A.W
MPI integrated
electronic
injection/
ignition
HITACHI
MPI integrated
electronic
injection/
ignition
Bosch Motronic
integrated
electronic
injection
/ignition
Motronic
Pump El ect ri cal , immersed in tank
Capaci t y 5*120 l /h
Fuel pressure regulator setti ng 1 bar 3 bar
CHECKI NG I DLE CONCENTRATI ON OF
POLLUTANT EMI SSI ONS
CO (%) HC (p.p.m.) C0
2
(%)
Upstream of the cat al yt i c converter 0,4 H- 1 <600 ^ 1 2
Downstream of the catal yti c converter
^ 0, 35 <90 >13
Engine: fuel system
OO. i o
Bravo-Brava
I NTEGRATED EL ECTRONI C I NJ ECTI ON/ I GNI TI ON
SYSTEM COMPONENTS
El ectroni c control unit
Bosch 0.261.203.868
Butterfly casi ng
Bosch 0.438.201.523
TDC and rpm sensor
Bosch 0.281.002.102
Fuel vapour sol enoi d val ve
Bosch 0.280.142.300
Detonati on sensor
Bosch 0.261.231.007
Cool ant temperature sensor
Bosch 0.280.130.026
El ectri c fuel pump
Bosch 0.580.453.514
Lambda sensor
Bosch 0.258.008.688
Fuel filter Bosch
28 Print no. 506.670
Engine: fuel syst em
OO. i o
COMPONENTS OF I NTEGRATED EL ECTRONI C I NJ EC-
TI ON-I GNI TI ON SYSTEM
I.A.W.- IAF.13
I.A.W. - IAF.17 (*)
I.A.W. - IAF.23 ()
Absol ut e pressure sender uni t (barometri c capsul e) M.Marelli PRT 03/ 02
Fuel vapour control sol enoi d M.Mar el l i /SIEMENS EC1
Throttle case M.Marelli 54 CFA 26
Idle adjustment actuator B02/01
Injector M.Marelli IWP 001
Ai r temperature sender unit J AEGER ATS-04/ 01
Fuel pressure regulator M.Marelli RPM 40
Cool ant temperature sender unit J AEGER 401930-01
Top dead centre and rpm sensor J AEGER CVM 01
Throttle valve posi ti on sensor (potenti ometer) M.Marelli PF 1C
Dual relay acti vati ng fuel pump and i nj ecti on-i gni ti on
control unit BITRON NDRS 240 103/00
WALBRO MSS 071/ 03
Lambda probe NTK 0ZA112-A1
Fuel filter Bosch A.450.024.262
Ti mi ng sensor J AEGER SFA 200
Ignition coils COOPER BAE 92 OA
(*) For specific markets
( ) For version wi th automatic transmission
Copyright Fiat Auto IX-95 - Supersedes prev. version
2 9
Engine: fuel system
OO. i o
COMPONENTS OF I NTEGRATED EL ECTRONI C
I NJ ECTI ON- I GNI TI ON SYSTEM
| ^ ^ ( l
6
V
HITACHI MFI-0
Air f l ow meter (hot wi re)
HITACHI BX 106833
Injector
HITACHI GL 212264
Fuel pressure regulator
RPM 40/ 3 bar
Bosch 0.280.130.055
Electric fuel pump
WALBRO MSS 071/01
Lambda probe
NTK 0ZA112-A2
Fuel filter
G.M. 25121074
Idle actuator
HITACHI GL 326716
Throttle val ve position sensor (potenti ometer)
HITACHI GL 326686
Fuel vapour control sol enoi d
DELCO REMY 1997199
Power modul e HITACHI GE 107765
Top dead centre and rpm sensor
HITACHI GE 108101
Knock sensor
NGK KUE-03
Timing sensor
Bosch B.232.070.023
Throttle case
HITACHI GL 007582
30 X-95 - Supersedes previous version Publication no. 506.670/04
Bravo-Brava
Engi ne: fuel syst em
OO. i o
I NTEGRATED EL ECTRONI C I NJ ECTI ON/ I GNI TI ON
SYSTEM COMPONENTS
! 0 p 3 | 20V
Inj ect i on/i gni t i on system el ectroni c control unit
Bosch 0.261.203.994
Butterfly casi ng N.D.
Fuel pressure regulator Bosch 0.280.160.515
Inj ector Bosch 0.280.1 50.443
Idle adjustment actuator Bosch 0.280.140.553
El ect ri c fuel pump Bosch 0.580.453.408
Ai r fl ow meter Bosch 0.280.217.111
Fuel filter Bosch A.450.024.262
Butterfly valve posi ti on sensor (potenti ometer) Bosch 0.280.122.001
Cool ant temperature sensor Bosch 0.280.1 30.026
Lambda sensor Bosch 0.258.003.466
Fuel vapour sol enoi d val ve Bosch 0.280.142.300
Detonati on sensor Bosch 0.261.231.095
Hal l effect i nj ecti on timing sensor Bosch 0.232.101.026
Intake air temperature sender unit Bosch 0.280.130.073
TDC and rpm sensor Bosch 0.281.002.102
Engine
Bravo-Brava
OO. i o
CHARACTERI STI CS
TD
Cycl e
Ti mi ng
Type of fuel system
DI ESEL 4 stroke
si ngl e overhead camshaft
Indirect mechani cal i nj ecti on

Number of cyl i nders
1-0
Cyl i nder liner
(bore)
mm
82,6 N.D.
Stroke
mm
90 N.D.
\ Capac ity cc 1929 N.D.
= 9
Compressi on
ratio
21 0,5 N.D.
Total volume of combustion chamber
cc 24,11 N.D.
kW
(CV)
48
(65)
Max power EEC
rpm
4600
daNm
(kgm)
11,9
(12,1)
Max torque EEC
rpm 2000
N.D.
N.D.
N.D.
N.D.
32 Print no. 506.670
Bravo-Brava
Engine: typi cal curves
O O . i o
Nm kgm
CEEDIN
120-1
110
100-
90
J
1*1
11
10-
9
J
3000 4000 5000
rpm
Test Ti me Load
speed in on the
(rpm) mi nutes brakes
800- 1000 10' no load
1500 10' no load
2000 10' no load
Tes t bench cycl es of overhaul ed engi nes
During the .bench test of the overhaul ed en-
gi ne it is not advi sabl e to run t he engi ne at
maximum speed, but to st i ck to t he f i gures
gi ven in the tabl e; compl ete the runni ng in of
the engi ne in the vehi cl e.
Engi ne power cur ves obt ai ned by EEC met hod
The power curves illustrated can be obtai ned wi t h the engi ne overhaul ed and run i n, wi t hout a f an and
wi t h a si l encer and air filter fitted at sea l evel .
Engine: cylinder bl ock/cr ankcase, crankshaft and associ at ed components
OO. i o
L1 23,100 -s- 23,200
0 56,717 - 56,735
Mai n bearing supports
21,720 - 21,800
56,705 - 56,718
- 0
Cyl i nder bore
0
A
I F
~c
82,600 - 82,610 82,000 - 82,010
82,610 - 82,620 82,010 H- 82,020
82,620 - 82,630 82,020 - 82,030
X 15 10
3 3
82,520 - 82,555 81,930 - 81,940
82,530 - 82,540 81,940 - 81,950
82,540 - 82,550 81,950 - 81,960
Pi ston
0
0,4
3-1
Pi ston proj ecti on
0,367 + 0,832
Diff. in wei ght
between pi stons
5 g
3-1 S l
Pi ston
Cyl i nder bore
0,070 * 0,090 0,060 -s- 0,080
34 Print no. 506.670
O O . i o
TD
DESCRIPTION
Val ues in mm
H*
Gudgeon pin
housi ng
0 24,994 - 24,999 25,991 + 25,996
Piston ri ng
grooves
2,175 -5- 2,205 2,675 H- 2,705 (*)
2,010 - 2,030
3,020 - 3,040
0
24,987 H- 24,991 25,982 + 25,987
Gudgeon pin
0
0,2
4-3
Gudgeon pin - Housi ng 0,003 -5- 0,012 0,004 + 0,014
0
=4
2,075 - 2,095 2,575 - 2,595 (**)
1,978 - 1,990 1,970 - 1,990
2,975 - 2,990 2,975 - 3,010
Piston rings
0
0,4
0,080 - 0,130 <**)
5.3 ^ P Pi ston ri ngs
Pi ston ring grooves
0,020 - 0,052
0,030 - 0,065
0,020 - 0,060
0,010 - 0,065
0, 300- 0,500 0, 200- 0,400
^ Openi ng at end of
5-1 t j - f T piston ri ngs
in cyl i nder bore
0,300 - 0,500 0,250 - 0,500
0,250 0,500 0,250 -s- 0,500
(*) Measured at the 79.6 mm diameter (**) Measured 1.5 mm from outside edge
O O . i o
DESCRI PTI ON
Val ues in mm
Smal l end bush
or pin housi ng
0
2
Bi g end beari ng
housi ng
01 26, 939-26, 972
02 53,897 -i- 53,913
28, 939-28, 972
53,897 - 53,909
rence in wei ght between con rods 2,5 g
01 27,020 - 27,060 29,018 - 29,038
02 25,004 - 25,009 26,006 - 26,012
Smal l end bush
Gudgeon pin
Smal l end bush
0,013 - 0,022 0,019 - 0,030
7- 6 r ^
Smal l end bush
Bush housi ng
0,048 - 0,121 0,046 - 0,099
8
Mai n
j ournal s
01
_2
3
52,995 - 53,004 52,994 - 53,000
52,986 - 52,995 52,988 - 52,994
52,982 - 52,988
Crank
pi ns
02
A_
B_
C
50,796 - 50,805 50,799 - 50,805
50,787 - 50,796 50,793 - 50,799
50,787 - 50,793
_ L
L1
27,975 - 28,025
26.575 - 26.625
36 Print no. 506.670
Engi ne: cylinder bl ock/cr ankcase, crankshaft and associ ated components
O O . i o
TD
Crankshaft beari ngs
1,839 + 1,843
1,843 - 1,847
1,836 H- 1,840
1,839 + 1,843
1,842 * 1,846
0
<
0,254 - 0,508
9- 8 %g
Crankshaft bearings
Mai n j ournal s
0,027 -r 0,062 0,025 - 0,052
10
O) Big end
beari ngs
1,528 + 1,532 1,527 + 1,531
1,533 - 1,537 1,530 - 1,534
1,533 + 1,537
0
0,254 - 0,508
10- 8 ^ f
Bi g end bearings
Mai n j ournal s
0,028 - 0,061 0.030 - 0,056
11
Thrust
washer s
2,310 - 2,360 2,342 - 2,358
0,127
11- 8 Crankshaft end float 0,055 - 0.305 0,059 - 0,179
Di agr am showi ng f i t t i ng of connect i ng r od-pi st on
assembl y and di r ect i on of r ot at i on i n engi ne
1. Projection on pi ston crown
2. Area where matchi ng number of cyl i nder bore to
whi ch connecti ng rod bel ongs is stamped
The arrow shows the direction of rotation of the engi ne
as seen from the ti mi ng si de
O O . i o
DESCRI PTI ON
Val ues in mm
n
Val ve gui de bore in
cyl i nder head
0
13,950 -s- 13,977
HQ
45 5'
a
45 5'
Val ve seats
about 2.7
Camshaft bearing housi ngs in
cyl i nder head
0, 43,020 - 43,040
|j^
0
1 |j^
0
2 ||g4
p _i - i _j - i _J T_J T- i - i - J T_r T- j - ^
Lr T_n_r
- ,
-
j _
i -JT_n-
,
~i -n^
0, 25,545 -s- 25,570
0, 24,045 - 24,070
0, 43,020 - 43,040
L* 18,950 - 19,030
0 26,045 + 26,070
p_n_fL_H__n
:
L Camshaft supports
"0
19,100 - 19,150
n n n T L .
Tap. housi ng 0 37,000 - 37,025
(*) Measurement of cap
38 Print no. 506.670
OO. i o
TD
13
0 , ^3
8,022 + 6,040
Valve gui de
0,
14,040 + 14,058 14,010 + 14,030
0
2 M
0,05 - 0,10 - 0,25
1 3 - 1 2 ^
Val ve guide
Bore in cyl i nder head
0,061 -s- 0,108 0,033 - 0,080
14
01
0i
7,974 - 7,992
ft Li
HQ
0,
37,300 + 37,600
a
4530' 7'
Val ve
02
3
7,974 - 7,992
0,
33,300 - 33,600 30,900 - 31,200
a
4530' 7'
1 4 - 1 3 Val ve - Val ve gui de 0,030 - 0,066
1 6
Pi
36,69 -e- 39,63 daN
Hi
Val ve spri ng
i l l
H
1
36
H
2
55,91 - 60,82 daN
H,
26,5
0,
29,945 - 29,960
0,
25,500 H- 25,515
17
0, 24,000 - 24,015
0,
23,945 - 23,960
Camshaft beari ngs 19,100 - 19,200
J 0
0 26,000 - 26,01 5
19,250 + 19,330
E n g i n e : c y l i n d e r h e a d a s s e m b l y a n d v a l v e g e a r c o m p o n e n t s
O O . 1 0
DESCRIPTION
Val ues in mm
1 7 - 1 2 ^ f
radial 0,030 - 0,070
axial 0,070 - 0.250 0,100 - 0,230
17
HQ
9,7 8,5
Cam lift

9,7 8,5
. n ^J -U-IT-L
-l0k-
Tappet
0
36,975 - 36,995
19- 12 ^ p Tappet - Cyl i nder head 0,005 - 0,050
. n n r i T L
OA
U
L-l c u -
20 s ^ m m
S h i m
3,25 - 4,70
17- 20
cl ear ance for
ti mi ng check
Q
0,50
m
0,50
1
operational cl earance
e
0.30 ^ 0,05
pf f i i l P
l i i i i t l l

0,35 = 0,05
40 Print no. 506.670
Engi ne: cylinder head assembl y and valve gear components
OO. i o
DESCRIPTION DESCRIPTION Val ues in mm
2 1 a - 2 1 b Camshaft support s
p_r-i_r-i_rTjT_i-i_rT_rT-j^^ 0
23,990 - 24,01 5 -
29,990 + 30,015 -
17- 21 a Q p Camshaft
1 7 - 2 1 b Support s
0,030 - 0,070
3 2 - 1 2 ^
-9T j Vari ati on between an-
"S^^^L. t e-chamber pl ane and
j ^^B cyl i nder head pl ane
- 0,765 - 0,055 - 0,150 + -0,3
TIMING DIAGRAMS
' ' P4A023A01 lî^ A ^ - ^ ^ ^ ^ ^
Timing angles
A
Inlet e
opens before
TDC
10 N.D.
B
Inlet e
cl oses after
BDC
42 N.D.
C
Exhaust
opens before
BDC
50 N.D.
D
Exhaust
cl oses after
TDC
2 N.D.
X- 96 - Canc el s and r epl aces
41
Engine: lubrication - cool i ng system
Bravo-Brava
OO. i o
TD
LUBRICATION Val ues in mm
forced ci rcul ati on vi a lobe gear pump
wi t h cartridge filter in seri es
Oi l pump lobe gears
Pump operated through crankshaft
Oi l pressure relief val ve
i ncorporated in
crankshaft front cover
t
between pump casi ng
housi ng and driven
gear
0, 080-0, 186
J
-
between the upper si de
of the gears and the
pump cover
0, 025-0, 056
Full f l ow filter cartri dge
1
3, 43-4, 9 bar
Oil pressure relief val ve spring
6, 27-7, 06 daN
36
42 Print no. 506.670/10
Engine: cool i ng syst em
OO. i o
COOLING SYSTEM
j^^J TD
Cool i ng ci rcui t
cool ant circulation via centrifugal pump, radiator
and two speed electrical fan operated by t wo speed
thermostatic swi t ch
Water pump operation
P\ Thermal \ ^ ~ /
s ^ J swi t ch
through belt Water pump operation
P\ Thermal \ ^ ~ /
s ^ J swi t ch
1 st speed 2nd speed
Water pump operation
P\ Thermal \ ^ ~ /
s ^ J swi t ch
86+90C 90 - 94 C
111 to engage
U fan
ff^ f s t opj 81 - 85 C 85 - 89 C
openi ng 78 - 82 C
Engi ne cool ant
thermostat
m a x
Pen '
n
9
86 - 90 C
val ve travel ^ 7, 5 mm
Fitting cl earance between Oi p
impeller vanes and pump casi ng w k
0, 53-1, 37 mm
Press, for checki ng rad. water ti ghtness 0,78 bar
Pressure for checki ng cal i brati on of
exhaust val ve on expansi on tank cap
0,78 bar
FUEL SYSTEM
Fi ri ng order 1 - 3 - 4 - 2
Rotary type i nj ecti on pump L UCAS FT 05 N.D.
Injector L UCAS
LCR 6734 202D or LRC
6734 202D
N.D.
Nozzle holder type L UCAS
LCR 67342 or LRC 67342
N.D.
Nozzle type L UCAS
RDN OS DC6888D or BDN
OSDC 6888D
N.D.
Injector setting pressure
124- 131 bar (new)
116- 123 bar (run in)
N.D.
Injection pump operati on: wi t h
cyl i nder no. 1 piston at TDC (com-
pression stroke)
0 1 at TDC N.D.
Engi ne idle speed 780- 820 rpm N.D.
Maximum free runni ng engi ne speed 5100- 5200 rpm N.D.
Engi ne: fuel system
Bravo-Brava
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4 4 Print no. 506.670
Bravo-Brava Technical data
Engi ne: fuel system
OO.10
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45
Technical data Bravo-Brava
Engine: superchargi ng
OO.io
SUPERCHARGI NG Turbocharger operated by exhaust gases wi th wast e gate val ve and ai r/ai r heat ex-
changer (i ntercool er)
Turbocharger type
Garrett
Maxi mum superchargi ng pressure
N.D.
P4A046A01
CROSS SECTION OF TURBOCHARGER
46
Print no. 506.670
Bravo-Brava
Technical data
Cl ut ch
00.18
12V 16V 16V 20V D TD
Val ues in mm
Type
dry, si ngl e plate wi t h beari ng
Operati ng mechani sm diaphragm spring
Spri ng loading
daN 400 450 500 525 420 485
0,
190 200 215 230 200
0,
Li ni ng
130 137 145 155 137
215
145
Di st ance between
pedal in end of travel
posi ti on and rest posi -
ti on
15510 17010
Cl ut ch release mechani cal hydraulic mechani cal
Cl ut ch pump
0 operation
0
19,05
(3/4" )
Operati ng
0
0 cyl i nder
25,4
(1" )
47
Technical data
Gearbox and differential
00-21-27
Bravo-Brava
48 Print no. 506.670/70
Bravo-Brava
Technical data
00.21-27
DIFFERENTIAL
16V 16V 20V
^J ^ l Rati o cr own
fed* wheel & pi ni on
reduc.
3,886
(15/58)
3,353
(17/57)
3 , 3 5 3 ( 3 , 0 5 3 )
( 17/ 57)
( 1 9 / 5 8 )
3,562
(16/ 57)
15,112 13,107
13,107
(11, 934)
1 2,627
1*
[1
8,343 7,504
7,504
(6, 833)
7,971
5,722 5,096
5,096
(4, 640)
5,414
4,334 3,876
3,876
(3, 529
4,118
Ratio at the wheel s
3,487 3,256
3,256
(2, 964)
3,476
14,760 13,107
13,107
(11, 934)
13,924
Differential internal casi ng beari ng
coni cal roller beari ngs
Adj ustment of beari ng pre-l oadi ng by shi ms
Thi ckness of shi ms
0,05
mm
0,10 2,00 - 3,00
1,70-2,60
Interference to
obtain exact bear-
ing pre-l oadi ng
mm
bearings not pre-l oaded = 0,12
beari ngs pre-l oaded (350 daN) = 0,08
m
mm
<S0,10
Cl rnce btwn pl anet and satellite gears
n A*
0#>
do not carry
out any
adjustment
Adj ust , of cl rnce bt wn pl anet/satel l i te gears
by shi ms
do not carry out any ad
j ust ment
O * (f i
0
,
0 5
)
-*\ s r\ aoo r\-F chime ' * *
mm
0,80 - 1,25
French versions
Technical data
00.21-27
Bravo-Brava
50 Print no. 506.670
Bravo-Brava
Technical data
00.2127
DIFFERENTIAL
Ratio
crown wheel &
pinion reducti on
16/57
(3,562)
ND
n
j
Ratio at the wheel s
13,923 ND
7,972 ND
5,143 ND
3,665 ND
2,906 ND
13,923 ND
Differential internal casi ng bearing
coni cal roller beari ngs
Adjustment of bearing pre-l oadi ng by shi ms
mm o,05
1,70-2,60
mm o,07
1, 70-2, 89
n
fldgb
T
Interference to
obtain exact bear-
ing pre-l oadi ng
mm
Beari ngs not pre-l oaded = 0,12
beari ngs pre-l oaded (350 daN) = 0,08
If
f
Cl earance bt wn pl anet/satel l i te gears
mm
*S 0,10
Adjustment of cl rnce btwn pl anet /sat , gears
by shi ms
no adj ustment
is carried out
^ 0,05^ mm 0, 80-1, 25
Braking system
00.33
FRONT BRAKES
| &( 12V
f i EH| D
i SBl 16V
1^ 1 TD 75
W>
16V
4- ()
1^1 16V
1^ 1 TD 100
FRONT BRAKES
Val ues in mm
257
0
11,80 - 12,10 19,80 - 20,10
0
III L/lbCOl 1
11,10 18,55
0
1 v - < ^ al l owed 10,20 18,20
i|_s S " s < a o w e d
1,5
[LSJ ^0 Cal i per 0 54
^tSm^mmSa^z^. 0 Master cyl i nder
0
22,225 (7/8" )
o =r ^ ^ ^ ^ Brake servo
Iso-Vac 8"
pneumati c vacuum servo acti ng
on all four wheel s
y J Di st ance of hydraul i c
Q=S=oJ|k piston push rod l_
^ T P " ) from master cyl i nder
;
(
L support plate
22,45 - 22,65
( ) Wi th automatic transmission
REAR BRAKES
[3
180,00-180,25 203, 10-203, 40
[3
l |
0
Drum 0<[ >
s s
n 180,95 204,10
V ^ > al l owed 181,35 204,70
\^J y
S h o e s
s < ^ al l owed
1,5
^ j f ^ i e^ T" ^
I v y J Wheel cyl i nders 0
22,00
Load proportioning val ve acti ng on rear wheel s
Rati o (reducti on) 0,36
52
VI'96 - Cancels and updates
Print no. 506.670/07
Bravo-Brava
Technical data
Braki ng syst em
00.33
i s
20V
FRONT BRAKES Val ues in mm
0
Di sc
al l owed
283, 800284, 200
21, 900-22, 100
20,55
20,20
4^
Brake
pads
al l owed 1,5
( LF#
0 Cal i per
0
54
0 Master cyl i nder
(pump)
0 23,81 (15/16" )
Servo brake
I SO-VAC 8" +7"
pneumati c vacuum servo
acti ng on all four wheel s
iJ
Di stance of hydraul i c
piston push rod
from master cyl i nder
support plate
22,45 - 22,65
REAR BRAKES
-*-
s
0 240
]
Di sc
f
10,80 - 11,10
0
i
]
Di sc
10,10
^<C^ al l owed 9,20
II
- 1 *
Brake
pads
s < ^ al l owed 1,5
Cal i per 0 34
Load proportioning val ve acti ng on rear wheel s
Rati o (reducti on)
0,36
Technical data
Steeri ng
00.41
Bravo-Brava
ENGI NE TYPE
*
12V
|E21| n|S|
16V 161/
ENGI NE TYPE
20V D TD
Type
rack and pi ni on rack and pinion
power assi sted
r o
- T - I nn nf turns Innk
3,5
3
/ t o lock
Rati o I Wm
rack travel
142 0, 8 mm 142 1, 5 mm
/ + \
/ \ Turni ng
/ \ ci rcl e
10,4 m
f ( outer
*<^T 1 wheel
a 1
I J
31 30' 31 30' 30'
(
i n
"
e r
, a
2
0 4
. . V wheel
Steering angl e
v
-
37 20' 30' 38 1 5' 30'
^^^^f~ St eeri ng col .
wi th 2 uni versal j oi nts
(*) Hydraulic power steering available on request
54
Print no. 506.670/10
Bravo-Brava
Technical data
Wheel s
00.44
ENGINE TYPE
Wheel rim type
i i
| | Tyre inflation
NL pressure
S^s >
n
bar
ENGINE TYPE
Wheel rim type Radial, tubeless
type tyre
Front Rear
ENGINE TYPE
Wheel rim type Radial, tubeless
type tyre
average
load
heavy
load
average
load
heavy
load
|CS3|12V
5 % J x U " - 32
5
1
/
2
J x 14" - 37
165/ 65 R14 78T ( )
175/ 65 R14 82T
2,2 2,3 2,2 2,5
Brava
l ev
5 y
2
J x 1 4 " - 37
6J x 14" _ 43
5
1
/
2
J x l 4 " - 37
175/ 65 R14 82T
185/ 60 R14 82H
185/ 60 R14 82H
2,2 2,3 2,2 2,5
Bravo
6J x 14" _ 43
185/ 60 R14 82H 2,2 2,3 2,2 2,5
Brava
5%J x 14" - 37
6J x 14"_ 43
175/ 65 R14 82H
185/ 60 R14 82H
2,2 2,3 2,2 2,5
Bravo
6J x 14" _ 43
6J x 15" - 40
6J x 15" - 40
185/ 60 R14 82H
185/ 55 R15 8 1 V( B )
195/ 50 R15 82V ( )
2,2 2,3 2,2 2,5
i^pi 20v Bravo
6J x 15" - 49
6 J x 1 5 " - 49
195/ 55 R15 84V
205/ 50 ZR15 ( )
2,5 2,7 2,2 2,4
5
1
/
2
J x 14" - 37 175/ 65 R14 82T 2,3 2,3 2,2 2,5
Brava
5%J><14" - 37
5%J x 14" - 37
6J x 14" - 43
175/ 65 R14 82T
185/ 60 R14 82H
185/ 60 R14 82H
2,3 2,3 2,2 2,5
Bravo
5
1
/
2
J x 14" - 37
6J x 14" - 43
175/ 65 R14 82T
185/ 60 R14 82H
2,3 2,3 2,2 2,5
SPARE WHEEL (*)
4 B X 1 4 " - 43
4 B x l 5 " - 35
105/ 70 R14 84M
115/ 70 R15 90M
4, 2
(*) Speed limit: 80 km/h
( ) Only for versions wi th mechanical steering
( ) Not to be used with chains because it could interfere wi th the wheel arch
I I I -96 - Canc el s and r epl aces 55
Technical data
Wheel s
Bravo-Brava
00.44
WHEEL GEOMETRY
unl aden car ( )
camber (**)
caster (**)
Front
suspensi on
toe in
front wheel
offset A
- 7' 30'
-33' 30' (onl y for Bravo 1998)
-9' 30' ( )
330' 30'
250' 30' ( #)
218' 30' ( )
-1 - 1 mm
camber (**)
in
-1 030'
046' 30' (from chassi s no. 4.050.320)
Rear
suspensi on
toe in
r )
-2,5 - 1,5 mm
0 - 4 (from chassi s no. 4.050.320)
rear wheel thrust
angl e A
(**) Angl es cannot be adjusted
( ) Wi th tyres inflated to the correct pressure and vehi cl e in runni ng order wi th 5 litres of fuel
( ) Angul ar val ues whi ch cannot be adj ust ed, used for the correct al i gnment of the vehi cl e
( ) Versi ons wi th power assi st ed steeri ng and for Bravo 1998
( ) For versi ons wi th 1910 TD 75 engi ne
56
Print no. 506.670/10
Front suspensi on
00.44
Fr ont suspensi on i ndependent, Mac Pherson type wi th steel track control arms anchored to an auxi l -
iary cross member. Offset coi l spri ngs and doubl e acti ng t el escopi c shock abosrbers. Ant i -rol l torsi on
bar.
Coil spri ngs
4Aim /m\
ijpliev
ENGI NE TYPE ten*.
ijpliev
ENGI NE TYPE %
jgpfft i2v
ijpliev
j^m-r 20V
Diameter of wire mm 12,20,05
12,5 0,05
(12,70,05)*
13,2 0,05
Number of turns 3,75
Direction of coil clockwise
Height of spring released mm 449,2 (461)* 461 (454)* 404,5 (419,6)*
/ 303 - 335 daN
(320,5 - 346,5 daN)*
m m 192 -
Height of spring
under a load of:
/ 340 - 368 daN
\ (352 - 382 daN)*
m m - 192 -
I 344 daN
V (369 daN)*
m m
- 192
The springs are subdivided into two cate-
gories, identifiable by a mark
/ 319 daN
I (333,5 daN)* height of mm >192
yellow (1) for J
those under \
a load of: 1
354 daN
(367 daN)* height of mm
- >192 -
yellow (1) for J
those under \
a load of: 1
344 daN
(369,2 daN)*
h e i
9ht of mm
- - >192
f
319 daN
(333,5 daN)*
h e i
9ht of mm
s?192 - -
green (1) for F
those under \
a load of: J
354 daN
(367 daN)* height
o f m m - ^192 -
green (1) for F
those under \
a load of: J
344 daN
(369 daN)* height of mm
- - <192
(1) Springs of the same category must be fitted.
(*) For vehicles with air conditioning.
( ) For versions with automatic transmission, see the third volume.
Shock absorbers
Type: telescopic, double acting
(low pressure gas)
WAY - ASSAUTO
Open (start of damping action) mm
518 2,5 511 2,5
Closed (metal against metal) mm
361 2,5 354 2,5
Travel mm 157 157
Stabilizer bar
Diameter of stabilizer bar
mm
22 23
Copyright by Fiat Auto VI-96 - Cancels and replaces 57
Technical data
Front suspensi on
00.44
Bravo-Brava
Coil spri ngs
Diameter of wi re mm 12, 50, 05(12, 70, 05)* 12, 70, 05(12, 90, 05)*
Number of turns 3,75 3,75
Di recti on of coi l cl ockwi se
Height of spri ng released mm 461 (454)* 454 (449)*
( 340 368 daN
Hei aht of spri ng J (352 382 daN)*
m m
192 -
under a load of: ) 352 382 daN
V. (366 396 daN)*
m m
- 192
The spri ngs are subdi vi ded into two cat e-
gori es, identifiable by a mark
yel l ow (1) for f 1* height in mm
t h c c under ^
( 1
>192
a l oad of: (
(
M7d aN
# h e i
g h t in mm
- >192
green (1) for ( ^ n A n * height in mm
thn<*e under >
( 1
^ 192 -
a toad of: (
(
| 67d
a
N_
h e i g h t i n m m
- <192
(*) For vehicles with air conditioning
Shock absorbers
(low pressure gas)
WAY - ASSAUTO
Open (start of damping action) mm
518 2,5
361 2,5
Travel mm
157
Stabilizer bar
Diameter of stabilizer bar mm 23
58
VI-96 - Cancels and replaces
Print no. 506.670/07
Rear suspensi on
00.44
Rear suspension i ndependent wi t h cast iron track control arms. Coi l spri ngs and shock absorbers wi t h
vul cani zed bushes. Anti -rol l torsion bar. Rigid H shaped auxiliary frame made up of a transverse tubul ar
el ement and two pressed side members connect ed to it.
Coil spring
BRAVO
VERSIONS BRAVO tea) BRAVA
2 0 V
Diameter of wire
m m
11, 50, 05
(11,90,05)*
11,60,05 11, 90, 05
Number of turns 4, 75(5)* 4,25 5
Direction of coil clockwise
Height of spring released mm 311 (309)* 291 309
/ 270 - 298 daN
1 ( 286- 316 daN)*
m m 194 - -
Height of spring J 258,4 + 285,6 daN mm
under a load of: \
- 194
I 286 - 316 daN mm
- - 194
The springs are subdivided into two cate-
gories, identifiable by a mark
/ 284 daN . . . , .
( (301 da)*
h e i g h t o f m m
>194
yellow (1) for J
those under \ 272 daN height of mm
- >194 -
a load ot: 1
( 301 daN height of mm
- - >194
/ 284 daN
( (301 da)*
n e
' 9
h
t
o f m m <194 - -
green (1) for 1
those under \ 272 daN height of mm
t i
- SS194 -
a load or: 1
1 301 daN height of mm
- - c194
(*) For 1910 TD vehicles wi th air conditioning and 1581 16v vehicles with automatic transmission, air conditioning and
ABS.
Shock absorbers
(low pressure gas)
WAY - ASSAUTO
Open (start of damping action) mm 322,5 2 312 2 322,5 2
223 2 223 2 223 2
Travel mm
99,5 89 99,5
Anti-roll bar
Diameter of anti-roll bar mm 17 19 17
VI -96 - Cancels and replaces
59
El ect ri cal equipment
00.55
l^3)l6V 20V
STARTER
MOTOR
M. Marelli E80E-12V-0, 9KW
(M. Marelli E80E-12V-1 KW)*
M. Marelli
M70R- 12V- 1, 4kW
(wi th reduction gear)
Bosch ( )
0 74,5-1,1/1,2
M. Marelli
M70R-12V-1,4kW
(wi th reducti on
gear)
ALTERNATOR
M. Marelli
A115I - 14V- 38/65A
M. Marelli
A115l - 14V- 45/85A()
M. Marelli
A115I -14V-40/ 75A
M. Marelli
A127I R- 14V- 50/ 85A( #)
M. Marelli
A1271-14V-50/85A
VOLTAGE
REGULATOR
BUI LT IN ELECTRONI C
BATTERY
12V-40Ah-200A 12V-50Ah-250A 12V-60Ah-380A
IGNITION
SYSTEM
Bosch SPI
Monomotronic
integrated electronic
injection/ignition
Weber-Marelli I.A.W.
MPI integrated
electronic
injection/ignition
HITACHI MPI
injection/ignition
system
Bosch MPI Motronic
injection/ignition
IGNITION
COIL
Bosch
0.221.503.407
Cooper
BAE 920
HITACHI
GE 212331
Bosch
0.221.504.006
SPARK PLUGS
NGK BKR 6EKC
GOLDEN LODGE 2HLDR
CHAMPI ON RC8BYC
NGK BKR 6EHC
CHAMPI ON RC7BMC
GOLDEN LODGE 2HLDR
CHAMPION RC8BYC
CHAMPI ON RC7BMC
( ) For vehicles equip ped wi th air conditicnir
9
(*) For 1581 16vversion wi th automatic transmission
( ) From chassis no. 4366551 and n 6051091
60
XI-97 - Cancels and replaces Print no. 506.670/13
El ect ri cal equipment
00.55
STARTER MOTOR
M. Marelli
E 95RL - 12V - 2,2 kW
(wi th reducti on gear)
M. Marel l i
E 95RL - 12V - 2,2 kW
(wi th reducti on gear)
Bosch
078, 5-2, 00/ 12 ( )
ALTERNATOR
M. Marelli
A 1151 - 14V - 38/ 65A
M. Marelli
A 1151 - 14V - 45/ 65A( )
M. Marel l i
A 1151 - 14V - 40/ 75A
M. Marel l i
A 127IR - 14V - 50/ 85A ( )
VOLTAGE REGULATOR Built in el ectroni c
BATTERY 12V - 60 Ah - 380A
PRE-HEATING ELECTRONIC
CONTROL UNIT
SI PEA 2961
BITRON CCD 48C
(Bosch 0.281.003.004)
SI PEA 2904
BITRON CCD 47uP/ F2
INJECTION ADVANCE
ELECTRONIC CONTROL
UNI T( B )
-
LUCAS 41000087 - 101
EGR ELECTRONIC CONTROL UNIT
U ) -
MARELLI MCR 108A
MARELLI MCR 109A ( )
HEATER PLUGS
CHAMPION CH 68
BERU 0.100.221.145
BOSCH 0.250.201.005
M. Marelli UX 2A
BERU 0.100.226.249
( ) For vehicles equipped with air conditioning
( ) For vehicles wi th 1910TD 100 engine
( A ) For vehicles wi th 1910 TD 75 engine
( ) From chassis no. 4364699
XI-97 - Cancels and replaces
61
Technical data
El ect ri cal equipment: starti ng
Bravo-Brava
00.55
STARTER MOTOR
112 V
16V 20V TD
Type
M. Marelli
E80-12V-0,9 kW
(E80E-12V-1kW)
M. Marelli
M70R-12V-1, 4 kW
(with reduction gear)
M. Marelli
E95RL-12V-2,2 kW
Vol tage V 12
Nominal power kW 0,9 (1) 1,4 2,2
Rotati on, pinion si de cl ockwi se
No. of pol es 4 4
Field coi l seri es series - parallel
Engagement free wheel
Operati on sol enoi d
End float of armature shaft mm 0,1 - 0,5 (0,15 - 0,45) 0,15 - 0,45
Data for bench t est
Operati ng test (*):
current A
speed rpm
vol tage V
torque devel oped daNm
180 (200)
1720 (2200)
9,5 ( 9, 8- 10)
0,37 (0,38)
360 - 380
1150
8,15
1,30
600
1400
7,9
1,6
Engagement test (*):
current A
vol tage V
torque devel oped daNm
324 (440)
7,1 (7,6)
^ 0, 97 (^ 1, 25)
680 - 700
4,9
3,11
1110 - 1150
4,4 - 4,6
^ 3, 9
Free runni ng test (*):
current A
vol tage V
speed rpm
40 ( 44- 48)
l l
(
4 (11, 4- M1, 5)
8500 - 9000 '
(11400-12300)
60 - 80
4,9
4040
120 - 140
11
4500 - 4750
Relay
( pull in Q.
Wi ndi na resi stance 1
0,30 - 0,32 (0,32) 0,33 - 0,37 0,23 - 0,27
n \
1 hold in Q
1, 2-1, 3 (1,09) 1, 13- 1, 27 0,93 - 1,07
Lubrication
Internal spl i nes and shaft bushes VS
+
SAE 10 W
Sl eeve and intermediate di sc
TUTELA MR3
(*) Data obtained at an ambient temperature of 20C.
The data in brackets refers to the starter motor fitted on the 1581 version wi th automatic transmission.
N O T E When overhauling it is not necessary to under the insulator between the commutator bars
62
V l
"
9 6

C a n c e l s a n
d replaces
P r j n t n o 50
6.670/13
El ect ri cal equipment: rechargi ng
00.55
ALTERNATOR
l ^l 12V
tea D
ifpi DC)
iSfc 16V
16V
j^Pl TD
20V
@t 16V ()
ljP16V()
TD ()
Type
M.Marelli
A115I -14V-38/65A
M.Marelli
A115I -14V-40/65A
M. Marelli
A115I-14V-40/75A
M.Marelli
A127IR-14V-50/85A
Nominal vol tage
V 14
Maxi mum current A 65 65 75 85
Nominal current
at 1800 rpm
rpm 38 45 40 50
Nominal current at
6000 rpm
A
65 65 75 85
Fi el d wi ndi ng resi stance
between the sl i p rings
n
O 2,4 2,587--2,613
Direction of rotation
(seen from control si de)
cl ockwi se
Di ode rectifiers
bridge
( ) For vehicles equipped wi th air conditioning
VOLTAGE REGULATOR
Built in el ectroni c
Type RTM 151 A RTM 151 B
Alternator speed for
test
r p m
7000
Thermal stabi l i zati on .
current
-
Test current A -
Regulation vol tage (*) V 14, 3-14, 6
63
El ect ri cal equipment: el ectroni c injection/ignition
00.55
INTEGRATED ELECTRONIC INJECTION/IGNITION
CONTROL MODULE
Make Bosch 0.261.203.868
Firing order 1 - 3 - 4 - 2
IGNITION COIL WITH 4 HIGH TENSION SOCKETS
Make Bosch
Type 0.221.503.407
Ohmi c resi stance of primary wi ndi ng at 20C Q 0,45 - 0,55
Ohmi c resi stance of secondary wi ndi ng at 20C Q 12000 - 14600
TDC AND RPM SENSOR
Make and type Bosch 0.281.002.102
Sensor wi ndi ng resi stance at 20 C Q 486 - 594
Di stance (gap) between the sensor and
the crankshaft pulley teeth
mm 0,8 + 1,5
ADVANCE ON ENGINE
With engi ne idling (850 50 rpm) N.D.
SPARK PLUGS
Make and type
NGK BKR6EKC
Make and type
GOLDEN L ODGE 2HLDR
Thread M 14x1, 25
El ectrode gap
mm 0,8
64 Print no. 506.670/07
Bravo-Brava
Technical data
El ect ri cal equipment: injection - el ectroni c ignition
00.55
INTEGRATED ELECTRONIC
INJECTION-IGNITION SYSTEM
Type I.A.W. M.P.I WEBER - MARELLI
Firing order 1-3-4-2
INJECTION-IGNITION CONTROL UNIT
Make and type I.A.W. - 1AF.13
COIL WITH 4 HIGH TENSION OUTLETS
Type M. Marelli
Code BAE 920 A
Resi stance of primary wi ndi ng at 20C Q 0.580
Resi stance of secondary wi ndi ng at 20C Q 9100
SPARK PLUGS
Make and type
NGK BKR6EKC
GOLDEN LODGE 2HLDR
Thread M 14x 1. 25
El ectrode gap mm 0.8
TOP DEAD CENTRE AND RPM SENSOR
Type J AEGER
Code CVM 01
Sensor wi ndi ng resi stance Q 575 - 750
Gap between sensor and crankshaft pulley teeth _
r
mm 0.5-1.5
ADVANCE ON ENGINE
With engine idling 800 30 rpm 10
Copyright Fiat Auto 65
El ect ri cal equipment; el ectroni c injection-ignition
00.55
INTEGRATED ELECTRONIC INJECTION-IGNITION
SYSTEM
Type HITACHI MFI - 0
Firing order 1 - 3 - 4 - 2
IGNITION COIL (1 FOR SPARK PLUG)
Type HITACHI
Code GE 212331
Ohmi c resi stance of primary wi ndi ng at 20C Q 0.495 - 0.605
Ohmi c resistance of secondary wi ndi ng at 20C Q -
RPM AND TOP DEAD CENTRE SENSOR
Make and type HITACHI GE 1 0 8 1 0 1
Sensor wi ndi ng resi stance 0. 5 1 3 - 627
Di st ance (gap) between sensor and
crankshaft pulley tooth
mm 0 . 4 - 1 . 2
KNOCK SENSOR
Make and type NGK KUE-03
TIMING AND CYLINDER RECOGNITION SENSOR
Make and type Bosch B 232.070.023
ADVANCE ON ENGINE
With engi ne idling ( 85050/ mi n) 1 0 5
SPARK PLUGS
Make and type
NGK BKR6EKC
Champi on RC7BMC
Gol den Lodge 2HLDR
Thread M 1 4 x 1 . 2 5
El ectrode gap mm 0.8
66 X-95 Supersedes previous version Publication no. 506.670/04
El ect ri cal equipment: el ectroni c i nj ecti on/i gni ti on
00.55
INTEGRATED ELECTRONIC INJECTION/IG-
NITION SYSTEM
Make Bosch 0.261.203.994
Firing order 1 - 2 - 4 - 5 - 3
IGNITION COIL (1 PER SPARK PLUG)
Make Bosch
Type 0.221.504.006
Ohmi c resi stance of primary wi ndi ng at 20C Q 0,4
Ohmi c resi stance of secondary wi ndi ng at 20C Q 8500
TDC AND RPM SENSOR
Make and type Bosch 0 . 2 8 1 . 0 0 2 . 1 0 2
Sensor wi ndi ng resi stance at 2 0 C Q 774 - 946
Di st ance (gap) between the sensor and the
crankshaft pulley teeth
m m 0, 8 + 1, 5
DETONATION SENSOR
Make Bosch
Type 0.261.231.095
SPARK PLUGS
Make and type
CHAMPION RC7BMC
Thread
M 1 4 x 1 , 2 5
El ectrode gap mm 0, 8
Copyright by Fiat Auto X-95 - Cancels and replaces 67
Speci al tool s
00.A
To o l
n u mb er
D E S C R I P T I O N O F T O O L
E N G I N E T Y P E
To o l
n u mb er
D E S C R I P T I O N O F T O O L
01
12V
0
16V
01
16V
20V
0i
D
0
TD
ENGINE
1850132000
Spanner (13 mm) , wi t h 112" socket , for r emovi ng i nl et mani -
f ol d f i xi ngs
m
1850167000 Spanner (13 mm) for f uel i nj ect i on pump secur i ng scr ews

1850184000 Spanner for r emovi ng and refi tti ng spark pl ugs
1852128000 Tool for r emovi ng and refi tti ng i nj ect or s
1852138000
Spanner for adj ust i ng i nj ect or pi pe pr essur e connect or s
1852147000 Spanner for r emovi ng cyl i nder head
1852154000 Spanner , 1/2" socket , for cyl i nder head f i xi ng bol t s
1852157000 Spanner , 1/2" socket , for cyl i nder head f i xi ng bol t s
1852159000 Spanner for r emovi ng-r ef i t t i ng bel t t ensi oner
1852161000 Spanner for phase t ransf ormer
1852162000 Spanner for al t ernat or pul l ey
1860054000
Drift ( 0 22 mm) for r emovi ng and refi tti ng connect i ng rod
pi n bush

1860183000
Pl i ers ( 0 75- 110 mm) for r emovi ng and refi tti ng pi st on ci r -
cl i ps
1860251000 Drift for r emovi ng gudgeon pi n f rom pi st on
1860303000
Tool for fi tti ng gudgeon pi n ci r cl i ps on pi st on

1860313000
Drift for fi tti ng oi l seal on val ve gui de
1860395000
Drift for r emovi ng val ve gui de
1860443000
Pressure l ever for i nsert i ng t ool for ret ai ni ng t appet s whi l st
adj ust i ng val ve cl ear ance

68
Print no. 506.670/07
Speci al tool s
00.A
ENGINE TYPE
Tool
number
DESCRI PTI ON OF TOOL
t i n
12V 16V 16V 20V D TD
1860443000 Tool for tensioning timing belt
1860454000
Drift for fitting oil seal on valve guide

1860460000 Drift for fitting valve guides
1860470000 Tool for supporting cylinder head whilst overhauling
1860486000
Drift for fitting valve guides
1860490000
Tool for retaining valve leakage test equipment 1895868000
(to be used with 1860470000)

1860644000
Tool, valve removal and refitting (to be used wi th
1860877000 and 1860804000)

1860644000
Tool for removing and refitting valves (to be used wi th
1860322000)

1860644000
Tool for removing and refitting valves (to be used wi th
1860749000)

1860647000 Flywheel lock (at the bench)

1860650000
Drift ( 0 25 mm) for removing and refitting small end bush

1860662000
Tool for removing cartridge oil filter or fuel filter

1860666000
Tool for retaining camshaft whilst removing and refitting side
supports
1860700000
Band ( 0 60-125 mm) for introducing normal and oversize
pistons in cylinders
1860724000 Tool for retaining tappets whilst replacing shims

1860745100
Tool for tensioning toothed belts (to be used wi th specific
tools)
1860745200
Tool for timing system toothed belt tensioning (to be used
wi th 1860745100)
Vl-96 - Cancels and replaces
69
Speci al tool s
00.A
ENGINE TYPE
Tool
number
10
12V 16V
0
16V
0
20V D
0
TD
1860749000
Support for cylinder head whilst removing and refitting valves

1860757000
Tool for removing cartridge oil filter
1860758000
Tool for removing cartridge oil filter
1860765000
Tool for retaining toothed pullies and injection pump drive
pulley

1860766000 Flywheel lock
1860790000
Lever for removing and refitting valves (to be used wi th
1860786000- 1860787000- 1860788000- 1860789000)

1860810000
Dummy spark plug for ante-chamber (to be used when refit-
ting ante-chamber fixing bush)
1860812000 Tool for refitting valve guides
1860813000
Guide for fitting oil seal on valve guides
1860814000
Drift for fitting oil seal on valve guides

1860815000 Adaptor for rotating crankshaft
1860816000 Drift for fitting oil pump gasket
1860817000
Tool for centering crankshaft cover gasket

1860818000 Tools for camshaft timing
1860821000 Tool for removing small end bush
1860822000 Tool for timing oil pump
70
Print no. 506.670/07
Speci al tool s
00.A
ENGINE TYPE
Tool
number
l^^l
12V 16V
l^9t
16V
tap
20V D TD
1860824000
Tool for introducing camshaft gasket

1860831000 Spanner for rotating timing pullies

1860833000
Spanner for removing-refitting oil sump

1860834000
Spanner for removing-refitting oil sump

1860835000
Tool for extracting oil seal on valve guide

1860836000
Tool for locking rotation of crankshaft

1860844000
Tool for fitting gasket for camshaft, inlet side

1860845000
Spanner for tensioning timing belt

1860846000 Flywheel lock (operations at the bench)

1860848000 Spanner for camshaft pulley, exhaust side

1860856000
Spanner for timing pulley, inlet side

1860859000
Supports for removing-refitting power unit (to be used wi th
1860860000)

1860859001
Connecting bracket for removing-refitting power unit (to be
used wi th 1860859000 and 1860860000)

1860859002
Adaptor for removing-refitting power unit (to be used wi th
1860859000 and 1860860000)

1860859003
Adaptor for removing-refitting power unit (to be used wi th
1860859000)

1860860000 Support for removing-refitting power unit
1860874000 Tools for camshaft timing
71
Technical data
Speci al tool s
Bravo-Brava
00.A
Tool
number
ENGINE TYPE
Tool
number
I0I
12V 16V
0
16V
0
20V
lfEX3|
0
0
TD
1860875000
Tools for camshaft timing
1860876000 Tool for tensioning timing belt
1860877000 Tool for removing valves
1860878000
Tool for fitting crankshaft front cover gasket

1860879000
Grip for tool for fitting crankshaft rear cover gasket

1860880000
Tool for fitting crankshaft rear cover gasket (to be used wi th
1860879000)

1860881000
Tool for fitting crankshaft rear cover gasket (to be used wi th
1860879000)

1860882000
Tool for fitting camshaft cover gasket and auxiliary shaft cov-
er

1860883000 Pin for centering ante-chamber
1860884000
Spanner for removing-refitting combustion ante-chamber

1860885000
Spanner for rotating camshaft pullies (to be used with
1860831001)

1860886000
Tool for extracting injection pump pulley
1860887000 Tool for positioning rpm sensor
1860892000 Tool for timing camshafts
1860893000 Spanner for fuel pump cover
1860895000 Vertical support for dial gauge for detecting T.D.C.
1860896000 Graduated disc for engine ti mi ng
1860898000 Flywheel lock (on vehicle)
72 VI-96 - Cancels and replaces Print no. 506.670/07
Speci al tool s
00.A
ENGINE TYPE
Tool
number
01
12V
01
16V
0|
16V
lujjjljl|
20V
D TD
1860899000 Tool for timing camshaft
1860901000 Tool for positioning T.D.C.
1860905000 Tool for positioning T.D.C.
1861001011 Pair of brackets for fixing engine to rotating stand
1861001039
Pair of brackets for fixing engine to rotating stand
1861001041
1861001042
1865091000
Tool for checking injection pump advance
1867019000
Drift for removing and refitting bush in crankcase for oil pump
drive gear


1867030000 Flywheel lock (on vehicle)

1870404000
Support for dial gauge for measuring cylinder liner recesses or
projections

1890385000 Reamer for valve guide openings

1895762000
Dynamometer for checking auxiliary shaft drive belt tension

1895868000 Valve leakage test equipment

1895890000
Fuel pump delivery pressure gauge wi th unions

1895897000
Graduated disc for angular tightening of cylinder head fixing
nuts

Copyright by Fiat Auto VI-96 - Cancels and replaces 73
Speci al tools
00.A
ENGINE TYPE
Tool
number
10
12V
101
16V
0
16V
tea)
20V D
01
TD
1895942000
Graduated disc for angular tightening of cylinder head fixing
nuts

1896245000
Gauge to check valve stem height after valve seat grinding

CLUTCH
1870081000 Guide pin for centering clutch disc
1870447000 Guide pin for centering clutch disc
1875086000
Guide pin for centering clutch disc
GEARBOX-DIFFERENTIAL
1842133000
Tool for removing differential bearing and gearbox gear

1842134000 Tool for removing gearbox gears and hubs
1845028000 Reaction tool for removing differential bearings
1845057000
Tool for removing bush for lay shaft 5'h speed gear

1845062000
Tool for removing constant velocity joint from front wheel
drive shaft (to be used wi th 1847017001)

1847017001 Mass (to be used with 1860889000)
1847017004
Plate for extracting flanged shaft from planet gear (to be used
with 1847017001)

1847056000
Tool for extracting differential output shafts
1850132000
Spanner for bolts fixing differential casing cover

1850113000 Spanner (12 mm) for gearbox oil drain plug
(*) Tools for Aisin automatic gearbox
74
Print no. 506.670/07
Speci al tool s
00.A
ENGINE TYPE
Tool
number
0
12V
16V
01
16V
20V D
0
TD
1855035000 Spanner (19 mm) for removing and refitting gearbox
1860691000
Drift for removing and refitting gear hardening ball plug
1860851000 Cross member for removing-refitting gearbox

1860851001
Transverse adaptor for removing-refitting gearbox (to be
used with 1860851000)
1860870000 Connector for checking line pressure
(*)
1860873000 Bracket for removing-refitting gearbox
(*)

1860889000
Two- way connector for mass (to be used wi th 1847017001)
o

1870007000
Universal handle
1870152000
Drift for fitting hubs and gears on main and lay shafts

1870419000
Tool for fitting main shaft gasket on bell housing (to be used
wi th 1870007000)
1870448000 Tool for fitting front bearing inner race

1870469000
Tool for fitting differential bearing (to be used with
1870007000)
1870478000
Tool for fitting 4'h speed gear bush and rear bearing

1870629000
Drift for fitting differential casing cover gasket (to be used
wi th 1870007000)
(*)
1870630000
Drift for fitting differential casing gasket (to be used with
1870007000)
1870631000
Drift for fitting main and lay shaft bearings and gears
1870632000 Drift for fitting bearings

(*) Tools for Ai si n automatic gearbox
75
Speci al tools
00.A
ENGINE TYPE
Tool
number
12V 16V
01
16V
20V
| E E S |
D
01
TD
1870633000
Drift for fitting clutch release shaft bush

1871001014
Support for gearbox-differential unit whilst overhauling (to
be fitted to 1861000000 or 1871000000)

1874140005
Pair of tools for staking gearbox shaft nuts (to be used wi th
1874140001)

1874541000
Tool for fitting differential bearing outer race

1875016000
Drift to fit gasket on axle shaft flange
1875017000
Tool to remove and refit differential bearing rings (to be used
with 1840005003)

1875088000
Drift for fitting main and lay shaft bearings

1881124000
Pliers for adjusting main and lay shaft rear bearing circlips

1895411000
Pipe and 1 / 4" connectors for checking automatic gearbox oil
pressure
1895424000
Pressure gauge ( 0- 25 bar) for checking automatic gearbox
oil pressure
n
1895655000
Tool to select differential bearing adjusting shims (to be used
with 1895884000)

BRAKES
1856132000
Spanner (10-11 mm) for adjusting brake fluid pipe unions
1856133000
Spanner for adjusting rear brake caliper self-adjusting device

1872273000
Set of tools to hold cylinder pistons when installing brake
shoes

1895899000
Vacuum gauge wi th connectors for checking operation on
vehicle of vacuum pump
\

1895901000 Tool for adjusting position of load proportioning valve
(*) Tool s for Aisin automatic gearbox
Bravo-Brava
Technical data
Speci al tool s
00.A
Tool
number
ENGINE TYPE
Tool
number
12V 16V 16V 20V D TD
STEERING
1847035000 Puller for steering rod ball pins
1860888000
Tool for removing-refitting bearing for power steering pump
support

SUSPENSION
1845028000
Tool for removing front hub bearing inner race from flange (to
be used wi th 1840005003, 1840005302 and 1840005400)
1847014000 Percussion extractor for wheel hub caps
1874551000
Tool for retaining front shock absorber stem whilst adjusting
fixing nut
1874555000
Pneumatic tool for compressing suspension springs when re-
moving shock absorber
1875055000
Drift to fit front wheel hub bearings (to be used wi th
1870007000)
1875059000 Drift for fitting rear wheel hub caps
ELECTRICAL EQUIPMENT
1860893000
Tool for removing fuel gauge ring nut
1860897000 Tool for extracting radio
BODYWORK
1860890000 Spanner for removing-refitting door hinges
1878034000 Tool for removing wi ndow opening handles
1878077000
Tool for removing door panel or fixing buttons
1878080000
Tool for positioning door check strap whilst refitting flexible
retaining pin (to be used wi th 1878081000)
1878081000
Pliers for removing-refitting door check strap flexible retain-
ing pin (to be used with 1878080000 whilst refitting)
77
Technical data
Speci al tools
Bravo-Brava
00.A
Tool
number
ENGINE TYPE
Tool
number
If f l i
12V 16V
0)
16V
lga>
20V
| QI S|
D TD
ORDINARY TOOLS
1840005000
Universal extractor
1840206000
Percussion extractor (to be used wi th specific tools)
1846017000
Base for puller half-rings
1847017001
Percussion extractor (to be used wi th specific tools)
1861000000
Rotating stand for overhauling engine (also used for gear-
boxes and differentials)
1861000001
Pair of sections for brackets supporting the engine on rotating
stand 1861000000
1870007000 Universal handle
1870404000
Support for measuring recesses and projections (to be used
wi th 1895881000)
1871000000
Rotating column for overhauling gearboxes and differentials
1876048000
Extractor for MI NI HYLOK CONTACT (MHF) 0 2,15 mm
type terminals
1881138000 Adjustable plires for pipe restricting bands and tabs
1882002010
Tool panel to be fixed to wall or stand 1882003000 (with
hooks)
1882003000 Stand to hold two tool panels
1882011000 Set of additional hooks (50) for tool panel
1895113000
Dial gauge (0,05-0,10...0,80 mm) for checing various clear-
ances
1895881000
Dial gauge to be used wi th specific tools (measuring capacity
mm 10; shank length mm 16,7)
1895882000
mm 10; shank length mm 88)
1895884000
mm 5; shank length mm 16,5)
Bravo-Brava
Technical data
Tightening torques
oo.
DESCRI PTI ON Thread si ze
Ti ghteni ng
torques
daNm
ENGINE TYPE
Ti ghteni ng
torques
daNm
0
12V 16V
0
16V 20V D
0
TD
ENGINE
Main bearing caps fixing, flanged blot
M10 8
M12 2+100
M12x1,25 2,5+100

(Dust) shield fixing, bolt
M6 0,9

Sump oil drain piug
M14 2,5
Sump oil drain piug M18 2 Sump oil drain piug
M22 5
Oil sump fixing, bolt
M6 0,9
Oil sump fixing, bolt
M8 2,5
Flywheel side and timing side cover fixing, bolt
M6
0,7
Flywheel side and timing side cover fixing, bolt
M6
0,9

Timing belt shields fixing, bolt
M6 0,9
Timing belt shields fixing, bolt M8 2,5 Timing belt shields fixing, bolt
M10* 1, 25 5
Cylinder head to crankcase fixing, bolt M1 Ox 1,25
4 +
90+90

Cylinder head to crankcase fixing, bolt M10
4+
90 +90 +90

5+
90 +90 +90

6,5 +
90 +90 +90

Engine support to crankcase fixing, bolt
M10 5
Engine support to crankcase fixing, bolt M10x 1, 25 7 Engine support to crankcase fixing, bolt
M8 2,5
Camshaft cap fixing, bolt and nut
M8
1,9
Camshaft cap fixing, bolt and nut
M7 1,5
Tappet cover to cylinder head fixing, bolt
M6 0,9

Inlet manifold to cylinder head fixing, nut
M8
2,5
Inlet manifold to cylinder head fixing, nut
M8
3
Exhaust manifold to cylinder head fixing, nut
M8
2,5
Exhaust manifold to cylinder head fixing, nut
M8
3
Flywheel to crankshaft fixing, bolt M6 0,9

Bearing caps fixing, bolt
M8 2+40
M8 2+60
M10 2,5 + 50
M9* 1 2,5 + 60
XI - 97 - Canc el s and r epl aces
79
Technical data
Tightening torques
Bravo-Brava
00.
DESCRIPTION
Ti ghteni ng
torques
Thread si ze
daNm
ENGINE TYPE
12V
01
16V 16V 20V
IcSi I0i
D ! TD
Engine flywheel fixing, bolt
M10 8,3
Engine flywheel fixing, bolt M12* 1, 25 16 Engine flywheel fixing, bolt
M12* 1, 25 14,2
Crankshaft gear fixing, bolt (*)
M16
left
36

Auxiliary pulley to crankshaft gear fixing, bolt
M8
2,5
Auxiliary pulley to crankshaft gear fixing, bolt
M8
3,2
Gear to camshaft fixing, bolt (inlet and/or ex-
haust)
M12 12
Butterfly casing to inlet manifold fixing, bolt
M6 0,9

Accelerator bracket to inlet manifold fixing, bolt
M6 0,9

Sensors to cylinder block/crankcase and cylinder
head fixing, bolt
M6 0,9

Detonation sensor to cylinder block/crankcase
fixing, bolt
M8 2,5

Coils support to cylinder head fixing, bolt M6
0,9

Connector mounting bracket to inlet manifold
and coils support fixing, bolt
M6
0,9

Oil pump to crankcase fixing, bolt
M6 0,9

Oil pump to crankcase fixing, bolt
M8 2,5
Oil dipstick fixing, bolt and nut M6 0,9

Water pump fixing, bolt PV18 2,5
Water inlet pipe to cylinder head fixing, bolt
M6 0,9
M8 2,5
M10 5
Thermostat to cylinder head fixing, bolt M8 2,5
Air conditioning compressor support to crankcase
fixing, bolt
M1 Ox 1,25 5

Alternator mounting to crankcase fixing, bolt
M8 2,5
M10><1,25 7
M10* 1, 25 5
(*) The bolt should not be lubricated
80
XI I - 95 - Updat e
Print no. 506.670/13
Tightening torques
oo.
Ti ghteni ng
torques
daNm
ENGI NE
Ti ghteni ng
torques
daNm 12V
01
16V
0)
16V * 2W
0
TD
Cover and bracket to water pump casing fixing,
bolt
M8 2,3
Water pump to cylinder head fixing, nut wi th
flange
M8 2
Oil pump drive shaft driven gear fixing, bolt
M1Ox 1,25 8
Thermostat to cylinder head fixing, nut M8 2
Driven gear to oil pump drive gear fixing, bolt
M10x1,25
left
7
Butterfly casing to inlet manifold fixinjg, bolt
M8 2,5
Ante-chamber fixing, ring nut M32xl,5 11,8
Injection pump fixing, nut for stud
M8 2,5

Injection pump fixing, bolt M8 2,5

Flexible mounting to water pump casing fixing,
nut
M12x-|,25 8
Injection pump drive gear fixing, nut
M12x-|,25 4,9
Injection pump drive gear fixing, nut
M14X1, 5 5
Reaction bracket to oil filter support and injection
pump fixing, bolt
M8 2,9
Injection pump mountincpto crankcase and inlet
manifold fixing, bolt " *
M8 2,5
Oil filter and injection pump mounting fixing, up-
per bolt or nut
M12xl,25 9,8
Oil filter and injection pump mounting fixing,
lower bolt
M10xl,25 7,1
Complete injector M24x2 5,5
Heater plugs M12x1,25 1,5
Fuel supply pipe on injection pump and on injec-
tor, nuts
M12X1,25 2,9
Tightening torques
oo.
Ti ghteni ng
torques
ENGINE
Ti ghteni ng
torques
daNm
10
12V
0
16V
0
16V
0
20V D
0
TD
Union on injection pump M12X1,5 3,2
Oil filter mounting union M20X1,5 5
Alternator to bracket fixing, bolt
M10x1,25 4,3
Alternator to mounting fixing, bolt
M12x1,25
8,5
Alternator to mounting fixing, bolt
M10x1,25 5
Alternator to mounting fixing, nut
M12X1,25 6
Alternator mounting to crankcase fixing, bolt M10x1,25 5
Alternator mounting fixing, nut
M10X1,25 4,3

Alternator to mounting fixing, nut M12x1,25 7

Turbocharger to exhaust union fixing, nut
M8 2,5

Bolt for bracket strengthening exhaust manifold
complete with turbocharger to crankcase
M10X1,25 4

Turbocharger to exhaust manifold fixing, nut
M8 2,5

Power steering pump to support fixing, bolt M8 2,5

Pulley to power steering pump fixing, bolt M8 2,5

Power steering pump to support fixing, nut M10x1,25 4,8
Power steering pump after tensioning belt fixing,
bolt
M10x1,25 4,8
Air conditioner to support fixing, bolt wi th flange
M10x1,5 5
Reaction bracket to support fixing, bolt wi th
flange
M10x1,5 5
82 Print no. 506.670
Tightening torques
oo.
Ti ghteni ng
torques
ENGI NE
DESCRI PTI ON
Thread si ze
Ti ghteni ng
torques
daNm 12V
0
16V
01
16V
0
20V
tea
D
0
TD
Reaction bracket to air conditioner fixing, bolt
with flange
M8 2,5

Drive shaft bracket to oil sump fixing, bolt M8 2

Drive shaft to crankcase connecting support fix-
ing, bolt
M10X1,25 4,9

E.G.R. valve to exhaust manifold fixing, nut
M8 2,5

Pipe to E.G.R. valve fixing, bolt M8 2,5

Engine oil pressure sender unit
M14X1, 5 3

Engine oil pressure switch M14X1, 5 3,2
Thermal switch for pollution control M14xl,5
1,5
Thermal switch for pollution control M14xl,5
3
Engine coolant temperature sender unit
M16x1,5 tapered 3,4
Engine coolant temperature sender unit
M14x1,5 3
Engine coolant temperature sender unit for injec-
tion electrical components
M12x1,5 2,5
Engine coolant temperature sender unit for injec-
tion electrical components
M14x1,5 3
Air pressure switch M12x1,5 3

Spark plugs M14x1,25
2,5
Spark plugs M14x1,25
3,7
Tightening torques
oo.
Ti ght eni ng
torquesi o
daNm
ENGINE EXHAUST
Front section of exhaust pipe with differential side bracket
fixing, bolt
M8 1,8
POWER UNIT MOUNTING
Bracket, differential side, to gearbox fixing, bolt (1370)
M12x1,25 9
Bracket, differential side and engine si de, to gearbox, fixing
bolt (1370)
M10><1,25 4,5
Mounting, engine si de, to engine support, fixing nut (1998)
M12x1,25 8
Support, differential si de, to gearbox, fixing, bolt
M12x1,25 8,5
Engine to bodyshell fixing, bolt wi th flange M8 3,2
Differential support to gearbox fixing, nut
M12x1,25 8
Bracket, differential si de, to gearbox fi xi ng, bolt (1929 D-
1910 TD)
M10x1,25 5
Support to gearbox fixing, bolt with flange (1370) M10x1,25 5
Connecti ng rod support to bodyshell fixing, bolt with flat ta-
pered washer (1747-1998)
M8
3,8
2,8
Reaction rod to bracket and engine support fixing, bolt
(1747-1998)
M10x1,25 5
Mounting, engine side, to support fixing, bolt (1581) M12x1,25 8
Mounting to engine oil sump, differential side fixing, bolt
(1747-1998)
M12x1,25 8
Counter-pulley to support, differential side fixing, bolt
(1747-1998)
M12x1,25 8
Flexible mounting to differential cross member fixing, bolt M8 3,8
Bracket, gearbox side, to gearbox fixing, bolt
(1581 -1747-1998-1929D-1910TD)
M10x1,25 5
84 Print no. 506.670
Tightening torques
oo.
DESCRIPTION Thread si ze
Ti ght eni ng
t orque
daNm
PEDALS
Brake pedal and cl utch pedal to pedals fixing, sel f-l ocki ng nut
wi th polyammide ring for hinging bolt
M8 3
Complete support for brake pedal and cl utch pedal to body-
work fixing, nut wi th border
M8 1,5
Pedals to dashboard fixing, bolt with flange M8 2,6
EXTERNAL GEARBOX CONTROLS
Gear lever support to floor panel fixing, bolt M6 0,74
Lower gear selection and engagement rod to gear lever fixing,
bolt
M8 2,8
Intermediate idler fixing pin, nut M8 1,5
Heads to levers fi xi ng, nut M8 1,5
Idler selector to gearbox fixing, nut for bolt
M8 1,5
Reverse gear pipe to gearbox fixing, bolt M8 1,5
Spherical tubes to selector lever fixing, nut
M8 1
Reaction bracket to gearbox fixing, bolt M8 2,5
GEARBOX AND DIFFERENTIAL
Gear control lever spring fixing, nut
M14x1,4 3
Plate to gearbox casi ng fixing, bolt M8 2,5
Gearbox casing cover and plate fixing, bolt M8 2,5
Cover on gearbox casi ng fixing, bolt M8 2,5
Gearbox casing to bell housing fixing, bolt
M6 1
Gearbox casing to bell housing fixing, bolt
M8 2
Tightening torques
oo.
Ti ghteni ng
torques
daNm
Reverse shaft fixing, bolt M8 3,4
Ring nut for main and lay shaft fixing 5th speed gear
M20*1,5 11,8
*
Gear selector forks fixing, bolt M6 1,8
Lever to gear selector and engagement control shaft fixing,
bolt
M8 2,5
Reverse control lever support fixing, bolt M6 1
Bush for gear control shaft fixing, bolt M6 1
Front axle reduction ring gear fi xi ng, bolt M10x1,25 8,8
Flange retaining differential casing to gearbox casi ng fixing,
bolt
M1 Ox 1,25 4,9
Flange retaining differential casing to gearbox casi ng fixing,
bolt M8 2,5
Speedometer mounting fixing, bolt M6 1,2
Tapered, threaded gearbox oil drain plug
M22x1,5 4,6
Tapered, threaded gearbox oil filler plug M22x1,5 4,6
Right differential shaft support fixing, bolt M6 1
Tapered threaded plug for 1
s
t- 2
n
d speed rod housing in gear-
box casi ng
M18x1,5 2
Gear selector lever support fixing, bolt M8 1,5
Swi t ch for reversing light M14x1,25 3
POWER ASSISTED STEERING
Power steering box to chassi s fixing, bolt M10x1,25 7
Power steering bracket fixing, nut M6 0,4
86 Print no. 506.670
Tightening torques
oo.
Ti ght eni ng
torque
daNm
Power steering bracket fixing, bolt M8 1,5
Power steering bracket fixing, bolt
M6 1,5
Power steering bracket fixing, nut M8 1,5
Filler for return union from power steering to reservoir
M12x1,5 2
Filler for oil supply union from pump to power steering, on
power steering
M14x1,5 3
Air Bag control unit fixing, bolt M6 0,8
Air Bag module to steering wheel fixing, bolt
M6 0,8
Passenger module to dashboard cross member fixing, bolt M6 0,7
FRONT SUSPENSION
Front cross member to bodyshell front fixing, bolt with wi de
flange
M12x1,25 10,8
Front cross member to bodyshell rear fixing, bolt with normal
flange for nut
M10x1,25 8
Bolt with flat and tapered washer for fixing front and rear exter-
nal U bolts securing track control arm to cross member
Iv110x1,25 6,9
Bolt with flat and tapered washer fixing and rear internal U bolt
securing track control arm to cross member
M10x1,25 6,9
Upper shock absorber to mounting fixing, flanged nut
M12x1,25 10
Upper shock absorber mounting to bodyshell fixing, bolt with
wi de flange
M8 4
Shock absorber to steering knuckle fixing, nut M10x1,25 7
Track control arm to steering knuckle fixing, nut for bolt
M10x1,25 7
U bolt supporting anti-roll bar to cross member fixing, bolt
with flat and tapered unlosable washer
M8 4
i
Tightening torques
oo.
Ti ght eni ng
torques
daNm
Ends of anti-roll bar to connecting rod fixing, nut
M10x1,25 7
Connecting rod to front suspensi on arm fixing, nut
M10x1,25 3,1
Front wheel hub to joint fixing, nut
M22xl , 5 24
Front wheel hub to joint fixing, nut
M24x1,5 28
Wheel bolts/nuts M12x1,25 8,6
REAR SUSPENSION
Front flexible mounting to rear frame and bodyshell fixing, bolt
with wi de flange
M12x1,25 10,8
Rear flexible mounting to bodyshell fixing, bolt with wide
flange
M12x1,25 10,8
Rear suspensi on track control arm to frame fixing, nut for bolt
M16x1,5 15
Lower shock absorber to suspension fixing, nut for bolt
M12x1,25 8,8
Upper shock absorber to mounting fi xi ng, bolt M10x1,25 6
Rear hub stub axle fixing, nut M22x1,5 28
Anti-roll bar to rear suspensi on arm fi xi ng, bolt
M10x1,25 5,6
U bolts supporting anti-roll bar to rear suspensi on arm fixing,
bolt
M8 2,8
Wheel bolts/nuts
M12x1,25 8,6
Lever to track control arm fixing, nut for bolt
M8 1,5
88 Print no. 506.670
Tightening torques
oo.
DESCRI PTI ON Thread size
Ti ght eni ng
t orques
daNm
BODYWORK
Luggage compartment retaining hook fixing, bolt
M8 2
Si de door lock fixing, bolt with tapered washer M6 0,75
Rear door fixed hinge fixing, bolt
M10x1,25 4,5
Front bumper fixing, bolt with flange M8 2
Technical data
Planned maintenance
Bravo-Brava
00.
Lubrication servi ce
The engi ne oil shoul d be changed, on petrol engi nes, every 20,000 km or, irrespective of the mi l eage,
every 12 months and for diesel engi nes every 10,000 km.
The oil filter shoul d be replaced at the same time as the oil is changed.
For the correct and optimum operati on of the engi ne, it is advi sabl e to use the type of oil recommended
in the tabl eon page 8.
A
If the vehicle is constantly subjected to heavy usage conditions (mainly town driving, journies
in dusty areas, constant mountain driving, towing a trailer or caravan, particulary harsh climatic
conditions, constant motorway driving at high speed etc.) the " Lubrication service" should be
carried out at more frequent intervals. In the above mentioned conditions it is also advisable to
carry out the " Planned maintenance prorgramme" and the " Intermediate checks" at more
frequent intervals.
I N T E R V A L S I N
T H O U S A N D S O F K M
PLANNED MAINTENANCE OPERATIONS
20 40 60 80 100
Check condition and wear of tyres i t i t i t i t
Check condition and wear of front brake pads i t i t i t i t i t
Check condition and wear of rear brake discs (only for 1998 20v) i t i t
Check condition and wear of rear brake linings (drum brakes) i t
Visually inspect condition of exterior bodywork and underbody protection i r i t i t i t i t
Check condition of pipes (exhaust, fuel system, braking system) i t i t i t i t i t
Check condition of rubber elements, boots, hoses, etc i t i t i t i t i t
Check condition of various drive belts i t i t i t
Check and adjust clutch pedal height (excluding version wi th hydraulic operation) i t i t
Check anti-evaporation system i t
Check and adjust tappet clearance (only for diesel engines) i t i t i t
Check exhaust gas emissions (petrol engines, using CO tester) i t i t i t i t i t
Check crankcase ventilation system i t
Replace fuel filter (petrol engines)
i t i t
Replace fuel filter (diesel engines)
i t i t i t a i t
Sostituzione cartuccia filtro aria (motori benzina)
i t i t
Replace air filter cartridge (diesel engines)
i t i t i t i t i t
Top up fluid levels (engine coolant, braking system, windscreen washer, power assisted
steering, hydraulically operated clutch)
i t i t i t i t i t-
Check gearbox differential oil level i t
Replace gearbox differential oil i t
Replace pollen filter i t i t i t i t i t
Replace engine coolant i t
Change automatic gearbox oil and (filter) i t i t
90 VI I -95 - Can c el s and r epl aces Print no. 506.670/02
Technical data
Tightening torques
oo.
PLANNED MAINTENANCE OPERATIONS
I N T E R V A L S I N
T H O U S A N D S O F K M
20 40 60 80 100
Replace spark plugs, check high tension leads i t
Replace brake fluid sir
Check injection/ignition system (petrol engines, using autodiagnostic socket) sir
Change engine oil and oil filter (every 10,000 Km for diesel engines) sir -sir -ir ir
Additional operations
In addition to what is laid down in the " Pl anned mai ntenace" programme, the fol l owi ng checks shoul d
also be carried out:
Every 500 km or before long journies check
- engine oil level
- engine coolant level
- brake fluid level/hydraulic clutch operation
- power steering fluid level
- pressure and condition of tyres
- windscreen washer fluid level
Every 500 km check (only for diesel engines) - bleed condesnation water from fuel filter
Replace every 2 years
- engine coolant
- brake/clutch fluid
Replace every 120,000 km
- timing belt
Bravo-Brava
Copyright by Fiat Auto VI I -95 - Can c el s and r epl aces 91
Unti tl ed Document
Removi ng-Ref i t t i ng
file:///D|/Volume%201/engine.htm08/07/2006 16:06:14
Bravo-Brava i g | 12v
Engine
Contents
10.
page
BOSCH MONOMOTRONIC S.P.I.
INTEGRATED INJECTION-IGNITION
SYSTEM 1
- Introducti on 1
SYSTEM OPERATI NG STRA TEGI ES 1
- Inj ecti on management 2
- Ignition management 8
- Engi ne idle control 9
- Fuel vapour reci rcul ati on management 9
- Control l i ng knock 9
- Heati ng/venti teti on system management 10
- Syst em sel f-adapti on _ 10
- Fi at COD E Igni ti on lock functi on
management 10
- Test management 10
Diagram showng input/output be-
tween injection-ignition syst em ECU
and sensor s/ act uat or s 11
Ai r i nt ake ci r cui t di agr am 12
Di agr am showi ng f uel f eed ci r cui t 13
Fuel evaporation control ci rcui t
di agr am * . 14
Bl ow-by gas r eci r cul at i on s y s t em 15
page
- Injector 30
- Fuel pressure regulator 31
- Intake air temperature sensor 32
- Cool ant temperature sensor 33
- El ectri c fuel pump 34
- Fuel filter 35
- Ignition coi l 35
- Lambda probe 36
- Carbon filter and fuel vapour cut-off
sol enoi d 37
- Speedometer sensor 37
- Inertia swi t ch 38
- Mul ti functi on val ve and safety and
ventilation val ve 38
CHECKS-ADJUSTMENTS AND RE-
PAIRS ON BOSCH MONOMOTRONIC
SYSTEM 39
- Checki ng fuel suppl y ci rcui t 39
- Adj usti ng butterfly val ve openi ng
control ; 41
- Removi ng refitting butterfly val ve case 42
- Checki ng engi ne idle speed ^ 43
- Checki ng l evel s of pol l uti ng
emi ssi ons 43
Inj ecti on-i gni ti ea syst em wi ri ng
di agr am 16
Engi ne exhaust assembl y di agr am 18
Locati on of injection-ignition system
component s i n engi ne bay 19
INJECTION SYSTEM FUSES AND
REL A YS 20
EARTH POI NTS 20
COMPONENTS OF INJECTION-IGNITION
SYSTEM . 21
- Inj ert i pn-i gri t km system wi ri ng 21
- Inj ect i on-i gnMon ECU 21
- RPM and T0Csensor 23
- Detonati on sensor 24
- Throttl e case 25
- Throttl e angtflar openi ng sensor 26
- Di rect current motor for idle speed
control 28
DI AGNOSI S 44
- Recordi ng faul ts 44
- Error memori sati on and structure of er-
ror memory 44
- Defect Cl assi fi cati on 44
- Frequency counter 44
- Faul t noti fi cati on 44
- Del eti ng errors 45
- Di agnosi s usi ng a Fi at /Lanci a Tester 45
- Li st of errors 45
- Di spl ayed parameters 46
- Act i ve di agnosi s 46
- Recovery 46
- Permanent memory 46
Copyright Fist Auto
Bravo-Brava ffi^v Engine
Fuel syst em
10.
BOSCH MONOMOTRONIC SPI INTEGRATED INJECTION-IGNITION SYSTEM
Introduction
The BOSCH MONOMOTRONI C SPI control system is an integrated system and t hus governs engi ne
i nj ecti on and ignition by means of a si ngl e el ectroni c control unit.
Thi s is an S.P.I, system, in other words onl y one injector control s fuel injection point and pul se durati on
upstream of the throttle and the instant when a spark is triggered in the combusti on chamber of each
cyl i nder (advance angl e).
The MONOMOTRONIC engi ne control system works on the basi s of engi ne load information deter-
mined by throttle angl e/rpm ( a/ n) . In other words, fuel requi rements and advance setti ngs are cal cul at -
ed on the basi s of throttle openi ng angl e of throttle and engi ne rpm.
Thi s system is equi pped wi t h a LAMBDA probe. The syst em corrects i nj ecti on pulse const ant accor di ng
to whether the lambda probe i ndi cates a ri ch or lean mixture. A cl osed-l oop control syst em is therefore
set up.
SYSTEM OPERATING STRATEGIES
The management software resi dent in the ECU memory compri ses a set of strategies. Each of t hese con-
trols a speci f i c system control f unct i on.
Each strategy uses the vari ous inputs listed above to process a set of parameters, usi ng data maps saved
in speci f i c areas of the ECU. The resulting data output i s used to control system actuators, in other wor ds
the devi ces used to operate t he engi ne.
The management strategies control the moment of ignition and temperature/pressure of intake air at di f-
ferent engi ne speeds in order to ensure even engi ne runni nd regardl ess of changes in envi ronmental
condi ti ons and appl i ed l oads. They must al so control and manage i nj ecti on so that the st oi chi omet ri c ra-
tio (ai r/f uel ) is maintained wi t hi n optimal l evel s.
Syst em management strategi es are essenti al l y as f ol l ows:
1. i nj ecti on management;
2. ignition management;
3. engi ne idle control ;
4. fuel vapour reci rcul ati on management;
5. controlling knock;
6. heati ng/venti l ati on system management;
7. system sel f-adapti on;
8. Fiat CODE l ock management;
9. test management.
Engine Bravo-Brava
Fuel system
10.
INJECTION MANAGEMENT
The ECU receives information on rpm (n) and throttle val ve openi ng (al pha) and i s then abl e to identify
base pul se constant (ti) wi thi n a speci fi c map.
Under vari ous different engi ne servi ce condi t i ons, injector openi ng ti mes are opti mi sed by correcti ng
times (i n accordance wi th changi ng condi t i ons) of: cool ant temperature (1), air temperature (2) and
si gnal recei ved from lambda probe (3). Inj ecti on is synchronous at all ti mes, i.e. ti med to coi nci de wi t h
the moment of i gni ti on.
The ECU uses speci al l y sel ected maps to keep fuel mixture concentrati on cl ose to stoi chi ometri c l evel s
(14.7 parts air to 1 part petrol ).
To maintain this ratio constant, the ECU uses t wo different modes for the control of injector opening.
The first mode is synchronous operation, where the injector i s opened whenever a high tensi on
pul se i s sent t o t he spar k pl ugs (graph A) .
The second control mode is asynchronous operation, where the ECU control s injector opening re-
gar dl ess of t he number of hi gh t ensi on pul ses sent t o t he spar k pl ugs (graph B) .
Thi s occur s because under certai n condi t i ons (wi t h base pul se constants too short, ^ 1.4 mi l l i seconds)
mechcani cal inertia characteri sti cs (hyst eresi s) of the injector do not permit proper openi ng and cl osure.
For t hi s reason, a speci f i c strategy must be adopted to sui t mechani cal injector properti es.
P4A02AJ01
2 Publication no. 506.670
Bravo-Brava igSi^ Engine
Fuel syst em
10.
Cont r ol l i ng suppl y t o f uel pump
Control of fuel pump (A) is through the ECU whi ch is responsi bl e for turning on pump, by means of re-
lay ( B) , duri ng start-up and normal engi ne operati on.
Wi th ignition swi t ch in MAR position (15/ 54), power is suppl i ed si mul taneousl y to pump relay (B) and
main relay ( C) , whi ch cl oses to provide power to the ECU (terminal 1).
A speci al ci rcui t in the ECU earths pump relay (B) through terminal (25), whi ch in turn suppl i es fuel
pump (A) wi t h power through a 10 A f use. The pump puts the fuel system under pressure for about 1 - 2
seconds.
When the engi ne is started up, an rpm si gnal from rpm and TDC sensor (D) reaches termi nal s (16 and
32) of the ECU. After about 1 second, relay (B) is acti vated and the pump t hus stops (for safety r easons)
even wi th the ignition swi t ch in MAR posi ti on.
If battery vol tage drops bel ow rated level (e.g. duri ng col d st art i ng), the fuel feed pressure t ends t o drop.
To overcome thi s drawback, the ECU i ncreases i nj ecti on time proportionally in accordance wi t h a cor -
rection factor to ensure accurat e fuel metering at all ti mes.
P4A03AJ01
Engine Bravo-Brava i St^ v
Fuel system
10.
St ar t i ng
With the ignition key in MAR posi ti on, the ECU acti vates the el ectri c pump for a f ew moments and ob-
tai ns data from the various sensors.
Accordi ng to information from cool ant temperature sensor , the ECU commands throttle val ve openi ng
via direct current motor.The control unit recogni ses the start-up phase when the rpm value reading
from sensor (3) exceeds 30/mi n.
At very l ow temperatures, base pulse const ant s i ncrease: the injector stays open longer and a richer mi x-
ture is formed.
At very high temperatures, pul se const ant s are reduced to move cl oser to a stoi chi ometri c ratio.
The control unit al so contai ns an anti -fl ood functi on control l ed by an internal timer that gradual l y re-
duces mixture enri chment when the engi ne fails to start for some reason.
Duri ng t he st age f ol l owi ng st ar t -up, base pulse const ant s (ti) sel ect ed by the control uni t areenri ched
by a functi on that varies accordi ng to cool ant temperature and is cancel l ed wi t h ti me.
Thi s constant does not remain the same throughout t he acti vati on peri od but i s reduced gradual l y (by a
timer in the control unit)
Duri ng engi ne war m-up a further unti med cool ant temperature-dependent enri chment takes pl ace in
addi ti on to the enri chment that occurs after starting:
Thi s enri chment fal l s gradually in inverse proportion to engi ne temperature.
P4A04AJ01
Bravo-Brava ^ i
2 v
Engine
Fuel syst em
10.
Accel er at i on and f ul l power
Duri ng accel erati on, the el ectroni c control unit bri ngs about enri chment of the mixture concent rat i on
(graph A) as a functi on of si gnal s from the cool ant temperature sensor (1), rpm sensor (2) and throttl e
val ve angul ar position sensor (3).
When the engine is worki ng at ful l power, base pul se const nant s (ti ) are i ncreased by a factor (K) ac -
cordi ng to openi ng angl e (a) of throttle valve (3).
When the butterfly val ve openi ng angl e exceeds 70 (graph B) , fuel power enri chment comes into oper-
ation and i ncreases base pulse const ant by about 10%.
When rpm exceeds 6000/mi n, the control unit restricts maxi mum rpm (suppressi ng i nj ecti on pul ses by
cutti ng off the fuel suppl y).
P4A05AJ01
Engine Bravo-Brava iffyix,
Fuel system
10.
Over-run and cut-off
During over -r un, the mixture must be made more l ean to reduce fuel consumpt i on and pol l uti ng emi s-
sion l evel s (HC + CO) .
To achi eve t hi s ai m, the cont rol unit cont ai ns a f unct i on known as f uel CUT- OFF that is dependent
upon t he cl osur e of cont act (1) in t he i dl e control motor at a gi ven cool ant temperature and rpm.
The first t wo condi t i ons necessary for acti vati ng the CUT- OFF functi on are:
- cool ant temperature in excess of 40 C,
- engi ne rpm in excess of 1800/mi n.
If the above over-run condi ti ons exist, idle contact (1 - throttle cl osed) earths terminal 3 of the control
unit, whi ch cuts off fuel i nj ecti on via terminal 21.
In addi ti on to fuel cut-off, the control unit acti vates a speci f i c i gni ti on curve wi t h " over-run" advance
setti ngs.
Fuel i nj ecti on cut -of f and speci f i c advance curves remain in operation until the engi ne reaches a speed
of 1500/mi n. Bel ow this speed, i nj ecti on pul ses are acti vated to prevent the engi ne stal l i ng.
When i nj ecti on is restored, the control uni t i mpl ements a fuel enri chment strategy in order to re-form the
fuel film on the manifold and thus opti mi se engi ne effi ci ency.
Bravo-Brava i t ^ Engine
Fuel syst em
10.
Lambda adjustment
The LAMBDA probe control s mixture concentrati on by measuri ng the resi dual oxygen cont ent of ex-
haust emi ssi ons.
Because the cerami c i s not acti ve bel ow 300 C, the LAMBDA probe is heated electrically by a resi st ance
(i nsi de the probe) that is conti nual l y suppl i ed by a locked positive and protected by a 10 A f use.
Thi s heating is necessary duri ng col d starts to maintain sensor effi ci ency if the engi ne i dl es for l ong peri -
ods.
Wi th temperatures in excess of 300 C, the cerami c becomes a conduct or of oxygen i ons. If the percent -
ages of oxygen present on either si de of the sensor differ, a vol tage difference is set up across t he t wo
end pol es.
The LAMBDA probe sends a vol tage difference si gnal to the control unit through termi nal s (12) and
(13).
LAM B DA probe measurements of exhaust gas composi ti on al l ow the control unit to correct the mi xture
concentrati on conti nual l y on-l i ne (l eaner/ri cher) in order to maintain it cl ose to a st oi chi omet ri c ratio.
Effi ci ent catal yti c converter operati on and l ow exhaust gas toxi ci ty are dependent on an exact mi xture
composi ti on.
Duri ng the above st ages, i nj ecti on pul se changes made by the control unit on the basi s of the L AMBDA
probe si gnal are excl uded because they woul d be at odds wi t h the required driving condi t i ons; t he en-
gi ne thus operates in OPEN LOOP.
With both LAMBDA probe and control unit circuit working properly, the percentages of pollut-
ing exhaust gases are self-regulated by the system without the possibility of external regula-
tion.
Engine Bravo-Brava
Fuel syst em
10.
I GNI TI ON MANAGEMENT
The i gni ti on system i s sol i d-st at e distribution type. In other words, moving parts are el i mi nated by doi ng
away wi t h a high t ensi on distributor (case-br ush-cap).
Coil (B) is fitted wi t h four high tensi on outlets connect ed directly to the spark pl ugs. Thei r operati on is
managed entirely by control unit (A).
The control unit cont ai ns (in addition to fuel metering control parameters) a memory map (C) cont ai n-
ing a set of optimal advance angl es that can be used by the engi ne accordi ng to servi ce condi t i ons: en-
gine l oad (a) and rpm (n).
The mapped val ues are obtai ned experimentally on a bench taki ng into account power, fuel consump-
tion and pol l uti ng emi ssi ons.
The control unit selects the appropriate advance value according to the memory maps, rpm (D), cool ant tem-
perature (E) and engine load (F), knock (G) and governs the ignition unit power module accordingly.
The control unit cont ai ns three different base advance angl e maps to cater for changi ng engi ne servi ce
condi ti ons:
- full l oad, setti ngs mapped accordi ng to rpm and engi ne l oad.
- partial l oad, setti ngs agai n mapped accordi ng to rpm and engi ne l oad.
- idling, wher e setti ngs are mapped accordi ng to rpm.
The full l oad and partial l oad advance angl e may al so be subj ect to further correct i ons on the basi s of en-
gine temperature and air temperature. The idle advance angl e is corrected onl y on the basi s of engi ne
temperature (non-const ant val ue is about 7).
The control unit cont ai ns an algorithm that comput es the advance on the basi s of rpm and battery vol t-
age at whi ch current begi ns to f i ow into the coi l primary wi ndi ng.
P4A08AJ01
Bravo-Brava @ t
Engine
Fuel syst em
10.
The ignition coi l consi st s of t wo primary wi ndi ngs connect ed to control unit (A) via termi nal s 34 and 35
suppl i ed by battery vol tage, and t wo high t ensi on secondary wi ndi ngs whose outputs are connect ed di -
rectly to the spark plugs of cyl i nders 1 -4 and 3-2.
The t wo spark pl ug pairs are suppl i ed wi th hi gh vol tage whenever current is cut off in the primary wi nd-
ing by the power modul e. The hi gh tensi on sol i d state di stri buti on expl oi ts the different pressure condi -
t i ons existing si mul taneousl y in cylinder pai rs 1 -4 and 3-2.
In practi ce, if an ai r/fuel mixture is present, the compressi on phase of one cyl i nder corresponds to the
exhaust phase of the other.
If, under these condi t i ons, the vol tages required to set off a spark between the el ectrodes of a spark pl ug
are exami ned, it may be noted that the vol tage is very hi gh duri ng the compressi on stage ( 1 0 - 1 5 kV),
but extremely l ow during the exhaust stage (i n the order of 500 V).
Two sparks therefore cross the secondary ci rcui t of each coi l . One of t hese generates about 500 V and is
in essence a wast ed spark because it is triggered in the cyl i nder in exhaust phase, the other generat es 10
- 1 5 or more kV in the cyl i nder in compressi on-exhaust stage in order to burn the air fuel mixture in t he
cyl i nder.
ENGINE IDLE CONTROL
The main aim of thi s strategy is to maintain engi ne speed at around the mapped setti ng (warm engi ne:
850 rpm): the posi ti on assumed by the actuator is dependent on engi ne condi t i ons/rpm and vehi cl e
speed.
Start-up stage
When the key is i nserted, the actuator takes up a position dependent on engi ne temperature and battery
vol tage (open-l oop posi t i on).
War mi ng-up st age
The rpm is mainly corrected on the basi s of cool ant temperature.
Wi th the engine war m, idle management is dependent upon the si gnal from the rpm sensor. The ECU i n-
t roduces sustai ned idle when external l oads are acti vated.
When the accel erator is rel eased when the car is not i dl i ng, the ECU governs the actuator (step motor)
by measn of speci al delivery curve (dash-pot cur ve), i.e. del ays the return of the plunger to its housi ng to
bri ng about a reducti on in engi ne braking effect.
FUEL VAPOUR RECI RCUL ATI ON MANAGEMENT
Fuel vapours (l egal l y recogni sed pol l utants) are directed to an active carbon filter and then on to t he en-
gi ne where they are burnt. Thi s i s achi eved by means of a sol enoi d control l ed by the ECU onl y when en-
gi ne load condi ti ons are appropri ate for permitting effecti ve combusti on wi thout operati on bei ng i m-
pai red. The ECU compensat es for the extra fuel by reduci ng fuel f l ow to the i nj ectors.
CONTROLLI NG KNOCK
Thi s function detects the presence of knock by processi ng a si gnal from a knock sensor. The ECU c on-
ti nual l y compares si gnal s from t he sensor wi t h threshol d val ues, whi ch are in turn cont i nual l y updat ed
to take into account background noi se l evel s and engi ne age.
The ECU is therefore able to detect the presence of knock (or i nci pi ent knock) and reduce the i gni ti on
advance until the effect di sappears. The advance is then gradual l y restored to basel i ne l evel s.
Over-run
Engine Bravo-Brava igt^v
Fuel system
10.
When t he car i s accel erati ng, a higher threshol d is used in order to take into account the i ncreased en-
gine noi se under these condi ti ons. The knock control strategy i s al so equi pped wi th a sel f -adapt i ve f a-
cility whi ch memori ses advance reducti ons whi ch are repeated regularly. In thi s way, the maps are
adapted to the different condi ti ons the engi ne encounters.
HEATI NG/ VENTI L ATI ON SYSTEM MANAGEMENT
When t he air condi ti oner comes on, the compressor takes up power from the engi ne whi ch tends to stal l
when i dl i ng. To avoi d thi s probl em, the ECU adj ust s air fl ow to the new power requi rements by dri vi ng
the rel evant actuator (adj ustment al so takes pl ace when the car is runni ng in order to mai ntai n opti mum
dri veabi l i ty). Another system functi on is to cut off the power suppl y to the compressor temporarily in t he
case of hi gh power demands on the engi ne (powerful accel erat i on).
SYSTEM SEL F- ADAPTI ON
The ECU compri ses a sel f-adapti ve functi on whi ch recogni ses changes occurri ng in the engi ne due to
settl i ng and wear (this appl i es to the component s and the engi ne i tsel f).
Such changes are memorised in the form of changes to the basel i ne maps and serve the purpose of
adapti ng system functi on to gradual changes in the engi ne and its component s as the engi ne grows ol d-
er.
Thi s functi on al so compensat es for i nevi tabl e di fferences between ori gi nal parts and new parts (due t o
producti on tol erances. Maxi mum performance is therefore achi eved for all vehi cl es wi t hout the need for
speci f i c adj ustment and test operati ons.
Sel f -adapt i ve parameters are lost if the ECU is di sconnect ed.
FIAT CODE IGNITION LOCK FUNCTION MANAGEMENT
The syst em features an ignition l ock f unct i on. Thi s is implemented through a speci al FIAT CODE control
unit abl e to di al ogue wi t h the engi ne control uni t, and an el ectroni c key wi t h a speci f i c sender unit de-
si gned for sendi ng an identification code.
Once the key has been turned to STOP, the FIAT CODE system de-act i vat es the engi ne control unit
compl etel y.
When the key is turned to MAR, the f ol l owi ng operati ons take pl ace in sequence:
1. the engi ne control unit (whose memory cont ai ns a secret code) sends the FIAT CODE a request de-
mandi ng that a secret code be sent to de-act i vat e the functi on lock:
2. the FIAT CODE control unit responds by sendi ng the secret code onl y after recei vi ng a recogni ti on
code sent by the ignition key;
3. recogni ti on of the secret code al l ows the engi ne control unit lock to be de-act i vat ed and normal op-
erati on to proceed.
NOTE When the FIA T CODE anti-theft system is present, it is extremely inadvisable to test the vehicle
using another engine control unit. In this case, the FIA T CODE control unit would transfer the
recognition code (unknown) to the test control unit, which would thus be rendered completely
unserviceable on other vehicles.
TEST MANAGEMENT
Full i nj ecti on-i gni ti on system el ectroni c t est i ng can be achi eved by connect i ng a FI AT/ LANCI A
TESTER to the test socket .
The syst em is al so equi pped wi th a sel f -di agnost i c functi on whi ch recogni ses, memori ses and i ndi cates
any faul ts.
If sensors or actuators are found to be faulty, si gnal reconstructi on strategi es are i mmedi atel y acti vated
(recovery) so that the engi ne is abl e to operate at an acceptabl e level wi t hout affecti ng f unct i on. The car
can then be driven to a servi ce poi nt for the necessary repairs.
Bravo-Brava ijp
12v
Engine
Fuel syst em
10.
DIAGRAM SHOWING INPUT/OUTPUT BETWEEN ECU AND SENSORS/ACTUATORS OF THE
BOSCH MONOMOTRONIC SPI INJECTION-IGNITION SYSTEM
Key to components
1. El ectroni c control unit
2. Coi l
3. Air temperature sensor
4. Speedometer sensor
5. Lambda probe
6. Cool ant sensor
7. Throttle posi ti on sensor
8. Rpm and TDC sensor
9. Ignition swi t ch
10. Electric fuel pump
11. Injector
12. FIAT CODE control unit
13. Engi ne idle speed actuator
14. Rev counter
15. Fuel vapour cut-off sol enoi d
16. Di agnost i c socket
17. Inj ecti on warni ng light
18. Air condi ti oner compressor
19. Knock sensor
Engine
Fuel system
Bravo-Brava ! 0 i
12v
10.
AIR INTAKE CIRCUIT DIAGRAM
1. Warm air intake on exhaust mani fol d
2. Actuator for war m/col d air defl ector
3. Col d air intake fitting
4. Ai r cl eaner
5. Thermost at i c val ve
6. Vacuum duct s
7. Vacuum socket
8. Throttl e case
The air intake ci rcui ts compri ses vari ous component s whi ch.ensure suffi ci ent air is carri ed to the engi ne
under different servi ce condi t i ons.
The intake of warm or col d air is sel ect ed by defl ector (2) whi ch may or may not be affected by the vacu-
um in the intake manifold accordi ng to posi ti on of thermostati c val ve (5).
More speci fi cal l y, when intake air temperature exceeds 9C, thermostati c val ve (5) st ays cl osed and
does not al l ow the vacuum to reach actuator (2) (posi ti on B) .
Vi ceversa, when intake air temperature drops bel ow 9C, the thermostati c val ve (5) opens to al l ow a
vacuum through to actuator (2) (posi ti on A) .
Bravo-Brava (1^ Engine
Fuel system
10.
FUEL SUPPLY CIRCUIT DIAGRAM
1. Delivery line from tank to filter
2. Fuel filter
3. Delivery line from filter to i nj ector
4. Return line
5. Vent pipe
6. Uni on wi th vent and pressure relief valve
7. Tank
8. El ectri c pump
9. Pressure regulator
10. Injector
N OTE Due to the specific shape of the tank,
when fuel is added, an air lock may
build up at the bottom which could
prevent complete filling. Pipe (6) al-
lows air to flow from the lower part
so that the tank can be filled com-
pletely.
Engine
Fuel system
Bravo-Brava ifp 12v
10.
FUEL EVAPORATION CONTROL CIRCUIT DIAGRAM
The fuel evaporation system prevents fuel vapour, mai nl y compri si ng lighter hydrocarbon fracti ons for-
med in the tank, t o escape into the atmosphere.
1. Pi pe carrying fuel vapour to butterfly val -
ve case
2. Fuel vapour cut -of f sol enoi d
3. Carbon filter
4. Pi pe carrying fuel vapour from tank t o
carbon filter
5. Safety and venti l ati on val ve
6. Mul ti functi on val ve
7. Tank
8. Inj ecti on-i gni ti on ECU
9. Fuel vapour intake fi tti ng in intake mani -
fold
Bravo-Brava ijpti2v Engine
Fuel syst em
10.
BLOW-BY GAS RECIRCULATION DIAGRAM
P4A15AJ01
The system control s emi ssi on, from the engi ne bl ock, of vent gases made up of ai r-fuel mi xtures, burnt
gases whi ch leak t hrough piston ri ngs and l ubri cant oil vapours by reci rcul ati ng them to the i ntake.
Gases emerge from outl et (1), whi ch contai ns a flame trap (5) desi gned to prevent combust i on caused
by flame flashing back from the butterfly val ve case.
With the accelerator throttle open, gases are taken in upstream of the throttle through i ntake (3) l ocat ed
on the air shroud to the butterfly val ve case.
With the throttle cl osed (engi ne i dl i ng), the vacuum in the intake mani fol d takes up gas (i n l i mi ted
quanti ti es) directly through the pi pe (2) and cal i brated hol e (4).
Engine
Fuel system
Bravo-Brava 1^1
12v
10.
INJECTION-IGNITION SYSTEM WIRING DIAGRAM
CM
8 C HWL HC
C O
CM
I oc
1

i oc
fie
00
C O
p-cH voi l -
I *
15^
[ 3-
co [ 3-
o
CM
oo
- t S 3 |
T - O
CM
CM
|
CM
CM
C O
CM
Bravo-Brava @* 12v
Engine
Fuel syst em
10.
Key to components in injection-ignition syst em wiring diagram
A. I.e. el ectroni c control unit.
1. Earth
2. Di agnosti c socket
3. Ai r condi ti oni ng system connect i on
4. System warni ng light
5. Rev counter
7. Speedometer si gnal
8. Ignition coi l
9. Knock sensor
10. I.e. system suppl y relay.
12. Fuel pump and lambda probe relay
13. Battery posi ti ve (+30)
14. 10A fuse for fuel pump
15. 10A fuse for lambda probe heating coi l
17. El ectri c fuel pump
18. Hot Lambda probe
19. Injector and intake air temperature sensor
20. Throttle val ve position sensor
21. Cool ant temperature sensor
24. 30A master f use for i nj ecti on-i gni ti on syst em
25. Inertia swi t ch
Copyright Fiat Auto
17
Engine Bravo-Brava
Fuel system
10.
ENGINE EXHAUST ASSEMBLY DIAGRAM
P4A18AJ01
Key
1. Exhaust manifold
2. Lambda probe
3. Cat al yt i c converter
4. Si l encer s
Bravo-Brava i f p i u v Engine
Fuel syst em
10.
LOCATION OF INJECTION-IGNITION SYSTEM COMPONENTS IN ENGINE BAY
P4A19AJ01
Key to components
2. Carbon filter
3. 10A fuse for pump and i nj ecti on-i gni ti on
system
4. Throttle posi ti on sensor
5. Pump and i nj ecti on-i gni ti on system re-
lays
6. Injector
8. Fuel pressure regulator
11. Lambda probe
12. Inj ecti on-i gni ti on ECU
13. Joi nt bet ween i nj ecti on l ead and front
lead
14. General 30A system f use
16. Ignition coi l
18. Knock sensor
19. Earth
Engine
Fuel system
Bravo-Brava igai
12v
10.
INJECTION SYSTEM FUSES AND RE-
LAYS
General syst em protection f use
The general f use (EFI -30A) protecting the
i nj ecti on-i gni ti on system (1) is housed i nsi de
a contai ner; to gai n access to the f use, undo
si de cl i ps and lift lid.
Fuses and rel ays
The f ol l owi ng component s are housed on a
bracket l ocated agai nst the rear wal l of the
engi ne bay:
1. 10A f use for fuel pump
2. 10A i nj ecti on-i gni ti on system fuse
3. Inj ect i on-i gni t i on system relay
4. Fuel pump relay
Unscr ew ring nut and remove cover to gai n
access to the above component s.
EARTH POINT
The earth of t he i nj ecti on-i gni ti on syst em is
fi xed at the ri ght rear of the engi ne, cl ose to
the first cyl i nder spark pl ug.
Bravo-Brava !|
12v
Engine
Fuel system
10.
COMPONENTS OF INJECTION-IGNITION SYSTEM
The i nj ecti on-i gni ti on system consi st s mainly of wi ri ng, an el ect roni c control unit (i.e. ECU) and the f ol -
l owi ng sensors and actuators:
- Lambda probe sensor
INJECTION-IGNITION SYSTEM WIRING
The vari ous system component s are connect ed by a si ngl e wi ri ng system fitted wi th connect or s of vari -
ous types. These are grouped in speci al ducts fitted to the engi ne (prewi ri ng).
INJECTION-IGNITION ECU (0.261.203.868)
The ECU anal yses data on engi ne servi ce condi ti ons transmi tted by the sensors. Input si gnal s from pe-
ripheral sensors are processes and i nj ector/i gni ti on ti mi ng pul ses are governed wi t h the ai d of pro-
grammed typi cal curves.
The ECU is connect ed to the system by means of a 35 pin connect or and protected by f al se polarities
and ci rcui t-breakers.
The ECU is able to detect when sensors are not worki ng effi ci entl y and repl ace incorrect or mi ssi ng data
wi th data taken from certai n areas of its memory in order to ensure engi ne operation even under emer-
gency condi ti ons. It i s al so equi pped wi t h a full SEL F- DI AGNOSTI C strategy for both i nput and output
sensors. It also cont ai ns a speci al memory able to record any faul ts recei ved during t est i ng.
When a Fi at /Lanci a TESTER is connect ed to the system it is therefore possi bl e to test or di spl ay any er-
rors stored in the memory.
Another important feature of the ECU is sel f -adapt i on. Thi s functi on al l ows the system to recogni se vari -
ous changes (rangi ng from atmospheri c changes to changes due to component wear) whi ch coul d i m-
pair efficient engi ne operation and adj ust to them by i mpl ementi ng appropriate strategi es.
Sensors
- Speedometer sensor
- Rpm and TDC sensor.
- Knock sensor
- Cool ant temperature sensor
- Throttle position sensor
- Intake air temperature sensor
Actuators
- Engi ne idle speed actuator
- Fuel vapour cut-off sol enoi d
- El ectri c fuel pump
- Inj ector
- Ignition coi l
- Spark pl ugs
Di sconnect el ectri cal connect i on. Undo re-
tai ni ng nuts and remove ECU.
Removing-refitting control uni t
It is absolutely prohibited to ex-
change injection control units be-
tween different vehicles in order to
check their efficiency.
Before replacing an ECU as a result of
testing, ensure it is really faulty be-
cause when a new ECU is activated,
the secret Fiat CODE system code is
memorised and this makes the unit
completely unusable on other vehi-
cles.
P4A21AJ01
Engine Bravo-Brava Ifyi*
Fuel system
10.
IDENTIFYING CONNECTIONS ON CONTROL UNIT (PIN-OUT)
P4A22AJ01
1. I.e. system supply relay.
4. Not connect ed
5. Not connect ed
6. FIAT CODE control uni t
7. Intake air temperature sensor
9. Throttl e position sensor
10. Throttl e position sensor
11. Power source for cool ant temperature
sensor, throttle posi ti on sensor and i n-
take air temperature sensor
12. Lambda probe
13. Lambda probe
14. Knock sensor
15. Knock sensor
17. Rev counter si gnal
19. Power suppl y (+30)
20. Engi ne earth
21. Injector
22. Not connect ed
23. Air condi ti oni ng syst em connect i on
24. Throttle position sensor
25. Fuel pump and l ambda probe relay
27. Not connect ed
28. Injection system failure warni ng light
30. Engi ne earth
32. RPM and TDC sensor
33. Engi ne earth
34. Ignition coi l
35. Ignition coi l
Bravo-Brava
12v Engine
Fuel syst em
10.
1. Rpm sensor
2. Toothed pulley
3. Engi ne fl ywheel
RPM AND TDC SENSOR
(0.281.002.102)
The sensor responsi bl e for measuri ng rpm
and TDC is i nducti ve, in other wor ds it wor ks
by means of changes in a magnet i c fi el d gen-
erated by teeth passi ng in front of a t oot hed
pul l ey (phoni c wheel ) si tuated i nsi de the en-
gi ne block. The sensor is t hus f ast ened to the
engi ne block and it is no l onger necessary to
check and adj ust gap or angul ar posi t i on.
The passage of teeth in front of the sensor al -
ter the gap between pulley and sensor. The
di spersed f l ow alters as a resul t to set up an
alternating vol tage wi th ampl i t ude depen-
dent on rpm.
The phoni c wheel consi st s of 58 teeth pl us a
space equi val ent to the gap left by t wo mi ss-
ing teeth.
The reference point defi ned by the gap left by
t wo mi ssi ng teeth is used as a basi s for
recording synchroni sm poi nt ( TDC) .
Refer to Fuel Syst em sect i on for t he 1581
16v engi ne for a more detai l ed descri pt i on of
sensor operati on.
Removing - ref itti ng
Posi ti on vehi cl e on a lift, t hen work from be-
l ow the vehi cl e and proceed as f ol l ows:
- Di sconnect el ectri cal connect i on;
- unscrew scr ew retaining sensor and wi t h-
draw from housi ng.
Wiring connector
The sensor is connect ed to the ECU (pi n 16 e
32) by means of twi sted wi r es covered by an
earthed i nterference-proof shi el ded sheat h.
NOTE The numbers in boxes indicate the
corresponding gpntroi unit pins.
Checking resi stance
Sensor resi stance may be measured by di s-
connect i ng the connector and connect i ng an
ohmmeter to the sensor t ermi nal s.
Resi stance: 774-946 ohm at 20 C
Copyright Fiat Auto
23
Engine
Fuel system
Bravo-Brava 12v
10.
Be sure to take the measurement at
right angles to the phonic wheel and
at the point of a tooth, not a depres-
sion.
Checki ng gap
Because the rpm and TDC sensor is secured
directly to the engi ne bl ock, gap and angul ar
posi ti on do not require adj ustment. If a fault
is suspect ed, the gap can be checked as f ol -
l ows:
- remove the rpm and TDC sensor;
- check that the di st ance between the sensor
cont act surface and phoni c wheel tooth
corresponds to the sum of sensor probe
length ( 3 4 . 5 mm) and gap ( 0. 8 - 1. 5 mm).
KNOCK SENSOR (0.261.231.007)
The knock sensor is l ocated on the rear of
then engi ne bl ock, between cyl i nders 2 and
3.
Refer to the fuel system secti on for the 1 9 9 8
2 0 V engi ne for a more detailed descri pti on of
operation.
Recovery
Ignition advance del ay: 8 - 9 accordi ng to
engi ne speed.
Knock control deacti vati on
If the faul t relates to the sensor i nterface ci r-
cui t, the ECU assumes an ignition advance
delay of 10 .
Wiring connector
The numbers in boxes i ndi cate the corre-
spondi ng control unit pi ns.
Bravo-Brava \^
2v
Engine
Fuel syst em
10.
THROTTLE CASE (0.438.201.523)
Al l the component s of the aluminium butterfly val ve case or injector turret are hi ghl y mi ni aturi sed and
the unit is extremely compact . Most system sensors and actuators are fitted to thi s unit:
1. Fuel intake fitting
2. Fuel return fitting
3. Accel erator throttle position sensor (potentiometer)
4. Inj ector
7. Di rector current motor for idle speed control
8. Throttl e cl osed recogni ti on mi croswi t ch incorporated in motor (7)
9. Throttl e posi ti on adj ustment scr ew (do not t ouch)
10. Crankcase oil vapour reci rcul ati on fitting ( BL OW- BY)
11. Fitting for intake of fuel vapour from carbon filter through cut-off val ve
12. Fitting for thermal valve control vacuum on air cl eaner
P4A25AJ02
I
Engine Bravo-Brava
Fuel syst em
10.
Thr ot t l e angul ar openi ng sensor
The angul ar position si gnal (a) from throttle (1) pl ays a fundemental role in determi ni ng base pul se
constant.
Thi s si gnal i s recorded by a dual -race potentiometer (2) fitted to butterfly val ve case by means of a brush
wi th t wo doubl e rows (4) integral wi t h the throttle val ve spi ndl e (5).
The throttle spri ndl e is fitted on two ball beari ngs (6) to prevent bi ndi ng or errors when measuri ng angl e
a.
The position of potentiometer (2) is adjusted in relation to the butterfly valve in the factory
and should never be removed for any reason. Replace butterfly valve case assemby if found
to be faulty.
P4A26AJ01
The ECU (A - see figure overl eaf), suppl i es terminal 5 of the throttle angul ar openi ng sensor (B) wi t h a
stabi l i sed reference vol tage of 5 V (const ant ) through terminal 24.
A vol tage signal measured on the first race (C) is sent to terminal 9 of the ECU from terminal 2 of the po-
tentiometer. This is proportional to the posi ti ons taken up by the throttle during the first 24 (0 - 24) of
openi ng.
Bravo-Brava ffl
12v
Engine
Fuel system
10.
18 24
M A X a ()
The si gnal therefore assumes a val ue cl ose to 0 Vol t when the throttle is compl etel y cl osed, and a val ue
cl ose to 5 Volt for an openi ng of 24 in relation to rest posi ti on.
The throttle openi ng range from 0 - 24 corresponds to tend reference poi nts in t he ECU map (a).
These represent the ten main posi ti ons taken up by the throttle val ve. In thi s way, the ECU may r ecog-
ni se small angul ar changes in the order of 225' .
Thi s high degree of sensi ti vi ty al l ows the ECU to sel ect base pul se const ant from the speci f i c maps wi t h
greater precision under cri ti cal engi ne servi ce condi t i ons, i.e. when idling and under parti al l oad.
From 18 of throttle openi ng up to full openi ng (about 90), a si gnal is produced by termi nal 4 of pot en-
tiometer (B), i.e. terminal of second race (D).
Thi s signal is sent to terminal 10 of the ECU and relates to engi ne servi ce condi ti ons at medi um and full
l oads.
The field of the second race is di vi ded into ECU maps a wi t h lower resol uti on than the first race, i.e. into
5 points correspondi ng to angul ar throttle changes of about 13. The entire openi ng range of the throttle
val ve therefore corresponds to 15 si gni fi cant poi nts or openi ngs (al pha). These are i denti fi ed by the
ECU by means of t wo potentiometer races.
Wi t h throttle val ve openi ng angl es between 18 and 24, both vol tage si gnal s present si mul t aneousl y at
terminals 2 and 4, first and second race respecti vel y, shoul d respect a certai n ratio.
Under the above condi t i ons, the ECU runs a pl ausi bi l i ty check to test si gnal s from the first race ( C - mi n-
imum/partial l oad) are perfectly synchroni sed wi th t hose of the second (D - medi um/f ul l l oad).
Termi nal 1 of t he potentiometer is earthed through terminal 11 of the ECU.
Engine Bravo-Brava igSt^v
Fuel system
10.
Recovery
The potentiometer emergency/saf et y functi on is acti vated when faul ts prevent the ECU from measuri ng
the act ual throttle openng angl e (a).
- when race 1 of the potentiometer is faulty, predefi ned safety i nj ecti on ti mes and ignition advances are
set . The idle regulation motor is set to an emergency posi ti on.
- when race 2 is faulty, onl y a safety i nj ecti on time and a safety ignition time are set .
- when synchroni sati on is faulty, the last data item saved is set as the offset between both races.
Di r ect cur r ent mot or f or i dl e speed cont r ol
Idling rpm level is adj usted automati cal l y by the ECU through a 12 V di rect current el ectri c motor (A).
Thi s act s directly on linkage (B) of the throttle control val ve through a reducti on syst em.
The throttl e openi ng motor i ncorporates a mi croswi t ch ( C) , whi ch is cl osed when the accel erator pedal
is at rest (rel eased).
Cont act cl osure acti vates the t wo-f ol d CUT- OFF functi on duri ng over-run and automati c idle adj ust -
ment.
P4A28AJ01
Inj ecti on pulses are restored after a period of CUT- OFF and idle speed regulation is acti vated by the
ECU (A see figure overl eaf ), mai nl y on the basi s of rpm and cool ant temperature.
The el ectroni c system is al so able to take into account other parameters, namel y: engi ne in st art -up or or
war m-up mode, air condi ti oner act i vat ed.
The idle control functi on is acti vated by cl osure of contact (C see figure overl eaf) whi ch connect s termi -
nal 3 of the ECU to earth through termi nal s 3 and 4 of the connect or of motor (B) at poi nt (I).
Whenever necessary, the ECU suppl i es regulation motor (D) through termi nal s 29 and 31 so that the
throttle val ve opens and cl oses to correct idle speed.
An el ect roni c swi tch i nsi de the ECU reverses motor polarity in order to produce t wo di rect i ons of rot a-
tion (cl ockwi se and ant i cl ockwi se).
Bravo-Brava iggi^ Engine
Fuel syst em
10.
When motor (D) is acti vated, the reducti on unit is set in rotation. Thi s consi st s of a worm scr ew (E) and
helical gear (F).
The helical gear contai ns a worm screw whi ch mi croswi t ch case (G) moves al ong in both di rect i ons so
that the case can move in and out accordi ng to wheel rotation di recti on.
At the end of its travel , pl unger (H) acti ng on throttle val ve linkage can bring about a maxi mum openi ng
of about 18.
// a fault has been established, the idle control motor can be obtained as an individual part.
P4A29AJ01
Recovery
In the case of an error on the idle cont act (short ci rcui t or ci rcui t open) the ECU implements one of t wo
strategies accordi ng to time of recogni ti on:
- recognition (ci rcui t open) when key i s posi ti oned on MAR, no recovery val ue obtai ned (i gnored);
- recognition (short ci rcui t or ci rcui t open) wi th key set to MAR, the ECU dri ves the d.c. motor to a saf e-
ty position (throttle in idling posi t i on).
In the case of an error on the motor (l ocked or defecti ve, drive stage broken or def ect i ve), reveal ed by a
compari son between drive val ue and actual position under actual i dl i ng cont act condi t i ons, the ECU ac -
tivates an rpm limitation, whi ch ranges from 1400 to 2000 rpm.
Engine Bravo-Brava iffii*,
Fuel system
10.
Injector
The i nj ector performs the functi on of nebul i zi ng the fuel necessary for forming the fuel mixture. It is
made out of st ai nl ess steel for more effective resi stance to any impurities present in the fuel . It i s con-
nected in a central position on the injector turret above the butterfly val ve.
It consi st s of an outer case (1) contai ni ng coi l (2) wi t h a ferromagneti c core (3) and spri ng (4), whi ch
performs the task of hol di ng pl unger (5) cl osed agai nst t he seat on bcase (6). The assembl y is compl et -
ed by other parts: electrical cont act s (7), fuel intake channel (8) wi th filter (9), fuel outlet channel (10)
and filter (11).
Control pul ses from the ECU reach the i nj ector through el ectri cal cont act s (7) to set up a magneti c fi el d
about core (3) through wi ndi ng (2). Pl unger (5) then lifts from its seat to overcome t he load of count er-
spri ng (4) and bring about i nj ector openi ng.
Pl unger height is 0.06 mm (hei ght x ); If physi cal fuel properti es are const ant , the amount i nj ected de-
pends sol el y on injector openi ng time (i nj ecti on t i me), whi ch is establ i shed by the ECU accordi ng to en-
gine servi ce condi ti ons.
The fuel jet leaves the injector at a pressure of about 1 bar, is immediately nebul i zed to form a cone of 30
- 90 and injected upstream of the accel erator throttle. Inj ector control is synchr onous, i.e. one i nj ecti on
per i gni ti on command.
A hol e (12) on the accel erator throttle is desi gned to opti mi se mixture distribution wi thi n the intake
mani fol d whi l e the engi ne is warmi ng up.
P4A30AJ01 P4A30AJ02
Bravo-Brava Engine
Fuel syst em
10.
A positive injector suppl y current is suppl i ed through the fuel pump relay; the ci rcui t is earthed in the
control unit vi a terminal 21.
P4A31AJ01
Fuel pressure regulator
The mechani cal di aphragm regul ator (1) i s
fitted in the i nj ector turret (2).
The functi on of the fuel pressure regulator i s
to maintain fuel feed pressure to the i nj ector
at a level of about 1 bar.
Fuel under pressure from the el ectri c pump
reaches hydraul i c chamber (3) of the pres-
sure regulator.
If pressure on membrane (4) exceeds a l evel
of 1 bar, it overcomes the l oad on count er-
spri ng (5), and moves plate (6) to al l ow f u-
el to f l ow out through a channel (7) in t he
tank.
Hol e (9) in the top chamber (8) of the r egu-
lator bri ngs chamber 8 into communi cat i on
wi t h the outsi de so that a vacuum does not
build up i nsi de the chamber.
When the engi ne st ops, fuel feed is al so
shut off. The pump check val ve and i nj ector
cl ose. In thi s way, feed pressure i s mai n-
tai ned for a certai n period in the hydraul i c
sect i on.
P4A31AJ02
Thi s form of operation prevents the formation of vapour bubbl es as a result of fuel in the syst em bei ng
heated by the engi ne to ensure troubl e-free starti ng at all ti mes.
Engine Bravo-Brava
Fuel system
10.
Intake air temperature sensor
Intake air temperature is measured by temperature sensor (B) l ocated on the butterfly val ve case.
Thi s sensor consi st s of a pl asti c case on whi ch is l ocated the reactive element (1), whi ch consi st s of a
resi stance (N.T.C.) that vari es in inverse proportion to temperature.
If temperature i s between 15 C - 30 C, resi stance is 3.3 - 1. 5 kCl. If temperature is about 80 C, the re-
si st ance is 0.280 - 0.360 O.
Termi nal 13 of t he ECU (A) suppl i es terminal 1 of sensor (B); the ci rcui t is earthed from terminal 2 of the
sensor to terminal 27 of the ECU.
When the sensor is di sconnect ed, the ECU suppl i es a vol tage of 5 V. Wi th the sensor connect ed, the
suppl y voltage alters accordi ng to temperature (internal sensor r esi st ance).
Recovery
When the air temperature sensor is short -ci rcui t ed (d.c.) or ci rcui ti s open ( a. c ) , the ECU recei ves i m-
pl ausi bl e si gnal s, i.e.:
- d.c. sensor: air temperature > 128 C
- a.c. sensor: air temperature < -50 C
In t hese cases, the ECU i mpl ements a Recovery strategy whi ch takes an air temperature of 20 C as a ref-
erence.
Bravo-Brava ifp
12v
Engine
Fuel syst em
10.
COOLANT TEMPERATURE SENSOR (0.280.130.026)
The cool ant termperature sensor (B) consi st s of a variable N.T.C. resi stance. It is fitted on the thermostat
case and works in a si mi l ar way to the intake air temperature sensor.
Termi nal 8 of ECU (A) suppl i es sensor (B). The ci rcui t is earthed through the sensor terminal to termi nal
11 of the ECU.
80 100 120
Checki ng resi stance
The graph in the figure shows the sensor r esi s-
t ance curve, whi ch may be measured by di s-
connect i ng the connector and connect i ng an
ohmmeter to the sensor termi nal s.
Di sconnct the el ectri cal connect i on and r e-
move the sensor.
Tightening torque 2.4 daNm.
Engine Bravo-Brava
Fuel system
10.
Recovery
- wi t h cool ant temperature sensor di sconnect ed, short ci rcui ted (d.c.) or wi t h ci rcui t open ( a. c ) , i m-
pl ausi bl e si gnal s reach the ECU, i.e.:
- d. c : cool ant temperature > 96.5 C
- a. c : cool ant temperature < 96.5 C
- fal se cont act : when temperature drops occur bet ween t wo successi ve temperature sampl es and the
devi ati on is too great.
- i mpl ausi bl e si gnal : wi t h cool ant temperature < +60 C, and engi ne runni ng, sensor output si gnal
does not change.
If the ECU records one or more si gnal s as above, the RECOVERY strategy is i mpl emented:
- wi t h air temperature < 24 C, the ECU consi ders cool ant temperature to be equal to air temperature
for about 4 minutes. After thi s, cool ant temperature is assumed to be 100 C;
- wi t h air temperature > 24 C, t he ECU consi der s cool ant t emperat ure to be 100 C.
ELECTRI C FUEL PUMP (0.580.453.514)
The fuel pump, submerged in the tank, is a t wo-st age turbo pump and integral wi t h the fuel level gauge
assembly-.
The pump is desi gned to work wi th a 12 V suppl y, at a nomi nal pressure of 1.1 0.1 bar provi di ng an
output of 100 l i tres/hour.
The advantages of l ow pressure turbo pumps compared to hi gh pressure pumps (2.5 bar ), are: smal l
si ze, reduced wei ghts and l ow noi se l evel s.
P4A34AJ02
The el ectri c pump cont ai ns an impeller (1) that turns t wo sets of bl ades: an inner set (2) wi t h lateral pro-
file and an outer set .(3) wi t h peripheral profile.
When fi el d coil (4) turns, fuel is taken into the first st age wi th lateral profile. It then f l ows through a
channel in intake di sc (5) to the second stage where it pi cks up speed and is sent on to the i nj ector turret
through outlet case (6) and antireflux val ve (7).
The el ectri c pump is suppl i ed by the el ectroni c control unit vi a a relay and 10A f use.
NOTE Refer to fuel system section for the 1581 16V for location and removal-refitting procedure.
Bravo-Brava ipi^ Engine
Fuel syst em
10.
FUEL FI L TER (A.450.024.262)
The fuel filter is fitted under the floor pan, al ong the fuel delivery line. Refer to fuel syst em sect i on in
1581 16V manual for location and removal-refitting procedure.
P4A3SAJ01
IGNITION COIL
(0.221.503.407)
The cl osed magneti c loop coi l is fastened to
the left hand si de of the cyl i nder head cover.
1. HT socket for cyl i nder no. 1 spark pl ug
3. HT socket for cylinder no. 3 spark pl ug
5. LT socket for ECU connect i on
Checki ng winding resi stance
Primary ci rcui t (A cylinders 2-3, B cyl i nders
1-4)
Bri ng the termi nal s of an ohmmeter into c on-
tact wi t h positive strip (central pi n) and neg-
ative strip (pi n 1 for ci rcui t A and pin 2 for ci r -
cui t B) respecti vel y.
The primary ci rcui t resi stance readi ng on t he
guage shoul d be between 0.45 and 0.55 ohm
at 23 C.
Secondary ci rcui t (C cyl i nders 1 -4, D cyl i n-
ders 2-3)
Bri ng the termi nal s of an ohhmeter into c on-
tact between the t wo high t ensi on outlet ter-
Yl i e
a
secondar y ci rcui t resi st ance readi ng on
the gauge shoul d be bet ween 12000 and
14600 ohm at 23 C.
Removing refitting
Di sconnect HTand LT connect i ons, then un-
scr ew retaining scr ews and remove the coi l .
Connector wi ri ng
corresponding control unit pins.
Engine
Fuel system
Bravo-Brava
12v
10.
P4A004B02
Wiring connector
LAMBDA PROBE (0.258.003.466)
The vehi cl e is fitted wi t h a four channel hot
l ambda probe whi ch measures exhaust gas
oxygen content. Refer to Fuel Syst em sect i on
in the 1581 16V manual for a full descri pti on
of the lambda probe
A
The probe may be swiftly put out of
service by the presence of even
slight amounts of lead in the fuel.
Removing-refitting
- Pl ace the vehi cl e on a lift.
- Di sconnect battery negative l ead.
- Raise the vehicle
- Di sconnect el ectri cal connect i on
- Remove the l ambda probe from its seat.
- When ti ghteni ng, do not force the compo-
nent or it coul d be irreparably damaged.
A
If fitting a new lambda probe,
spread threaded part with anti-seize
graphite grease (e.g. Bosch VS
14016- FT).
Tightening torque 5- 6 daIMm
Probe heater resi st ance may be measured by
di sconnect i ng connect or and connect i ng an
ohmmeter as shown in the fi gure.
Resi st ance: 4.5 0.5 ohm at 20 C
Bravo-Brava i ^ i *
P4A36FJ02
Engine
Fuel syst em
10.
CARBON FILTER AND FUEL VAPOUR CU-
T-OFF SOLENOID
The carbon filter and sol enoi d are l ocat ed in
the right hand wheel arch compartment.
For a descri pti on of the carbon filter refer to
Fuel System secti on of the 1581 16V manual .
For a descri pti on of the fuel vapour cut -of f
sol enoi d and removal-refitting procedures for
filter and cut-off sol enoi d, refer to Fuel Sy s -
tem secti on of 1998 20V manual .
1. Vapour cut-off sol enoi d
2. Carbon filter
Vapour cut -of f sol enoi d (0.280.142.300)
Wiring connector
SPEEDOMETER SENSOR
The speedometer sensor (vehi cl e speed sen-
sor) consi st s of a Hal l -effect sensor l ocated
on the differential output.
The sensor sends the ECU a si gnal , whose
frequency alters accordi ng to vehi cl e speed.
The ECU uses thi s information for more ef-
fecti ve idle adj ustment actuator manage-
ment.
P4A37AJ03
Engine
Fuel system
Bravo-Brava ffi
12v
10.
I NERTI A SWI TCH
The vehi cl e is equi pped wi t h an inertia
swi t ch l ocated inside the passenger compart -
ment beneath the driver's seat.
Thi s sensor reduces the possi bi l i ty of fire
(caused by fuel emerging from the i nj ecti on
syst em) by de-acti vati ng the fuel feed pump.
For a full descri pti on and removal -refi tti ng
procedure, refer to Fuel Syst em sect i on of the
1581 16V manual .
After even an apparently light collision, if a smell of petrol is noted or fuel leaks are seen, do not
activate the switch again until the fault has been found and corrected in order to avoid the risk of
fire.
MULTIFUNCTION VALVE AND SAFETY AND VENTILATION VALVE
These val ves bel ong to the evaporati on control and fuel vapour reci rcul ati on syst em. For a descri pti on of
operati on, refer to Fuel Syst em secti on of t he 1581 16V manual .
Bravo-Brava @t 12v
Engine
Fuel syst em
10
CHECKS, ADJUSTMENTS AND REPAIRS TO BOSCH MONOMOTRONIC SYSTEM
OBSERVE THE FOLLOWING PRECAUTIONS WHEN WORKING ON VEHICLES WITH
BOSCH MONOMOTRONIC INJECTION-IGNITION SYSTEMS:
- never start the engine when the electrical terminals are poorly connected or loose on the bat-
tery poles;
- never use a quick battery charger to start the engine;
- never disconnect the battery from the car circuit with the engine running;
- when charging the battery quickly, first disconnect the battery from the vehicle circuit;
- if the vehicle is placed in a drying oven after painting at a temperature of more than 80 C,
first remove the injection I ignition ECU;
- never connect or disconnect the ECU multiple connector with the ignition key in MAR CIA
position;
- a/ways disconnect battery negative lead before carrying out electrical we/ding on vehicle.
- Note that the memory of this system is active at all times (memory on stand-by), and con-
tains all learnt self-adaptive parameters. Because all this information would be lost if the bat-
tery were disconnected, this operation should only be carried out when absolutely essential.
CHECKING FUEL SUPPLY CI RCUI T
Tes t i
Check f uel regul at i on pr essur e as f ol l ows:
- Di sconnect fuel delivery line to i nj ector tur-
ret (from fuel filter) from inlet duct ;
- Interpose pressure gauge 1895890000 be-
tween t he di sconnect ed pi pe end and the
fuel mani fol d wi th cocks (A) and (B) open.
- Activate fuel pump wi th engi ne off.
P4A39AJ01
The last operation is carri ed out by sel ect i ng " fuel pump" test on a Fi at /Lanci a tester.
Under these condi t i ons, the pressure gauge readi ng shoul d stabi l i se at 1.1 0.1 bars.
If pressure is i nsuffi ci ent, carry out the test 2.
Engine
Fuel system
Bravo-Brava @ i
12v
10.
Test 2
Testi ng maximum fuel feed pressure
(or pump efficiency)
Same connect i ons as previ ous test.
- Cl ose fuel cock lever (A);
- operate the pump wi t h the engi ne off,
as descri bed previ ousl y: pressure
shoul d not exceed 5 bar (pump pres-
sure relief valve set t i ng). Ot herwi se,
repl ace the pump because it is def ec-
tive.
If pressure measured in test 1 (see previ ous page) exceeds 1.1 0.1 bar proceed as f ol l ows:
- di sconnect fuel return pipe (at point (1) for connect i on to rigid fuel return line to pump) and pl ace in a
contai ner sui tabl e for col l ecti ng the fuel .
- operate the fuel pump wi t h engi ne i dl i ng, then take pressure reading off pressure gauge:
a) if it reaches 1.1 0.1 bar repl ace the fuel return pipe to the tank because it is bl ocked or ki nked;
b) if it exceeds 1.1 0.1 bar repl ace the pressure regulator because it is defecti ve.
Test 3
Checki ng injector seal
To check for drips from the i nj ectors,
connect as descri bed in first test (regu-
lation pressure check) and then operate
the pump wi t h the engi ne off. When the
regulation pressure is reached, cl ose
control lever B so that fuel pressure and
i nj ecti on pressure is the same.
Then:
- turn off the pump;
- see whether pressure remai ns constant for 60 seconds after stabi l i si ng (i.e. droppi ng sl i ght l y).
- After suppl yi ng the pump wi t h the engi ne off, look to see whether any of the i nj ectors or connect i on
sect i ons are dri ppi ng.
Repl ace any dripping i nj ectors and/or repair the defecti ve seal in the l eaki ng j oi nt.
Bravo-Brava !g|i 2v Engine
Fuel syst em
10.
ADJ USTI NG B UTTERFL Y VAL VE OPENI NG CONTROL
P4A41AJ01
The butterfly val ve openi ng linkage must be adj usted properly for the Monomotroni c i nj ecti on syst em to
work properly.
Check that block (3) is fully home with link (1) disconnected from lever (2). Under these condi ti ons
the accelerator control cable should never be taut or excessi vel y sl ack so that accel erator pedal free
t r avel i s t aken up. If pedal shows free travel , adj ust accel erator control cabl e nut and l ock-nut .
Connect link (1) to head of lever (2) and warm up engi ne.
With accel erator pedal rel eased (butterfly val ve cl osed) check cl earance between levers (2) and (4) is
0.2 - 0.5 mm.
If the above cl earance is not as speci f i ed, l oosen nuts (5) and (6) and t i ght en/l oosen gauge (7) on link
(1).
After adj ustment, check that butterfly val ve is ful l y open wi th accel erator pedal pressed ful l y down.
Engine
Fuel system
Bravo-Brava 12v
10.
REMOVING-REFITTING
VALVE CASE
BUTTERFLY
1. Di sconnect the air shroud and bl ow-by
gas reci rcul ati on l i nes by unfasteni ng at
the poi nts i ndi cated.
2. Di sconnect fuel l i nes, evaporati on con-
trol line and vacuum duct
3. Di sconnect el ectri cal connect i ons
4-5 Rel ease accel erator link by unscr ewi ng
the scr ews i ndi cated and remove the
butterfly val ve case.
P4A1SAX03
42
Publication no. 506.670
Bravo-Brava Engine
Fuel syst em
10.
CHECKI NG ENGI NE I DLE SPEED
If engi ne speed is not 850 50 rpm, because the i nj ecti on-i gni ti on system i s sel f -regul at i ng, no adj ust -
ment can be carried out. It is therefore necessary to check that the accel erator linkage is properl y adj ust -
ed and then search for the fault through full di agnosi s usi ng a Fi at /Lanci a Tester.
CHECKI NG L EVEL S OF POLLUTI NG EMI SSI ONS
The Monomotroni c system is sel f-adapti ve and t hus constantl y monitors idle speed and CO l evel s.
Therefore there is no need for manual adj ustment (adj ustment scr ews are no longer f i t t ed). However,
checki ng exhaust contents downstream of the catal yti c converter can provide useful i nformati on about
the i nj ecti on-i gni ti on system condi t i on, engi ne and catal yti c converter parameters
Checki ng CO and HC l evel s when i dl i ng
Measure levels of carbon monoxi de (CO) and unburnt hydrocarbons (HC) wi t h the catal yti c converter
hot (300 - 350 C) (it is advi sabl e to push the car engi ne on the road for about 5-10 mi nutes to ensure
that the catal yti c converter reaches servi ce temperature). Then fit the probe of a sui tabl y cal i brat ed tester
to at l east 30 cm as i ndi cated in the fi gure.
If the shape of the exhaust tail pape wi l l not al l ow the probe to be fully i nserted, add an ext ensi on pi pe
desi gned to ensure a seal in the j oi nt area.
1. Check that CO and HC levels are as speci fi ed in the table;
2. If CO level is not as speci f i ed, check that:
- Lambda probe is worki ng properly, wi th the ai d of a Fi at /Lanci a Tester;
- for air leaks in the area surroundi ng the l ambda probe seat
- the injection and ignition system (par t i cul ar l y f or spar k pl ug wear ).
3. If HC level is not as speci fi ed, the engi ne is not properly t uned or the catal yti c converter is not effi -
ci ent.
CO (%) HC (p.p.m.) C02 (%)
< 0.35 ^ 90 ^ 13
Summar y t abl e s howi ng emi s-
si on l evel t ol er ances down-
st r eam of conver t er
Engine Bravo-Brava @ n * v
Fuel syst em
10.
DIAGNOSIS
Full system di agnosi s can be carried out by means of acti ve di agnosi s using a Fi at /Lanci a Tester
If a sensor fault is recorded, the ECU repl aces the input from the faul ty sensor wi t h information from its
memory (r ecover y) to al l ow the engi ne to conti nue runni ng. When a fault is recorded, it is saved per-
manently and the sensor excl uded from the system until the si gnal is again compati bl e.
The same procedure i s appl i ed if the fault affects an actuator or an actuator control port. When a fault i s
recorded and the si gnal repl aced by a recovery input, the fault is i ndi cated by a warni ng light comi ng on
on the control panel .
The ECU is abl e to manage the f ol l owi ng parameters in the case of failure: idle adj ustment actuator,
coolant temperature sensor, butterfly val ve posi ti on sensor , air temperature sensor and knock sensor. If
required by an operator, anomal i es may be read off the ECU usi ng a Fi at /Lanci a Tester.
Recording faul ts
Thi s is carri ed out whi l e runni ng the basi c functi on used to manage the sensor/act uat or.
Memorising error and structure of error memory
Errors are memorised in the ECU in the order in whi ch they occur in the RAM. Locati on and a f requency
counter are memorised for each one.
Defect cl assi fi cati on
If a defect i s recogni sed for the first time and the error st at us persi sts for the recogni ti on ti me, the defect
is memorised as " permanent" . If this defect then di sappears, it i s memori sed as " intermittent" . If it reap-
pears, it agai n becomes " permanent" .
Cl assi fi cati on of a fault as " permanent" acti vates recovery f unct i ons: when the fault di sappears, normal
reading or activation functi on i s restored.
Some fault types are cl assi f i ed as " important" , i.e. si gni f i cant as far as emi ssi on control regul ati ons are
concerned. A warni ng light comes on on the control panel when these faults occur.
Frequency counter
A frequency counter i s al l ocat ed to each error to determi ne the moment at whi ch a fault no l onger pre-
sent was memori sed. When the fault is first detected, the f requency counter memori ses a val ue of 10. If
the fault di sappears it is memori sed as intermittent and the counter i s decreased whenever the car is
started wi t hout the fault reappeari ng; if the counter reaches 0, the fault is deleted automati cal l y from the
memory.
If the fault reappears after the counter has been reduced, the counter is al ways reset to 10 (or remai ns
unchanged if alredy greater than 10).
Fault notification
A warni ng light comes on when a defect is saved as " present" and " important" .
The delay between recordi ng of the fault and the warni ng light comi ng on is 2.5 secondi ; the del ay be-
tween the fault di sappeari ng from the memory and the warni ng light goi ng off is 0 seconds.
The warni ng light comes on whenever the ignition key is turned to MAR. The warni ng light goes off af-
ter 4 seconds unless " important" faul ts are present.
Bravo-Brava ijpi2v Engine
Fuel syst em
10.
Deleting errors
When the frequency counter reaches 0, the fault and associ at ed parameters are del eted.
The entire error memory is cl eared immediately in the fol l owi ng cases:
- by means of a " cl ear error memory" command sent by the tester;
- by interrupting ECU suppl y (by di sconnect i ng the battery or ECU connect or ).
Di agnosi s using Fi at/Lanci a tester
Connect the Fi at /Lanci a Tester ( F. LT. ) to a socket besi de the ECU.
Information is exchanged between ECU and Tester vi a a t wo-way serial line (line K) usi ng st andard
Bosch communi cati on Protocol .
The Tester is abl e to perform the fol l owi ng functi ons:
- Error di spl ay;
- Engi ne parameter di spl ay;
- Act i ve di agnosi s
Li st of errors
RPM sensor
Throttl e potentiometer
Air temperature sensor
Lambda probe
Incorrect si gnal (ci rcui t open)
Loss of synchroni sm (i mpl ausi bl e si gnal )
Race 1 defecti ve - Race 2 defecti ve - Synchr o-
ni sati on error bet ween races
A. C. - D. C.
A . C- D. C- Fal se cont act - Impl ausi bl e si gnal
A . C. - D. C- Li mi t reached for l ambda r econ-
structi on and sel f-adapti ve factor
Idle speed actuator
Control unit
Detonati on sensor
Fiat CODE
A. C. - D. C.
ECU memory anomal i es i ndi cated
A . C. - D. C
Code not recogni sed or not recei ved
Engine Bravo-Brava U2v
Fuel system
10.
Displayed parameters
Engine rpm
Injection time
Inlet air temperature
Cool ant temperature
Throttle val ve opening angl e (race 1 angl e, race 2 angl e, standard angle and relationship between races)
Lambda probe (status, reconstructi on val ue, sel f -adapt i ve val ue and probe si gnal acti vated)
Fiat CODE (status byte)
Active diagnosis
The Fi at /Lanci a Tester can be used to run the f ol l owi ng tests:
- Injector
- Fuel vapour cut-off sol enoi d
- Rev counter
- Idle speed actuator
- Error del eti on.
Recovery
In the event of sensor mal functi on, the ECU repl aces the val ue transmitted by the sensor wi t h a ' Recov-
ery' val ue. Thi s is stored in the ECU for use in the case of certain faults or may be reconstructed approxi -
mately on the basis of other avai l abl e information, t hus al l owi ng the vehi cl e to be dri ven to a servi ce
centre.
The val ue is also relayed to the Fi at /Lanci a tester, and therefore it shoul d be noted, when di agnosi ng,
that in the event of a mal functi on, t he Fi at /Lanci a tester i ndi cates an error in the affected sensor and di s-
plays the recovery val ue.
Permanent memory
The control unit has a permanent memory, whi ch keeps a record of the error even after its cause has been
eliminated, or after the key has been turned to STOP; and a temporary, volatile memory ( RAM) , whi ch
loses error details as soon as the underl yi ng cause has been removed.
Thi s wi l l al l ow more effecti ve i denti fi cati on of occasi onal errors.
Before completing tests on permanent memory cont ent , delete usi ng a Fi at /Lanci a Tester in Acti ve di -
agnosi s mode.
Otherwi se, when reconnect ed, t he tester wi l l still di spl ay errors from a previ ous di agnosi s.
Disconnecting the control unit from the system, even for a long period, does not delete the " per-
manent" memory.
Bravo-Brava ifit
16v
Engine
Contents
10.
page
- Engi ne idle speed actuator 35
- Absol ut e pressure sensor 37
- Fuel filter 41
- Fuel manifold 42
- Carbon filter and fuel vapour
cut -of f val ve 43
- Mul ti functi on val ve 45
- Vehi cl e speed sensor 46
- Safety and venti l ati on val ve 46
- Inj ectors 47
- Inertia safety swi t ch 48
- Igni ti on coi l s 49
- Dual relay 51
- Lambda probe 53
CHECKS, ADJUSTMENTS AND REPAIRS
TO IAW INJECTION/IGNITION
SYSTEM. 56
INTEGRATED INJECTION-IGNITION
SYSTEM M. MARELLI -WEBER
I.A.W.-1AF.13
- Introducti on
SYSTEM OPERATING STRATEGI ES
page
- Si gnal management 2
- Fi at CODE anti -theft f unct i on manage-
ment - 8
- Engi ne i dl e control 12
- Fuel vapour reci rcul ati on management 12
- Test management 12
- Heati ng/venti l ati on syst em management 13
Diagram showi ng Input/output be-
t ween injection-ignition syst em sen-
sors/act uat ors 15
Ai r i ntake ci rcui t management 15
Fuel supply ci rcui t diagram 16
Fuel evaporation control ci rcui t di a-
gram 17
Bl ow-by gas recirculation diagram) 18
Engine exhaust assembl y diagram 19
Injection-ignition syst em wi ri ng di a-
gram 20
Location of injection-ignition syst em
components in engine bay 22
INJECTION SYSTEM FUSES AND
RELAYS 23
Adj ust i ng throttle cabl e 56
Removi ng-refi tti ng fuel mani fol d wi t h
i nj ectors and pressure regulator 56
Checki ng fuel suppl y ci rcui t 58
Checki ng engi ne i dl e speed 60
Checki ng l evel s of pol l uti ng
emi ssi ons 60
EARTH POINTS 23
COMPONENTS OF INJECTION-IGNITION
SYSTEM 24
Inj ecti on-i gni ti on syst em wi ri ng
Inj ect i on-i gni t i on ECU
Rpm and TDC sensor
Ti mi ng sensor
Throttl e case
Throttl e posi ti on sensor
24
24
28
30
31
32
34
DIAGNOSIS 61
- Syst em sel f -di agnosi s 61
- Di agnosi s usi ng a Fi at /Lanci a Tester 61
- Di spl ayed parameters 62
- Act i ve di agnosi s 63
- Recovery 63
Copyright Fiat Auto
Bravo-Brava Mîe, Engine
Fuel syst em
10.
M.MARELLI-WEBER I.A.W.-1 AF.13 INTEGRATED INJECTION-IGNITION SYSTEM
Introduction
The I.A.W.-1 AF.13 syst em (I.A.W.-1 AF.23 for versi ons wi th automati c transmi ssi on) The Hi t achi s y s -
tem fitted to the 1581 i.e. 16v engi ne bel ongs to the category of digital el ectroni c i gni ti on syst ems wi t h
stati c advance and t i mi ng, integrated wi th a phased, mul ti poi nt, intermittent el ectroni c fuel i nj ecti on
system.
Thi s system therefore adopts a si ngl e ECU, si ngl e wi ri ng syst em and a set of sensors common to both
syst ems.
Its functi on is therefore to inject an exact quantity of fuel into the engi ne intake duct upstream of the i n-
take val ves in order to obtain the correct mixture concentrati on.
The I.A.W.-1 AF.13 syst em ensures efficient operation and opti mi sati on of performance and fuel c on-
sumpti on. Harmful emi ssi on l evel s are reduced through real time response to the vari ous engi ne operat-
ing condi ti ons.
The syst em may be di vi ded schemat i cal l y into the fol l owi ng subsyst ems:
- El ect ri c/el ect roni c ci rcui t
- Ai r intake ci rcui t
- Fuel feed ci rcui t
- Emi ssi on control devi ces
The syst em is able to monitor the fol l owi ng parameters by means of dedi cated sensors:
1. i nstantaneous engi ne rpm;
2. posi ti on of each pi ston pair in relation to TDC of cyl i nder 1;
3. intake air temperature;
4. throttle valve angul ar posi ti on;
5. cool ant temperature;
c. actual mixture concentrati on (by means of lambda probe si gnal );
7. intake manifold pressure;
8. vehi cl e speed;
9. battery voltage;
10. air condi ti oner compressor acti vati on (if fi tted).
Thi s data, generally anal ogue, is converted into digital si gnal s by anal ogue/di gi tal ( A/ D) convert ers so
that it may be used by the ECU.
Note that thi s I.A.W.-IAF.13 i nj ecti on-i gni ti on sytem does not require adj ustment because it i s sel f -ad-
j usti ng and sel f -adapt i ve.
SYSTEM OPERATING STRATEGIES
The management sof t ware resident in the ECU memory compri ses a set of strategi es. Each of t hese con-
trols a speci fi c system control f unct i on.
Each strategy uses the vari ous i nputs listed above to process a set of parameters, usi ng data maps saved
in speci f i c areas of the ECU. The resul ti ng data output is used to control system actuators, in other wor ds
the devi ces used to operate the engi ne, namely:
1. i nj ectors;
2. ignition coi l s;
3. sol enoi ds of vari ous types;
4. el ectri c fuel pump;
5. engi ne idle speed actuator;
6. control relays.
Engine
Fuel system
Bravo-Brava @t
16v
10.
The management strategies must not onl y control the moment of ignition and intake air t emperat ure/-
pressure at vari ous engi ne speeds in order to al l ow the engi ne to work properly as envi ronmental param-
eters change, but al so control and manage i nj ecti on in order to mai ntai n an optimal stoi chi ometri c ratio
(ai r/f uel ) at all ti mes.
System management strategi es are essenti al l y as f ol l ows:
-si gnal management;
-i nj ect i on management;
-Fi at CODE ignition lock functi on management );
-i gni ti on management;
-engi ne idle control ;
-fuel vapour reci rcul ati on management;
-test management
-heati ng/venti l ati on system management
SIGNAL MANAGEMENT
Upon starti ng, the ECU identifies i nj ecti on and ignition ti mi ng, because these parameters are essent i al to
ensure subsequent successf ul implementation of all strategi es.
Ti mi ng is identified by interpreting a seri es of si gnal s from an rpm sensor l ocated on the crankshaft pul -
ley and a timing sensor l ocated on the camshaft pul l ey, intake si de.
NOTE The term " signal framework" denotes the set of signals produced by a sensor on the crankshaft and a sen-
sor on the camshaft. Because these are located in specific reciprocal positions, they provide the ECU with
a synchronised sequence of signals that the ECU is able to identify.
The si gnal framework is produced as f ol l ows:
- phoni c wheel on the crankshaft pul l ey, equi pped wi t h (60-2) 58 teeth and an angul ar gap of 18
(equi val ent to two mi ssi ng teeth) for TDC recogni ti on.
- wheel on camshaft pul l ey, intake si de, compri ses t wo long sl ots and one short sl ot , wi t h wi dt h and ar-
rangement desi gned to provide the si gnal i ndi cated in the figure.

180 360 540'

^
1. Cyl i nder TDC
2. Crankshaft angl es
3. Crankshaft phoni c wheel si gnal (rpm sensor)
4. Camshaf t wheel si gnal (engi ne ti mi ng sensor)
NOTE Numbers allocated to signals indicate crankshaft angles ahead of subsequent TDC.
2
.n/icdlian mi. bUb b/U
Bravo-Brava &|
lev
Engine
Fuel syst em
10.
The ignition management strategies are desi gned to provi de the engi ne wi t h the correct amount of fuel
at the right ti me in accor dance wi th engi ne servi ce condi t i ons.
The Marelli I.A.W.-IAF.13 i nj ecti on-i gni ti on system uses an indirect measurement syst em known as
SPEED DENSI TY - LAMBDA, i.e. angul ar speed of rotation, intake air densi ty, retro-acti ve concen-
tration check.
In practice t hi s system uses ENGINE SPEED (revs per mi nute) and AIR DENSI TY (pressure and t emper-
ature) to measure the amount of air taken in by the engi ne.
The amount of air taken in by each cyl i nder upon each engi ne stroke depends on intake air densi ty and
al so on standard di spl acement and vol umetri c effi ci ency.
Air density i s taken to be t he density of air taken in by the engi ne and cal cul at ed as a f unct i on of absol ut e
pressure and temperature - both measured in the inlet mani fol d.
Volumetric effi ci ency is a parameter relating to the cyl i nder filling coeffi ci ent. It is cal cul at ed on the basi s
of experimental tests carri ed out on the engi ne throughout its servi ce range and then memori zed in the
Once the amount of air taken in has been est abl i shed, t he system must provide suffi ci ent fuel to make up
the required fuel mixture concentrati on.
The injection trigger pul se or time at whi ch fuel del i very begi ns is mapped in a control unit and al ters ac -
cording to engi ne speed and intake mani fol d pressure. In practi ce, the the ECU performs cal cul at i ons in
order to control sequent i al , phased openi ng of the four i nj ectors, one per cyl i nder for the length of ti me
strictly necessary to form an ai r-fuel mixture as cl ose as possi bl e to a stoi chi ometri c ratio.
Fuel is i nj ected directly into the manifold cl ose to the intake val ves at a differential pressure of some 3
bar.
Speed (no. of revol uti ons per minute) and air densi ty (pressure and temperature) are used to measure
intake air quanti ty, whi ch i s used in turn to cal cul at e t he amount of fuel needed to achi eve the requi red
mixture proporti ons. The other sensors in the system (cool ant temperature, throttle val ve posi t i on, bat-
tery vol tage, etc.) al l ow t he ECU to correct the basel i ne strategy for each speci f i c engi ne servi ce condi -
ti on.
Thi s speci fi cati on is fitted wi t h a catal yti c converter to abate pol l uti ng emi ssi ons. In order to keep thi s
worki ng efficiently, the ai r-fuel ratio must be mai ntai ned at near stoi chi ometri c l evel s.
A stoi chi ometri c ratio is achi eved by usi ng a hot l ambda probe. Thi s probe cont i nual l y moni tors the
amount of oxygen in the exhaust gas and then i nforms the ECU. Thi s unit in turn uses mapped data to
correct the fuel air mixture on-l i ne if proporti ons are no longer stoi chi ometri c.
Idle speed, exhaust gas CO level and butterfly val ve sensor posi ti on are not adj ust ed on thi s syst em.
Control of mixture concentration (retro-acti ve control )
NOTE Mixture ratio is defined and indicated by the Greek lettera (a/fa) as follows:
ECU.
quantity of air taken in by engine
a =
quantity of fuel i nj ected
Engine Bravo-Brava @ti6v
Fuel system
10.
Stoi chi ometri c ratio is defi ned and i ndi cated by the symboloc st as f ol l ows
theoreti cal quantity of air required to burn all the fuel injected
a s t
=
quantity of fuel injected
Mixture concentration is defined and indicated by the Greek letterX as the ratio::
quantity of air taken in by engine
^ theoreti cal quantity of air required to burn all the fuel injected
Thus we easily fi nd that a/ a st = k.
Stoi chi ometri c ratio depends on fuel type. For unl eaded f uel s in current use, this fi gure is 14.7 - 14.8,
whi ch corresponds to lambda = 1. (a ratio of 14.8:1 means that 14.8 parts of air are required to burn 1
part of f uel ).
The mixture is termed rich (or heavy) when t he quantity if air is less than the stoi chi ometri c l evel . In t hi s
case, lambda equal s < 1;
the mixture is termed lean (or l i ght) when the quantity of air exceeds the stoi chi ometri c l evel . In t hi s
case, lambda equal s>1;
The strategy is desi gned to correct base pul se const ant s so that mixture concentrati on osci l l ates cont i n-
ually and at a hi gh rate between 0.98 and 1.02.
Thi s osci l l ati on rate vari es accordi ng to engi ne load and speed. It is in the order of t ens of Hertz.
NOTE
1 Hz = 1 oscillation per second
Under condi ti ons of:
- cut -of f ,
- throttle openi ng greater than 70%
- engi ne temperature l ess than 25 C
the strategy is de-act i vat ed.
Self-adaptability
The control unit features a sel f -adapt i ve f unct i on able to memorise devi ati ons between basi c maps and
correcti ons i mposed by the l ambda probe that occur persi stentl y duri ng operation. Suc h devi ati ons (due
to syst em and engi ne component agei ng) are saved permanentl y so that system operati on can be adapt -
ed to gradual changes in engi ne and component s wi th regard to ori gi nal speci f i cat i ons.
The strategy is de-acti vated whi l e t he carbon filter fl ushi ng sol enoi d i s open. If the ECU is repl aced, car -
ry out a road test to enabl e the engi ne to warm up and the ECU autoadapti ve strategy to come into pl ay
(particularly important when i dl i ng at a st andst i l l ).
4 ittiicdliui) nu bUti b/'U
Bravo-Brava @i
16v Engine
Fuel syst em
10.
Starting and post-starti ng
During st art -up, engi ne phase cannot be identified and phased i nj ecti on cannot therefore be i mpl e-
mented.
An initial si mul t aneous injection is carri ed out duri ng the first f ew engi ne revol uti ons (ful l group) be-
cause the consi derabl e fl uctuati ons in rotation speed do not permit i nj ecti on time to be cal cul at ed cor -
rectly. Onl y subsequentl y does i nj ecti on becomes phased.
The base pul se const ant is i ncreased by a certai n factor throughout the period when the engi ne is
cranked by the starter motor.
Once st art -up has taken pl ace, the factor is gradual l y reduced to zero wi thi n a given time peri od, whi ch
is in i nverse proportion to engi ne temperature.
k: enri chment factor
t : time
a : decrease proportional to engi ne
temperature
ON: engi ne cranked
OFF: engi ne runni ng
P4A05CJ01
Cold operation
Under t hese condi t i ons, the mixture becomes natural l y leaner due to reduced evaporati on and heavy f u-
el condensati on on the intake mani fol d internal wal l s. The greater vi scosi t y of the l ubri cati on oil al so
brings about an i ncrease in the rolling resi stance of internal engi ne component s whi ch al so serves to ex-
acerbate matters.
The el ectroni c control unit recogni ses thi s condi t i on and corrects i nj ecti on time on t he basi s of the
cool ant temperature si gnal .
P4A05CJ02
Engine Bravo-Brava l^Pi**
Fuel system
10.
As a result:
- At very l ow temperatures the injector st ays open l onger Tj ) graph (b) for a l ow air fuel ratio (ri ch mi x-
t ures);
- As engi ne temperature i ncreases, injector openi ng ti me becomes shorter (tj) graph (a) and the ai r/f uel
ratio becomes correspondi ngl y higher (l ean mi xture).
Whi l e the engi ne is warmi ng up, the ECU al so governs a step motor whi ch is responsi bl e for cal cul at i ng
the amount of air necessary to ensure the engi ne does not stal l .
Rpm is decreased as the temperature rises until the rated level is reached (850 30 Rpm) when the en-
gine is warm. The ECU governs the step motor to mai ntai n idle speed const ant even if el ectri cal and me-
chani cal loads vary.
Ful l -l oad
Under full load condi t i ons, base pul se constant must be i ncreased to obtain maxi mum engi ne power
output.
The ECU detects a full l oad condi ti on as a result of parameters suppl i ed by the throttle posi ti on and ab-
solute pressure sensors.
On the basi s of this i nformati on, the ECU implements the appropriate correcti on strategy by i ncreasi ng
base pul se constant.
Over-run
Two strategi es are superi mposed during thi s stage:
1. Transi tory negative strategy to reduce the amount of fuel required by the engi ne (l ower emi ssi ons).
Thi s stage is recogni zed by the ECU when the potentiometer si gnal changes from a higher vol tage
level to a lower val ue.
2. A dash-pot strategy to l essen changes in torque delivery (l ower engi ne brake).
Thi s strategy is i mpl emented when the potentiometer si gnal i ndi cates that the throttle is cl osed and
rpm is hi gh. The step motor gradually decreases the f l ow of air through the by-pass.
Connection to automatic transmi ssi on
The ECU adjusts engi ne idle speed on the basi s of the load input when the sel ector lever is moved to a
given posi ti on and transmi ts information to the automati c transmi ssi on ECU on engi ne cool ant t empera-
ture (pi n 5) and throttle val ve position (pi n 44).
Barometric correction ^
Atmospheri c pressure vari es wi t h altitude to bring about changes in vol umetri c effi ci ency of suffi ci ent
entity to require a correcti on to basel i ne concentrati on (i nj ecti on t i me).
Inj ecti on time is corrected accordi ng to changes in altitude and updated automati cal l y by the ECU
whenever the engine is started up and under certain condi t i ons of throttle posi ti on and rpm (dynami c
adj ustment of barometric correcti on)
6 Publication no 506.670
Bravo-Brava ^
16v
Engine
Fuel syst em
10.
Cut-off
The fuel cut-off strategy is acti vated when the ECU recogni ses that the throttle is in cl osed posi t i on
(throttle potentiometer si gnal ) and engi ne speed exceeds 2000 rpm. The ECU act i vat es cut -of f onl y
when engi ne temperature exceeds 0 C.
The fuel suppl y i s restored when the throttle is no longer cl osed.
Rp m.
~ 1600 Rp m.
~ 1 4 0 0 Rp m.
80C
T E M P . H20
A. enteri ng
cut -of f
B. l eavi ng
cut-off
Acceleration
During thi s stage, the ECU i ncreases the amount of fuel required by the engi ne (to achi eve maxi mum
torque) on the basi s of signals from the fol l owi ng sensors:
- throttle potentiometer; - absol ute pressure sensor; - rpm and TDC sensor .
The base pulse const ant is multiplied by a factor accordi ng to cool ant temperature and accel erat or throt-
tle openi ng speed.
If an abrupt change in injection time is cal cul at ed when the i nj ector is al ready cl osed, t he ECU reopens
the injector (extra pul se), in order to make the concentrati on up to the required level as qui ckl y as possi -
ble. Subsequent i nj ect i ons are automati cal l y i ncreased as descri bed previ ousl y.
P4A07CJ02
A. normal i nj ec-
tion time
B. i nj ector
re-openi ng
(extra pul se)
C. i nj ecti on ti me
i ncl udi ng en-
ri chment
OFF. engi ne under
st eady-st at e
condi ti ons
ON. engi ne under
transi ent c on-
di ti ons
Engine Bravo-Brava Ip^
Fuel system
10.
Protection against excess rpm
When engi ne rpm exceeds an upper threshol d of 6900 rpm i mposed by the manufacturer, engi ne oper-
ating condi t i ons are cri ti cal .
When the ECU recogni ses that thi s threshol d rpm level has been exceeded, it reduces i nj ector control
time.
When rpm drops to non-cri t i cal l evel s, control is restored.
El ectri c fuel pump drive
The fuel pump is governed by the ECU through a dual relay.
The pump stops when:
- engi ne rpm drops bel ow 50 rpm;
- starting does not occur wi t h key in Marci a posi ti on
(timed enabl ement ).
- if the inertia swi t ch is acti vated.
Injector control
Injectors are control l ed in sequent i al , phased manner. During st art -up, however, all i nj ectors are initially
all control l ed in parallel (f ul l -group).
Injector control timing vari es accordi ng to engi ne speed and intake air pressure in order to improve
cylinder fi l l i ng because thi s makes for better fuel economy, good handl i ng and l ower emi ssi on l evel s.
FIAT CODE IGNITION LOCK FUNCTION MANAGEMENT
The system features an anti-theft function. This is implemented through a special FIAT CODE control
unit able to dialogue with the engine control unit, and an electronic key with a specific sender unit de-
signed for sending an identification code.
Once the key has been turned to STOP, the FIAT CODE system de-act i vat es the engi ne control unit
compl etel y.
When the key is turned to MAR, the f ol l owi ng operati ons take pl ace in sequence:
1 - the engi ne control unit (whose memory cont ai ns a secret code) sends the FIAT CODE a request de-
mandi ng that a secret code be sent to de-act i vat e the functi on l ock:
2 - the FIAT CODE control uni t responds by sendi ng the secret code onl y after recei vi ng a recogni ti on
code sent by the i gni ti on key;
3 - recogni ti on of the secret code al l ows the engi ne control unit l ock to be de-act i vat ed and normal op-
eration to proceed.
NOTE When the FIA T CODE anti-theft system is present, it is extremely inadvisable to test the vehicle
using another engine control unit. In this case, the FIAT CODE control unit would transfer the
recognition code (unknown) to the test control unit, which would thus be rendered completely
unserviceable on other vehicles.
8 'utihcalion no. 506.670
Bravo-Brava l^** Engine
^ Fuel syst em
10.
IGNITION MANAGEMENT
The ignition ci rcui t is static inductive di scharge type, i.e. a high tensi on distributor wi t h power modul es
l ocated i nsi de the i nj ecti on-i gni ti on control unit.
The system compri ses two high tensi on t wi n outlet coi l s combi ned in a si ngl e contai ner and connect ed
directly to the spark pl ugs.
The primary wi ndi ng of each coi l is connect ed to the power relay (i .e. suppl i ed by battery vol t age) and
pi ns of the ECU for connect i on to earth.
Once the st art -up stage is over, the I.A.W. - 1 A F -13 ECU implements a base pul se const ant taken from
a speci f i c map in accordance wi th the f ol l owi ng input parameters:
- engi ne rotating speed (rpm),
- absol ute pressure reading (mmhg) obtai ned in intake mani fol d.
Thi s advance setti ng is corrected accordi ng to temperature.
The advance angl e is al so subj ect to correcti on under the fol l owi ng condi t i ons:
- duri ng st art -up;
- during transitory stages of accel erati on and over-run.
- during cut-off.
- when rpm is excessi ve.
For the ignition system to work effi ci entl y, the ECU must recogni se si gnal confi gurati on (3).
A. Rpm sensor si gnal
B. Power control
C. Current runni ng through coi l pri -
mary wi ndi ng
a. Igni ti on advance wi t h reference
J I to cyl i nder TDC
P4A09CJ01
The gap or change in si gnal generated by the lack of t wo teeth on the phoni c wheel , more speci f i cal l y
between the 58t h and 1st tooth (known al so as the synchroni sm t oot h) whi ch occur s each ti me the
crankshaft pulley turns is a reference si gnal whi ch al l ows the ECU recogni ti on 114 in advance of TDC
of piston pair 1 -4 in correspondence to fal l i ng front of 20t h tooth.
Once the ECU (see fol l owi ng page) has recei ved the correct T.D.C. si gnal confi gurati on, it est abl i shes
the point at whi ch conduct i on (suppl y) to primary ci rcui ts of coi l s (6) begi ns and makes internal power
modul e (5) conduct i ve.
Engine
Fuel system
Bravo-Brava ^ 16v
10.
The ri si ng side of si gnal (graph B in fi gure on previ ous page) therefore represents a moment wi t hi n
whi ch alternative primary wi ndi ng conduct i on coul d take pl ace. Thi s point can be establ i shed onl y by
the control unit power modul e. The conduct i on time the H.T. coi l needs in order to store suffi ci ent ener-
gy i s al so defined by DWELL management strategi es. Thi s depends on the time taken by the current to
reach about 6A in the coi l primary wi ndi ng and al so on the cal cul at i on algorithm run by the mi cropro-
cessor whi ch uses factors saved in a speci al memory, obvi ousl y based on engi ne rpm
With reference to the figure on the previous page, the falling si de of the si gnal , (B) conducti on end point (or
current drop to zero), is a categorical order to cut-off the current flowing in the primary wi ndi ng and repre-
sents the ignition advance point (a) processed by the computer (advance - (a) - varies accordi ng to rpm).
The control unit ( ECU) then control s spark advance in the different cyl i nders in relation to top dead cen-
tre and conduct i on time necessary for the coi l to store energy by control l i ng the t wo power st ages (cor-
respondi ng to ECU pi ns 55 and 37). These in turn permit current to f l ow through primary wi ndi ngs of
coi l s (6) for long enough to ensure the speci f i ed 6A current rating.
A
-t?
^ i J i _ n j i i _ n r u
4j-i_n_n_
J X T L B
J U"LB|/
/
55
37
+ 30
iA
2
A
3
A A
7
ignition operating diagram
1. RPM and TDC sensor.
2. Phoni c wheel .
3. Si gnal pattern taken from phoni c wheel
(60-2) teeth.
TDCs correspond to teeth 20 and 50.
4. Successi on of rectangul ar square wave
si gnal s of constant ampl i tude
5. Ignition power modul e (i nsi de control
uni t ).
6. Ignition coi l s.
7. Spark pl ugs
NOTE 777e numbers in boxes indicate the corresponding control unit pins
At the moment when the ECU de-act i vat es one of the t wo power st ages, current f l ow is cut off. Thi s
generates a voltage by i nducti on (up to 30kV wi thout l oads) in the secondary wi ndi ng.
Bravo-Brava igl^ Engine
Fuel syst em
10.
When the vol tage required for triggering an arc between the spark pl ug el ectrodes is exami ned, we note
that voltage is hi gh in the cyl i nder undergoi ng compressi on (about 10kV) whi l e it is reduced (about
5kV) in the cyl i nder undergoi ng exhaust.
Hi gh tensi on distribution is stati c, i.e. takes pl ace wi t hout a rotary brush and cap. Thi s system effecti vel y
does away wi t h a distributor. Thi s gi ves the system a consi derabl e advantage because it is known that
brush and cap i nsul ati on properties play an important role. Any l oss of i nsul ati on to earth may impair i g-
ni ti on: parti cul arl y during wi nter or peri ods of heavy rai n.
The spark pl ugs of cyl i nders 1-4 and 2-3 are connect ed directly (i n pai rs) by means of hi gh t ensi on
l eads to coi l secondary wi ndi ng terminals and may be consi dered to be connect ed in seri es, because the
cyl i nder head j oi ns them al l . Thi s sol uti on is al so known as a " lost spark" system because t he energy
built up by the coi l di scharges almost excl usi vel y on the el ectrodes of the spark plug l ocated in t he cyl i n-
der under compressi on to al l ow mixture i gni ti on. The other spark is obvi ousl y unused because t he cyl i n-
der does not contai n mixture for ignition - sol el y exhaust gas ready for venti ng.
P4A11CJ01
1. Rpm and TDC sensor 6. Igni ti on coi l s
2. Crankshaft pulley wi t h phoni c wheel 7. Dual relay
3. Battery 8. Inj ecti on-i gni ti on ECU
4. Ignition swi t ch 9 Inj ect i on-i gni t i on system fuse
5. Spark plugs
Engine Bravo-Brava @ | i
6
v
Fuel system
10.
ENGINE IDLE CONTROL
The main aim of thi s strategy i s to maintain engi ne speed at around the mapped setti ng (warm engi ne:
850 rpm): the posi ti on assumed by the actuator is dependent on engi ne condi t i ons/rpm and vehi cl e
speed.
Start-up stage
When the key i s i nserted, the actuator takes up a position dependent on engi ne temperature and battery
vol tage (open-l oop posi t i on).
War mi ng-up st age
The rpm is mainly corrected on the basi s of cool ant temperature.
Wi th the engi ne warm, idle management is dependent upon the si gnal from the rpm sensor. The ECU i n-
troduces sustai ned idle when external l oads are acti vated.
Deceleration stage
When the accel erator is rel eased when the car is not i dl i ng, the ECU governs the actuator (step motor)
by measn of speci al delivery curve (dash-pot cur ve), i.e. del ays the return of the pl unger to its housi ng to
bring about a reducti on in engi ne braking effect.
FUEL VAPOUR RECIRCULATION MANAGEMENT
The strategy control s vapour cut -of f sol enoi d posi ti on as f ol l ows:
- duri ng start-up, t he sol enoi d remains cl osed to prevent fuel vapours enri chi ng the mixture excessi vel y.
Thi s condi ti on persi sts until cool ant temperature reaches 65 C;
- wi t h the engi ne warm, the ECU sends the sol enoi d a square wave si gnal (dut y-cycl e control ) whi ch
modul ates openi ng.
In thi s way, the ECU control s the amount of fuel vapour directed to the intake, t hus avoi di ng sub-
stanti al changes in mixture concent rat i on.
Under the fol l owi ng operation condi ti ons:
- throttle valve cl osed
- speed l ess than 1500 rpm
- intake manifold pressure l ess than a l ower threshol d cal cul at ed by the ECU in accor dance wi t h rpm
l evel
sol enoi d control is inhibited wi t h the same cl osure posi ti on mai ntai ned. Thi s makes engi ne operati on
more efficient.
TEST MANAGEMENT
Ful l i nj ecti on-i gni ti on syst em el ectroni c testi ng can be achi eved by connect i ng a FI AT/ LANCI A
TESTER to the test socket .
The system is also equi pped wi t h a sel f -di agnost i c functi on whi ch recogni ses, memori ses and i ndi cat es
any faul ts.
If sensors or actuators are f ound to be faul ty, si gnal reconstructi on strategi es are i mmedi atel y acti vated
(recovery) so that t he engi ne i s abl e to operate at an accept abl e level wi thout affecti ng f unct i on. The car
can then be driven to a servi ce point for the necessary repairs.
I
Bravo-Brava tip
16v Engine
Fuel syst em
10.
HEATING/VENTILATION SYSTEM MANAGEMENT
Rpm decreases when the air condi ti oner is turned on because the system compressor t akes up power.
Thi s i nvol ves a drop in rpm, whi ch is particularly evi dent during i dl i ng.
To overcome thi s drawback, when the ECU is informed of air condi ti oner acti vati on (pi n 10) ahead of
compressor activation (pi n 26), it i ncreases the speed by adj usti ng the air f l ow by means of the st ep mo-
tor.
When a power requirement is identified (throttle posi ti on higher than a gi ven threshol d) the ECU i n-
hibits air condi ti oner operation for a memorized ti me interval.

3085 8S8787

- | FUSE

3085 8687 87

1. Battery
3. Fuse
4. Air condi ti oni ng syst em enabl ement re-
lay
5. Compressor el ectromagneti c coupl i ng
suppl y relay
6. Compressor
7. El ectroni c i nj ecti on-i gni ti on control unit
8. Three stage pressure swi t ch
9. Defrosti ng sensor
10. Ai r condi ti oner acti vati on swi t ch
I
Engine
Fuel system
Bravo-Brava
16v
10.
DIAGRAM SHOWING INPUT/OUTPUT BETWEEN INJECTION-IGNITION SYSTEM ECU AND
SENSORS/ACTUATORS
Key to components
3. Speedometer/mi l eometer
4. Rev counter
5. Absol ute pressure sensor
8. Dual relay
10. Throttle position sensor
13. Injectors
15. Ti mi ng sensor
16. Inj ecti on warni ng light
18. Coi l s
19. Spark pl ugs
20. Air condi ti oner compressor
21. Lambda probe
24. Aut omat i c transmi ssi on
Bravo-Brava (jfc
16v
Engine
Fuel syst em
AIR INTAKE CIRCUIT MANAGEMENT
10.
1. Inlet manifold
2. Evaporation control system socket
3. Socket for absol ute pressure sensor
4. Socket for servo brake
5. Socket for fuel pressure regulator
6. Ai r temperature sensor
7. Throttle case
8. Upper resonator
9. Gas uptake from crankcase
10. Ai r cl eaner
11. Lower resonator
12. Inlet fitting
Engine
Fuel system
Bravo-Brava l&t
16v
10.
FUEL SUPPLY CIRCUIT DIAGRAM
1. Fuel suppl y mani fol d
2. Delivery line from tank to filter
3. Fuel filter
4. Delivery line from filter to injectors
5. Return line
6. Vent pipe
7. Uni on wi th vent and pressure relief val ve
8. Tank
9. Fuel pump
11. Inj ectors
NOTE Due to the specific shape of the tank,
when fuel is added, an air lock may
build up at the bottom which could
prevent complete filling. Pipe (6) al-
lows air to flow from the lower part
so that the tank can be filled com-
pletely.
l
Bravo-Brava p
16v Engine
Fuel syst em
FUEL EVAPORATION CONTROL CIRCUIT DIAGRAM
10.
The fuel evaporation system prevents fuel vapour, mainly compri si ng lighter hydrocarbon f ract i ons
formed in the tank, to escape into the atmosphere.
1. Fuel vapour cut -of f val ve
2. Act i ve carbon trap filter
3. Saf et y and venti l ati on val ve
4. Mul ti functi on val ve
5. Reservoi r
6. Fuel vapour intake fitting in intake mani -
fol d
7. Inj ect i on-i gni t i on ECU
Engine Bravo-Brava l(pM<*
Fuel system
10.
BLOW-BY GAS RECIRCULATION DIAGRAM
P4A18CJ01
The system controls emi ssi on, from the engine bl ock, of vent gases made up of air-fuel mixtures, burnt
gases whi ch leak through piston ri ngs and lubricant oil vapours by recirculating them to the intake.
With the accelerator throttle open, vent gases from the engi ne bl ock reach the sl eeve connect i ng the air
cleaner-butterfly val ve case (4) through pipe (2). Thi s cont ai ns a flame trap (1) whi ch prevents com-
bustion caused by fl ame f l ashi ng back from the butterfly val ve case (6).
With the throttle cl osed (engi ne i dl i ng), the vacuum in the intake manifold takes up gas (i n limited
quanti ti es) directly through the pi pe (3) and cal i brated hole (6).
I
Bravo-Brava A i
16v
Fuel syst em
Engine
10.
Key to components in injection-ignition syst em wiring diagram
1. General 40A fuse for users beneath i gni ti on swi t ch
2. General 30A fuse for i nj ecti on-i gni ti on syst em
4. 20A fuse for components suppl i ed through dual relay (el ectri c pump, lambda probe, i nj ectors and
fuel vapour cut-off sol enoi d)
5. 5A fuse for i nj ecti on-i gni ti on ECU
6. Dual relay
7. Lambda probe
8. Inertia swi t ch
10. Rev counter
11. Ignition coi l s
12. Spark pl ugs
13. Earth on body shel l
15. Earth on engi ne
16. Inj ectors
17. Syst em warni ng light
18. Automati c transmi ssi on ECU
21. Ai r condi ti oner compressor
24. Ti mi ng sensor
25. Throttle val ve position sensor
26. Absol ute pressure sensor
Copyright Fiat Auto
21
i
Engine Bravo-Brava tyi*
Fuel system
10.
LOCATION OF INJECTION-IGNITION SYSTEM COMPONENTS IN ENGINE BAY
P4A22CJ01
Key to components
1. Fuel vapour cut-off sol enoi d 11. Inj ecti on-i gni ti on ECU
2. Carbon filter
12. Injector lead coupl i ng
3. Absol ut e pressure sensor
4. 5A f use for i nj ecti on-i gni ti on ECU
14. Ti mi ng sensor
5. 20A fuse for component s suppl i ed 15. Lambda probe
through dual relay (el ectri c pump, l amb-
da probe, i nj ectors and fuel vapour
16. Lambda probe coupl i ng
sol enoi d) 17. Inj ectors
6. Dual relay
7. General 30A system f use
8. Inj ecti on lead coupl i ng wi t h front l ead
20. Throttl e posi ti on sensor
9. Vehi cl e speed sensor
21. Earth
T/po C ijpi
16v
Engine
Fuel syst em
10.
INJECTION SYSTEM FUSES AND RE-
LAYS
General syst em protection f use
The general fuse (EFI-30A) protecti ng the
i nj ecti on-i gni ti on system (1) i s housed i nsi de
a contai ner; to gai n access to the f use, undo
si de cl i ps and lift l i d.
Fuses and rel ays
The fol l owi ng component s are housed on a
bracket l ocated agai nst t he rear wal l of the
engi ne bay:
1. Lambda probe lead j unct i on
2. 5A ECU f use
3. 20A fuse for component s suppl i ed t hrough
dual relay (el ectri c pump, l ambda probe,
i nj ectors and fuel vapour cut -of f sol enoi d)
4. Dual relay
Unscr ew ring nut and remove cover to gai n
access to the above component s.
EARTH POINTS
The earth of the i nj ecti on-i gni ti on syst em
and earth of the el ectroni c control uni t are
both fixed to the left hand si de of the engi ne,
cl ose to the exhaust val ves cover.
NOTE The air cleaner-butterfly valve case
connecting sleee and ignition coils
are not shown in the figure alongside
in order to illustrate the position of
the earth points more clearly. No
components require removal in order
to gain access to the earths.
Engine Tipo C@i ^
Fuel system
10.
COMPONENTS OF INJECTION-IGNITION SYSTEM
The i nj ecti on-i gni ti on system consi st s mainly of wi ri ng, an el ectroni c control unit ( ECU) and the f ol -
l owi ng sensors and actuators:
Sensors Actuators
-Rpm and TDC sensor
-Ti mi ng sensor
-Throttl e position sensor
-Cool ant temperature sensor
-Intake air temperature sensor
-Absol ut e pressure sensor
-Vehi cl e speed sensor
-Lambda probe
-Engi ne idle speed actuator
-El ect ri c fuel pump
-Fuel vapour cut-off val ve
-Inj ectors
-Igni ti on coi l s
-Dual relay
INJECTION-IGNITION SYSTEM WIRING
The vari ous system component s are connect ed by a si ngl e wi ri ng system fitted wi t h connect ors of vari -
ous t ypes. These are grouped in speci al duct s fitted to the engi ne (prewi ri ng).
INJECTION-IGNITION ECU
The I.A.W. -1 AF.13 (I.A.W. -1AF. 23 for vehi cl es wi t h automati c transmi ssi on) i nj ecti on-i gni ti on syst em
ECU adopted is speci f i c to thi s versi on.
It consi st s of hybrid thi ck film ci rcui t s connect ed to the el ectri cal system by a 55 pin mul ti pl e connect or.
The ECU' s task is to process si gnal s from the vari ous sensors through the appl i cati on of sof t ware al go-
rithms and control the actuators in order to achi eve optimal engi ne performance.
Essenti al features of the el ectroni c control unit are as f ol l ows:
a. Data acquisition and coding secti on
Thi s consi sts of a set of el ect roni c component s desi gned to receive data in the form of anal ogue el ec-
tri cal si gnal s. Insi de, the si gnal s are converted into digital si gnal s, processed and st ored.
TipoCîev Engine
Fuel syst em
10.
b. Mi croprocessor
Thi s el ectroni c component is responsi bl e for computi ng and managi ng acqui red dat a. It is t hus a true
computer and its main tasks i ncl ude: consul t i ng memori es, compari ng data input wi t h sampl e dat a,
managi ng actuator control ci rcui ts.
c. ROM memory (Read Only Memory-memoria di sol a lettura)
Thi s cont ai ns all programs necessary for mi croprocessor operati on. Because the unit is programmed
permanently prior to i nstal l ati on, data may be read but not modi fi ed.
The ROM memory i s conservati ve; commands are saved even when the battery l eads are di sconnect -
ed.
d. RAM memory (Random Access Memory)
The RAM memory is a transitional memory where data can be read and saved.
Thi s memory is actual l y used to save input data temporarily so that they are avai l abl e for processi ng
and al so to memorize si gnal s for codi ng operating anomal i es that may occur wi thi n sensor s, act uat ors
or ECU f unct i ons.
The RAM memory is di vi ded into sect i ons: the first volatile part, for data memori zati on, is enabl ed
wi th ignition key in MARCI A position and del eted in STOP posi ti on.
The second non-vol ati l e part, (RAM STAND- BY) saves engi ne parameters and adapts them in ti me. In
other words, the ECU uses the Lambda probe si gnal to modify and store an injection time correcti on
factor that influences mixture concentrati on; this ECU is therefore defined SELF- ADAPTI VE.
These val ues require a conti nual suppl y from the battery in order to be mai ntai ned (memory in
STAND- BY) . If the battery, dual relay or termi nal s are di sconnect ed, the parameters are zeroed. Nor-
mal vehi cl e use resets the adaptation process and new parameters are memori zed.
The presence of a non volatile memory al l ows data relating to system anomal i es to be saved even if
the battery is di sconnect ed and anomal i es to be i ndi cated even once they have been absent for 5 c on-
secuti ve start-ups (one start-up +20' engi ne operat i on).
e. EEPROM memory (El ect ri cal Erasabl e Programmable Read Only Memory)
Thi s is a speci al type of memory that can be del eted el ectri cal l y and reprogrammed agai n and agai n.
One of its functi ons is to recei ve from the RAM STAND- BY recordi ngs of anomal i es that have ari sen
during engi ne operati on and send t hese through the di agnost i c socket to a Fi at -Lanci a Test er. A Fi -
at -Lanci a Tester must be used in acti ve di agnosi s in order to delete the anomal i es.
f. Drivers (final power st ages for actuator control)
These ci rcui ts are dri ven directly by the mi croprocessor and the relevant integrated ci rcui t . They are
used to suppl y actuators such as: i nj ectors, step motor for idle control , carbon filter f l ushi ng val ve,
fuel pump relay, i gni ti on coi l main relay.
Engine
Fuel system
Bravo-Brava @t
16v
1 0 .
Removing-refitting
Posi ti on the vehi cl e on a lift and unscr ew the
l ower retaining bolts.
Di sconnect electrical connect i on and the
earth connect i on. Unscr ew upper retai ni ng
bolts and remove the control unit.
It is absolutely prohibited to exchange injection control units between different vehicles in or-
der to check their efficiency.
Before replacing an ECU as a result of testing, ensure it is really faulty because when a new
ECU is activated, the secret Fiat CODE system code is memorised and this makes the unit
completely unusable on other vehicles.
26
Bravo-Brava 10
16v
Engine
Fuel syst em
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
10.
Identifying connecti ons on control unit (pin-out)
Cylinder no. 3 injector
Cyl i nder no. 1 i nj ector
Engi ne idle speed actuator (stage 2)
Lambda probe earth
Automati c transmi ssi on ECU (cool ant
temperature si gnal )
N. C.
Dual relay (acti vate sect . B)
N. C.
IE system failure warni ng light.
3-st age pressure swi t ch
Ti mi ng sensor si gnal
Di agnosti c socket (l i ne L)
Power suppl y ( + 15/54)
Absol ute pressure sensor si gnal
N. C.
Throttl e val ve posi ti on and timing sensor
power suppl y
El ectroni c earth
N. C.
N. C.
Lambda probe si gnal
Throttle val ve posi ti on sensor si gnal
Fuel vapour sol enoi d
N. C.
Ai r condi ti oner compressor
N. C.
Speedometer si gnal
30. Rpm and TDC sensor earth
31. Di agnost i c socket (K l i ne)
32. Aut omat i c transmi ssi on ECU (t ransmi s-
si on ratio change)
33. N. C.
34. Absol ut e pressure sensor power suppl y
35. Power suppl y (+30)
37. Ignition coi l (cyl i nders 1 -4)
38. Cyl i nder no. 4 injector
39. Cyl i nder no. 2 injector
40. Engi ne idle speed actuator (st age 1)
41. N. C.
42. Rev counter output
43. N. C.
44. Aut omat i c transmi ssi on ECU (throttle
val ve angl e)
45. N. C.
46. N. C.
47. Cool ant temperature sensor si gnal
49. Rpm and TDC sensor si gnal
50. Aut omat i c transmi ssi on ECU (neut ral /
drive si gnal )
51. N. C.
52. Dual relay (acti vate sect . A)
53. Throttl e val ve position and ti mi ng sensor
earth
55. Ignition coi l s (cyl i nders 2-3)
Engine
Fuel syst em
Bravo-Brava 10
16v
10.
RPM AND TDC SENSOR
(Jeager CVM01)
RPM and crankshaft angul ar posi ti on refer-
ence (TDC indicator) sensor (1) is secured to
the engi ne bl ock f aci ng phoni c wheel (7) l o-
cated on the crankshaft pul l ey.
Principle of operation
Thi s consi st s of a tubul ar case cont ai ni ng a
permanent magnet (3) and an el ectri cal coi l
(2).The magneti c flux set up by magnet (3)
undergoes fl uctuati ons due to changes in the
gap as the teeth pass in front of t he phoni c
wheel .
These magneti c flux changes set up an el ec-
tromotive force in coi l (2). An al ternati ng
positive (teeth f aci ng sensor ) and negative
(gap f aci ng sensor) vol t age is set up at coi l
termi nal s. The sensor output vol tage peak
val ue depends on the gap bet eween sensor
and phoni c wheel teeth if al l other factors are
equal .
Two of the sixty teeth on the phoni c wheel are
removed to create a reference gap. Gear pitch
therefore corresponds to an angl e of 6 (360
divided by 60 teeth). The synchroni sm point is
recogni sed at the end of the first tooth fol l ow-
ing the space left by the t wo mi ssi ng teeth.
When thi s gap passes beneath the sensor, en-
gine piston pair 1 -4 is located at 114 before
TDC.
1. Sensor
2. Wi ndi ng
3. Permanent magnet
4. Sensor connect or
5. Output si gnal
6. Si gnal corresondi ng
to the t wo mi ssi ng
teeth
7. Crankshaf t pul l ey
wi t h phoni c wheel
Bravo-Brava 10 m i6v
Engine
Fuel syst em
10.
Wiring connector
The sensor is connect ed to the ECU (pi n 30
and 49) by means of twi sted wi res covered
by a shi el ded, i nterference-proof sheat h c on-
nected to earth.
NOTE Whenever repairs to the rpm and TDC sensor mount are necessary (e.g. gap not as specified,
sensor not aligned etc.), the sensor must be positioned and aligned with the mount as described
in the engine service manual (publication no. 504.589/20).
Sensor resi st ance may be measured by di s-
connect i ng the connect or and connect i ng an
ohmmeter to the sensor termi nal s.
Resi stance 575 - 750 ohm at 20 C
Engine
Fuel system
10.
P4A30CJ01
NOTE Sensor angular position may not be
adjusted in any way.
2
1. Deflector
2. Magneti c material
3. Gap
- n n_ _
/ \ E
i
i c
16 111| 53
Wiring connector
spondi ng control unit pi ns
Bravo-Brava 10 16v
TIMING SENSOR (SFA 200)
The I.A.W.-1 AF.13 syst em adopts a phased,
sequenti al injection syst em. In other wor ds,
fuel is i nj ected into each cyl i nder in sequence
during the intake phase.
To achi eve thi s, the ECU uses a ti mi ng si gnal
together wi t h the rpm and TDC si gnal to de-
termine the point of i nj ecti on.
Thi s si gnal is generated by a Hall sensor fitted
on the exhaust camshaft pulley.
Pr i nci pl e of operat i on
A semi -conduct i ng layer wi t h current f l ow-
ing through it is pl aced in a normal magneti c
field (force lines at right angl es to current di -
rect i on). A potential di fference known as a
HALL vol tage is set up at its termi nal s.
If current intensity remai ns const ant , the vol t -
age generated depends sol el y on the i nt ensi -
ty of the magneti c fi el d; magneti c fi el d i nt en-
sity need therefore onl y vary peri odi cal l y to
set up a modulated el ectri cal si gnal wi t h fre-
quency proportional to the speed wi t h whi ch
the magneti c field changes.
To achi eve thi s change, the sensor is crossed
by a metal ring (internal part of pul l ey) wi t h
an openi ng. The movi ng metal part of the ring
covers the sensor and bl ocks the magnet i c
field to produce a l ow output si gnal . The s en-
sor generates a high si gnal when al i gned
wi th the openi ng, i.e. wi t h magneti c fi el d
present.
The alternation of si gnal s is therefore depen-
dent on the successi on of openi ngs (see
chapter on " si gnal management " ).
Removing-refitting
To gai n access to the ti mi ng sensor, remove
the intake si de camshaft pulley (3) (refer to
engi ne servi ce manual , publ i cati on no.
504.589/20).
Di sconnect el ectri cal connect i on of sensor.
Unscr ew both scr ews (1) and remove ti mi ng
sensor (2) wi th retaining plate.
Bravo-Brava 10 Engine
Fuel syst em
10.
BUTTERFLY VALVE CASE (54 CFA 26)
The butterfly val ve case is responsi bl e for metering the quantity of air suppl i ed to the engi ne (and t hus
control l i ng engi ne power output) accordi ng to accel erator posi ti on determi ned by the driver.
The butterfly val ve case is fastened to the intake manifold by four scr ews. The throttle i s opened by a
l i nkage wi th confi gurati on desi gned to open the throttle by a smal l amount when the pedal i s hardl y
pressed (provi ded pedal travel remains the same) and open it by large amounts when the pedal i s
pressed down further.
Wi t h the pedal fully released (engi ne in over-run or i dl i ng), the addi ti onal air required i s suppl i ed by an
engi ne idle adj ustment sol enoi d. Under t hese condi t i ons, the throttle openi ng lever comes into cont act
wi t h an ant i -bi nd scr ew, whi ch prevents the throttle becomi ng l ocked in cl osed posi ti on.
To prevent the bui l d-up of i ce around the throttle and t he hole l eadi ng to the PCV val ve, the butterfly
val ve case is heated by directing a small amount of cool ant from the engi ne thermostat around a cham-
ber i nsi de the case.
The oil vapour recirculation syst em PCV val ve and throttle posi ti on sensor are also fitted on the butterfly
val ve case.
1. Throttl e l i nkage
2. Butterfly val ve adj ustment and anti bi nd scr ew (do not t ouch)
3. Attachment for engi ne cool ant delivery hose
5. Attachment for engi ne cool ant return hose
6. Throttl e posi ti on sensor
7. Throttle val ve
8. Attachment for engi ne bl ock vapour reci rcul ati on and recovery line
The anti-bind screw is
set by flushing in the
factory and should nev-
er be tampered with.
P4A31CJ01
Engine
Fuel system
Bravo-Brava l |
16v
10.
THROTTLE VALVE POSITION
SENSOR (WEBER PF-1C)
Thi s takes the form of a potentiometer whose
mobi l e part is control l ed by the butterfly
val ve spi ndl e.
The potentiometer is fitted i nsi de a pl asti c
contai ner equi pped wi t h two t abs contai ni ng
t wo UNSLOTTED hol es. These anchor the
sensor and ensure it is posi ti oned correctl y in
relation to the throttle val ve. A t hree-pi n
socket (ABC) on the contai ner provi des an
el ectri cal connect i on wi t h the i nj ect i on-i gni -
tion ECU.
Duri ng operati on, the ECU suppl i es the po-
tentiometer at a vol t age of 5 Vol t. The pa-
rameter measured is throttle posi ti on from
idle to full openi ng for i nj ecti on control man-
agement.
The fol l owi ng graph i ndi cates the vol tage
level suppl i ed by the sensor as a f unct i on of
throttle openi ng angl e.
The ECU recogni ses throttle val ve openi ng
status on the basi s of outlet vol t age and cor -
rects mixture concentrati on accordi ngl y.
When the throttle is cl osed, an el ectri c vol t -
age si gnal is sent to the ECU, whi ch recog-
ni ses idle and cut -of f status (di scerni ng be-
t ween them on the basi s of rpm l evel ).
The potentiometer is si ngl e-ramp: its main
speci f i cat i ons are as f ol l ows:
Effecti ve el ectri cal angl e: 90 2
Mechani cal angl e: 105 4
Total mechani cal travel : 110 8
Temperature servi ce range: - 30C + +125C
Bravo-Brava
naa i6v
/ ^ E l c
53 16 23
P4A33CJ 04
P4A33CJ 02
Engine
Fuel syst em
10.
Wiring connector
The numbers in squares i ndi cate t he corre-
The sensor' s resi stance can be measured by
connect i ng an ohmmeter between pi ns A and
C of the sensor.
Resi st ance: 0-1200 ohm 20% at 23 C
Recovery
A val ue is assumed whi ch is cal cul at ed in ac-
cordance wi t h the pressure present in the i n-
let mani fol d; if the pressure sensor is al so
faulty, a throttle aperture angl e of about 50 is
establ i shed as a fixed val ue.
The strategi es of gradual reducti on of rpm at
idling speed (dashpot) are i nhi bi ted.
P4A33CJ 03
Sel f-adapti vi ty of idle speed is i nhi bi ted.
Sel f-adapti vi ty of the mixture strength is i n-
hibited.
Removing-refitting
Undo the t wo bolts and remove the sensor.
NOTE The sensor is secured to the throttle
body by means of two lugs in which
there are two non-slotted holes; it is
therefore not necessary to make any
adjustment to its angle position as
the control unit itself, by means of
appropriate self-adaptive algorithms,
recognizes the fully closed or fully
open position of the throttle.
NOTE Whenever the potentiometer bolts are slackened or removed, they must be replaced as the
thread is coated with a thin layer of Loctite which ensures only once that they lock.
Copyright Fiat Auto
VI-96 - Update
33
Engine
Fuel system
Bravo-Brava 10
1 6 v
10.
INTAKE AIR TEMPERATURE
SOR (Jaeger ATS-04)
SEN-
The sensor is installed on the inlet port.
It consi st s of a brass body, from whi ch a pl asti c
cage emerges. Thi s protects the actual resistive el e-
ment, whi ch is an NTC (" Negative Temperature Co -
effi ci ent" ) thermistor; the el ectri cal resi stance of the
sensor decreases as the temperature i ncreases.
Dependi ng on the temperature of the air drawn in
by the mani fol d, the NTC thermistor vari es its r esi s-
tance in accordance wi t h the di agram in the fi gure.
The reference vol tage for the air sensor is 5V; as thi s
ci rcui t i s desi gned as a voltage di vi der, thi s vol tage
is shared between a resistor present in the el ectroni c
control unit and the air sensor' s N.T.C. resistor. The
el ectroni c control unit is thus abl e to assess the
vari ati ons in the sensor' s resi stance vi a changes in
the vol tage, and t hus obtain infromation concer n-
ing the intake air temperature.
Together wi th the absol ute pressure i nformati on,
this information is used by the el ectroni c control
unit to establ i sh the " AIR DENSITY" whi ch is es-
senti al information for ascertai ni ng the quantity of
air drawn in by the engi ne, in accor dance wi t h
whi ch the computer wi l l have to work out the i nj ec-
tion ti me, i.e. the exact quantity of petrol to be del i v-
ered.
The diagram shows the trend of the sensor' s charac-
teristic curve, whi ch can be measured by di sconnect -
ing the connector and connecti ng an ohmmeter to the
sensor' s terminals.
Removing-refitting
Di sconnect the el ectri cal connect i on and remove
the sensor screwed in the inlet port.
Tightening torque: 2.4 daNm
Recovery
An air T = 54C is assumed.
Sel f-adapti vi ty duri ng idling is i nhi bi ted.
Wiring connector
The numbers in squares i ndi cate t he correspondi ng
control unit pins.
34 Publication no. 506.670/07
Bravo-Brava 10
16v
Engine
Fuel system
10.
ENGINE IDLE SPEED ACTUATOR
(step motor) (WEBER B02)
1. Beari ng
2. Lead screw
3. Coi l s
4. Magnets
5. Scr ew
6. Anti -rotati on
grooves
7. Pl unger
The actuator is fitted to the butterfly valve case and consi sts
of:
- An electric step motor wi th t wo wi ndi ngs in t he stator
and a rotor that contai ns a certain number of permanent
magnet pairs.
- A worm and scr ew reducti on unit that convert s rotato-
ry moti on into linear moti on.
In order to idle, i.e. wi t h throttle (4) ful l y cl osed, t he en-
gine needs a certain amount of air (Qo) and fuel to over-
come internal friction and maintain rpm l evel s.
To the quantity of air Qo that leaks through the cl osed but-
terfly val ve (4) during idling, an additional quanti ty of air
Q must be added to al l ow the engi ne to maintain rpm lev-
el s constant, particularly during warm up and when el ec-
trical users or external l oads are activated (air condi ti oner,
automatic transmi ssi on, et c).
To achi eve this result, the system uses a step motor (1)
fastened to butterfly val ve case (5) controlled by ECU (6)
whi ch moves a rod fitted wi th a plunger (3) duri ng opera-
tion. Thi s alters the cross-sect i on of by-pass duct (2) and
thus the amount of air (Qo + Q) taken in by the engi ne.
In order to govern thi s type of act i on, the ECU uses an-
gular engi ne speed and cool ant temperature i nput from
the rel evant sensors.
m
3 5
+ 1 2 V o-
r ,
2 1
C, J
2 0
L D A j
40
9
L , B
(34- i
* ' i
Engine Bravo-Brava @ | i 6 v
Fuel system
10.
The electric step motor features extremely hi gh
accuracy and resol uti on (about 20 rpm). Pul ses
sent from the ECU to the engi ne are converted
from rotary moti on into st rai ght -l i ne moti on
(about 0.04 mm/st ep) through a wor m and
scr ew mechani sm. Thi s operates a pl unger whi ch
in turn moves to alter the by-pass duct cr oss-sec-
t i on.
The constant idle air f l ow Qo ari ses as a resul t of
l eakage through the butterfly val ve. Thi s i s regu-
lated during producti on and protected by a cap.
Maxi mum f l ow Q2 ari ses when the pl unger is f ul -
ly retracted (about 200 st eps correspondi ng to 8
mm). Bet ween t hese t wo l evel s, air f l ow f ol l ows
the graph shown al ongsi de.
P4A36CJ01
Motor strategy
The number of worki ng st eps is dependent upon engi ne condi ti ons:
- St art -up st age
When the key is i nserted, the ECU control s step motor position accordi ng to engi ne cool ant t empera-
ture and battery vol tage.
- Warmi ng-up st age
Rpm levels are corrected accordi ng to engi ne cool an temperature.
- Wi th engi ne warm:
Idle control is dependent on a si gnal from the rpm sensor. When external users are act i vat ed, t he ECU
governs sust ai ned idle.
- Over-run:
The ECU recogni ses over-run status frofiTthe throttle potentiometer posi ti on.
It controls step motor position by means of the idle f l ow l aw (DASH - POT l aws). In other words, it sl ows
the return of pluger (3) to its seat so that a quantity of air by-passi ng hole (2) reaches the engi ne and re-
duces levels of pollutants in the exhaust gas.
Recovery
Actuator operation disenabled and self-adaption of idling fuel mixture level bl ocked.
Removing-refitting engine idle control actuator (step motor)
- di sconnect battery negative terminal;
- unscrew both retaining scr ews and wi t hdraw the actuator;
- check condi ti on of thoroi d seal and remove any i mpuri ti es from the case seat;
- refit the actuator, checki ng that the pl unger fits easi l y wi thout forci ng. To do t hi s, fit t he actuator and
repl ace scr ews but do not ti ghten. Operate the st ep motor usi ng a Fi at -Lanci a/Test er until it has
moved through its entire travel . Ti ghten scr ews onl y after checki ng pl unger is correctl y al i gned in its
seat and el ectri cal connect or is posi ti oned correctl y.
NOTE It is advisable to leave the battery negative terminal disconnected for about 20 minutes. Provid-
ed the abo ve procedure is carried out as described, the ECU will position the idle speed actuator
correctly the first time the engine is started up.
Fit new step motor retaining screws whenever they are loosened or removed because the
threads are covered with a light layer of loctyte, which guaranteeds a seal only once.
Tightening torque of step motor scr ews 0.36 - 0.44 da Nm.
Air fl ow graph step no.
Bravo-Brava 10
16v Engine
Fuel syst em
10.
a
mV
4750
2500
250
0 127,5 475, 5 787,5 mmHg
Wiring connector
The numbers in boxes indicate the corre-
ABSOLUTE PRESSURE SENSOR
WEBER PRT 03
The sensi ti ve el ement is encl osed wi thi n a
plastic contai ner (1) and consi sts of a Wheat -
stone sri dge screen printed to a very fi ne ci r-
cular cerami c plate (diaphragm) fitted to the
underside of a ring mount.
The di aphragm separates t wo chambers: a
vacuum is set up in the bottom seal ed cham-
ber whi l e the top chamber communi cat es
wi th the intake manifold i ndi rectl y through a
rubber pi pe (3).
When the engi ne is off, the di aphragm bends
accordi ng to atmospheri c pressure l evel . Ex-
act information on altitude is therefore pro-
vi ded when the key is inserted.
When runni ng, the engi ne set s up a vacuum
that gi ves rise to a mechani cal effect on the
sensor di aphragm, whi ch bends to alter t he
resi stance l evel .
Because the el ectri cal supply is mai ntai ned
constant (5 V) by the control uni t, when the
resi stance is al tered, the output vol tage
changes in proportion to the vacuum in the i n-
take mani fol d.
Recovery
The pressure is cal cul at ed accordi ng to throt-
tle angl e and rpm l evel .
If the butterfly val ve position sensor i s faul ty,
a fi xed cal i brati on val ue is assi gned.
Mixture sel f -adapt i on is i nhi bi ted.
Lambda probe t est is inhibited.
A B C
34 17114
Engine
Fuel syst em
Bravo-Brava 10
16v
10.
COOLANT TEMPERATURE
SENSOR
(Jeager 401930.01)
The sensor is fitted to t he thermostat case. It
consi st s of a brass case, whi ch protects the
actual resi stance el ement: an NI C thermistor
(standi ng for Negative Temperature Coef f i -
ci ent because sensor el ectri cal resi stance de-
creases in inverse proportion to temperature).
The reference voltage i s 5V; si nce thi s ci rcui t
i s desi gned as a vol tage di vi der, the vol t age is
distributed between a resi stance present in
the ECU and the sensor N.T.C. resi st ance.
The ECU is therefore abl e at any moment to
assess sensor resi stance changes t hrough
vol tage changes and t hus obtai n information
on intake air temperature.
Recovery
The last reading is adopt ed. If the t empera-
ture does not correspond to steady state l ev-
el s, this is gradual l y i ncreased wi th time f ol -
l owi ng start-up and corrected on the basi s of
intake air temperature.
Mixture concentrati on sel f -adapt i on is i nhi b-
ited.
Idle sel f-adapti on is i nhi bi ted.
Checking resi stance
The graph plots sensor resi stance val ues.
These may be measured by di sconnect i ng the
connector and connecti ng an ohmmeter to the
sensor terminals.
Removing-refitting
Di sconnect el ectri cal connect i on and remove
the sensor
Before refitting apply MR/B anaer-
obic sealant to the tapered threads.
Tightening torque 2.4 daNm.
Wiring connector
Bravo-Brava 10* * Engine
Fuel syst em
10.
ELECTRI C FUEL PUMP (Wal bro-Marwal MSS071)
The pump i s housed i nsi de the fuel tank in a hol der, together wi t h the fuel level indicator. It is fitted wi t h
a mesh filter on the pump intake.
The pump is vol umetri c type and desi gned to work wi th unl eaded f uel .The rotor is turned by an el ectri c
d.c. motor suppl i ed at battery vol tage di rectl y through the dual relay, control l ed in turn by the ECU.
The motor is submerged in the fuel in order to cl ean and cool the brushes and commutator.
The pump is fitted wi t h a pressure relief val ve, whi ch short -ci rcui t s delivery to intake if inlet ci rcui t pr es-
sure exceeds 5 bar. Thi s prevents the el ectri c motor overheati ng.
A check val ve fitted in the delivery line prevents the entire fuel ci rcui t emptyi ng when the pump i s not
wor ki ng.
Rat ed pump output vari es accordi ng to angul ar rotor speed and hence suppl y vol tage: it is about 140 l /h
at a vol tage of 12 V.
1. El ectri cal connect ors
2. Delivery port
3. Inlet port
4. Pressure relief val ve
5. Check valve
Engine
Fuel syst em
Bravo-Brava 10
16v
10.
Removing-refitting el ectri c fuel pump
The pump is located in the tank: proceed as
f ol l ows to remove:
Undo retaining buttons i ndi cated usi ng tool
1878077000.
Lift load compartment mat.
Remove dust cover.
Di sconnect electrical connect i ons from pump
and from fuel level sendi ng unit.
Di sconnect fuel l i nes (i nl et, outlet and
breather).
Unscr ew l ock-ri ng retai ni ng pump to tank
usi ng tool 1860893000 and a box wr ench.
Remove fuel pump assembl y.
When refitting, electrical connections
and fuel lines cannot be fitted the
wrong way round because the re-
spective terminals are of different di-
ameter.
< t >
Components of fuel pump assembl y
1. Fuel l evel gauge
2. Retai ni ng plate
3. El ectri c pump
4. Reservoi r wi th mesh prefilter
Bravo-Brava i Bt
16v
Engine
Fuel syst em
10.

FUEL FILTER
(Bosch A 450.024.262)
The filter is inserted in the fuel delivery pi pe; it
consi st s of a steel plate casi ng and an i nternal
pol yurethane mounting on whi ch an el ement
wi t h hi gh-fi l trati on capaci ty is wound.
NOTE On the outer casing, there is an ar-
row which indicates the direction of
fuel flow and so correct assembly.
1. Fuel inlet
2. Arrow posi ti on
3. Fuel outlet
Removi ng - ref itti ng
To remove the fuel filter, proceed as f ol l ows:
Rai se the vehi cl e.
Undo the bolts indicated and remove the
protective cover.
Di sconnect the fuel inlet and outlet qui ck-f i t
connect ors from the filter, col l ect i ng in a sui t -
able contai ner the fuel whi ch l eaks duri ng the
operati on.
Undo the bolt and remove the filter.
A
The fuel filter must be replaced every
40000 km.
After replacing the filter, start the en-
gine and check that there are no fuel
leaks from the connections.
Copyright Fiat Auto
VI-96 - Update
41
Engine
Fuel system
Bravo-Brava 10
1 6 v
10.
FUEL MANIFOLD (CB 104)
The fuel manifold is secured to the inside of
the inlet mani fol d, and its functi on is to send
fuel to the fuel i nj ectors.
The fuel manifold consi st s of an al umi ni um
casti ng and it incorporates the seats for the f u-
el injectors and pressure regulator.
The fuel inlet compri ses an attachment wi t h
tapered seal i ng scr ew.
The fuel is reci rcul ated by means of a pipe
contai ned in the mani fol d and connect ed at
one end to the regulator, and at the other end
to the external fuel return pipe to the tank.
v///>A/////
t
yy/
j (
1. Fuel manifold
2. Fuel injectors
4. Fuel inlet connecti on
5. Connect i on for fuel return to tank
6. Di aphragm
7. Backf l ow val ve
8. Adj ustment spri ng
9. Vacuum connect i on
10. Fuel inlet
11. Fuel return
42 Publication no. 506.670/07
Bravo-Brava 10** Engine
Fuel syst em
10.
FUEL PRESSURE REGULATOR (RPM 40)
Thi s differential di aphragm devi ce is set to a pressure of 3.00 0.05 bar in the factory.
Pressuri sed fuel from the pump exerci ses thrust on reflux val ve (7) countered by cal i brated spri ng (8).
When pressure setti ng is exceeded, reflux val ve opens and excess fuel returns to the tank in order to st a-
bi l i se pressure in the ci rcui t. The vacuum in the intake mani fol d (act i ng al so on injector nozzl e ) act s on
regulator di aphragm through i ntake (9) in order to reduce the load on the calibration spri ng.
The pressure differential bet ween the fuel and the i nj ector' s surroundi ngs (intake mani fol d) is therefore
mai ntai ned constant under all engi ne servi ce condi ti ons. The injector f l ow (for a given suppl y vol t age)
t hus depends sol el y on i nj ecti on time establ i shed by the ECU.
NOTE 77?e ECU assumes pressure as a fixed parameter. The regulator should never therefore be tam-
pered with; otherwise the mixture concentration specified for the engine will be altered.
CARBON FILTER AND FUEL VAPOUR
CUT-OFF VALVE
These component s form part of the fuel evap-
oration cont rol and vapour recovery syst em.
They are l ocated in the right wheel arch com-
partment and can be reached by removi ng
the rear part of the right front wheel arch
compartment trim.
2. Carbon filter
Carbon filter
Thi s consi st s of carbon granules (4) that trap fuel
vapour entering intake (5).
Warm fl ushi ng air enters intake (1), through paper
filter (3) and f l ows over the carbon granul es to re-
move fuel vapours and carry them t oward the outl et
(2) and then on t oward the cut-off val ve.
Air enteri ng through intake (5) may al so be pul l ed
back by a vacuum in the tank, when it serves to ven-
tilate the tank. Partition (6) ensures that the f l ush-
ing air f l ows over all the carbon granul es and pro-
motes the rel ease of fuel vapour t oward the inlet
mani fol d.
Two spri ngs (7) al l ow the mass of granul es to ex-
pand when the pressure i ncreases.
P4A43CJ02
Engine Bravo-Brava I0i6v
Fuel system
10.
Fuel vapour cut -of f solenoid (Si emens EC1)
The functi on of t hi s val ve is to control the quantity of fuel taken up by the acti ve carbon filter and di rect-
ed to the intake mani fol d (via the i nj ecti on-i gni ti on control uni t ).
The val ve is cl osed when de-act i vat ed to prevent fuel vapours enri chi ng the mixture excessi vel y.
The i nj ect i on-i gni t i on control unit control s operati on as f ol l ows:
- duri ng st art -up, the sol enoi d remains cl osed to prevent fuel vapour from enri chi ng the mixture exces-
si vel y. Thi s condi t i on persi sts until the cool ant temperature reaches a pre-est abl i shed threshol d.
- wi t h engi ne war m, the ECU sends the sol enoi d a square wave si gnal , whi ch modul ates openi ng in ac-
cordance wi t h the si gnal empt y/f ul l pattern.
In thi s way, the ECU control s the quantity of fuel vapour sent to the intake to prevent si gni fi cant
changes in mixture concentrati on.
Under the servi ce condi t i ons listed bel ow:
- throttle in idle posi ti on
- speed l ess than 1500 rpm
- intake mani fol d pressure l ess than a limit setti ng computed by
the ECU accordi ng to rpm level
sol enoi d acti vati on is inhibited to mai ntai n the unit cl osed in or-
der to improve engi ne operati on.
Longitudinal secti on through fuel vapour cut-off valve
1. Val ve core.
2. React i on spri ng.
3. Magnet i c wi ndi ng.
4. Pi pe connect ed to air intake mani fol d
5. Pi pe connect ed to acti ve carbon filter.
P4A44CJ02
Wi ri ng connector
Recovery
Mixture sel f-adapti on is i nhi bi ted.
Mixture concentrati on test i s i nhi bi ted.
Lambda probe test is i nhi bi ted.
44
Bravo-Brava 10 Engine
Fuel syst em
10.
MULTIFUNCTION VALVE (SIRIO 0175.00)
Thi s valve performs the f ol l owi ng f unct i ons:
- prevents fuel fl owi ng out when tank is over-fi l l ed or in case the vehi cl e overturns in an acci dent ;
- vents fuel vapours from tank to the acti ve carbon trap filter;
- ventilates the tank if a vacuum bui l ds up i nsi de.
Thi s val ve consi st s of: a fl oat (2); a heavy ball (3); a plate (4), pushed agai nst valve case of spri ng (5)
and plate (8), pushed agai nst plate (4) of spring (9). Mul ti functi onal val ve operation may be sum-
mari sed as f ol l ows and depends on fuel tank level:
a. if the tank is full float (2) bl ocks hole (1) to prevent l i qui d fuel from reachi ng active carbon filter and
hence damage to the filter;
b. the tank fuel level drops, float (2) is l owered and rests upon ball (3) to open hole (1). When t he pres-
sure exerci sed by fuel vapours on plate (4) overcomes load of spri ng (5), a ring openi ng bet ween
plate and val ve case opens to al l ow fuel vapours to emerge from the duct (6) and reach the acti ve
carbon filter.
P4A45CJ01
c. if the drop in tank fuel level is suffi ci ent to set up a vacuum, thi s act s on plate (8) and overcomes l oad
of spri ng (9) so that thi s moves down to al l ow tank venti l ati on through hole (7).
d. if the vehi cl e overturns, however full the tank, the wei ght of ball (3) act s on float (2) to push t he float
agai nst hole (1) and prevent a dangerous fl ow of fuel to the intake manifold wi th the attendant risk of
the vehi cl e cat chi ng fire.
P4A45CJ03 P4A45AJ04
Engine
Fuel system
Bravo-Brava 10
16v
10.
VEHICLE SPEED SENSOR
SWF B451
BORLETTI TGK
SO.GE.MI.
The sensor is l ocated on t he differential out -
put, near the left hal f-axl e j oi nt. It sends i n-
formation on vehi cl e speed to the control
unit: the si gnal is al so used to operate the
speedometer.
The sensor operates on the pri nci pl e of the
Hall effect (see sect i on on " engi ne ti mi ng
sensor" ) and transmi ts 16 pul ses/revol ut i on.
Vehi cl e speed can therefore be cal cul at ed
from pul se frequency.
Removing - refitting
the sensor.
Tightening torque 0.8 daNm
Wiring diagram
SAFETY AND VENTILATION VALVE
Thi s val ve is l ocated in the fuel filler cap and
performs the f ol l owi ng f unct i ons accordi ng
to the pressure level in the tank:
When the pressure i nsi de the tank exceeds
0.13 - 0.18 bar, excess fuel vapours are
vented to the outsi de (pressure-rel i ef f unc-
t i on).
If, on the other hand, a vacuum bui l ds up
inside the tank, equi val ent to 0.020 - 0.030
bar, air is taken into the tank (venti l ati on
f unct i on).
Bravo-Brava 10
16v Engine
Fuel syst em
10.
I NJ ECTORS ( WEBER I WP 001)
The t wi n j et injectors are used speci fi cal l y on engi nes wi t h four val ves per cyl i nder because they al l ow
the j ets to be directed agai nst the t wo intake val ves.
The fuel j et l eaves the i nj ector nozzle wi t h a pressure differential of 3 bars and nebul i ses i mmedi atel y to
form t wo cones.
Injector control is sequential, staged, i.e all four i nj ectors are control l ed in accor dance wi t h the cyl i n-
der intake sequence. The suppl y to each cyl i nder may begin duri ng the expansi on st age up to a time
when intake has already begun.
The fuel mani fol d presses agai nst the i nj ectors to fasten them into the seats on the intake duct s. They are
al so anchored to the fuel mani fol d by means of safety clips. Two rubber ri ngs (10) and (11) ensure a
seal to the intake duct and fuel mani fol d.
The i nj ectors are top-feed type and suppl i ed wi th fuel from the rear of the case, whi ch houses coi l (5)
connect ed to electrical connect or (9).
Wiring connector
NOTE The numbers in boxes indicate ECU pin
no. in order of cylinder number.
P4A47CJ03
Injector resi st ance may be measured by di s-
connect i ng the connect or and connect i ng an
ohmmeter as shown in the fi gure.
Resi st ance value 16.2 ohm
Engine
Fuel system
Bravo-Brava 10
16v
10.
I NERTI A SA FETY SWI TCH
The vehi cl e is equi pped wi t h an inertia
swi t ch l ocated inside the passenger compart -
ment beneath the dri ver' s seat .
Thi s sensor reduces the possi bi l i ty of fire
(caused by fuel emerging from the i nj ecti on
system) by de-act i vat i ng the fuel feed pump.
The swi t ch consi st s of a steel ball fitted i nsi de
a tapered housi ng. It is hel d in posi ti on
through the attractive force of an permanent
magnet.
The ball is rel eased from the magneti c f orce
in the case of vi ol ent i mpact, when it opens
the normally cl osed (NC) el ectri cal ci rcui t to
cut off the fuel pump earth connect i on and
t hus the fuel suppl y to the i nj ecti on syst em.
To restore the pump earth connect i on, push
the seat back and press the swi t ch until it
cl i cks on.
Removing-refitting
1. Move dri ver' s seat back ful l y, unscrew the
bolts i ndi cated and remove the pl asti c
protection.
2. Unscrew the bolts i ndi cat ed, di sconnect
electrical connect i on and remove the
swi t ch.
After even an apparently light colli-
sion, if a smell of petrol is noted or fu-
el leaks are seen, do not activate the
switch again until the fault has been
found and corrected in order to avoid
the risk of fire.
Iner t i a s wi t c h component s
1. Inertia swi t ch assembl y
2. Sheat h
3. Button
4. Upper end
5. Fitting end
6. Permanent magnet
7. Permanent magnet seat
8. Steel ball
C= Common terminal
N.C. Normally cl osed
N.A. Normally open
Bravo-Brava 10
16v Engine
Fuel syst em
10.
IGNITION COILS
(Marelli Bae 920A)
The coi l s are fastened by means of a bracket
to the camshaft covers and are cl osed mag-
neti c l oop type. They are formed from a l ay-
ered pack, whose central core (broken by a
narrow gap) carri es both wi ndi ngs.
The wi ndi ngs are pl aced in a moul ded pl ast i c
contai ner embedded in epoxy resi n, whi ch
gi ves them excepti onal di el ectri c properti es.
Because the primary wi ndi ng is so cl ose to
the magneti c core, little magneti c fl ux is l ost
and coupl i ng wi t h the secondary wi ndi ng i s
maxi mi sed.
5. LT socket for ECU connect i on
6. Primary ci rcui t
7. Gap
8. Secondary ci rcui t
+ 30
LLPJJLSLSUL
pnmnnnr
6

37
UUL2J1APJU
T n n n n n r r

Wiring connector
Copyright Fiat Auto
49
Engine
Fuel syst em
Bravo-Brava 10
16v
10.
Checki ng winding resi stance
Primary ci rcui t (A cyl i nders 2-3, B cyl i nders
1-4)
Bri ng the probes of an ohmmeter into cont act
wi th the postive strip (central pi n) and the
negative strip (pin 1 for ci rcui t A and pin 2 for
ci rcui t B).
The primary ci rcui t resi st ance readi ng on the
guage shoul d be between 0.55 and 0.61 ohm
at 23 C.
Secondary ci rcui t (C cyl i nders 1 -4, D cyl i n-
ders 2-3)
Bri ng the probes of an ohmmeter into cont act
between the t wo hi gh t ensi on outlet termi -
nal s.
The secondary wi ndi ng resi st ance readi ng on
the gauge must be bet ween 8645 and 9555
ohm at 23 C.
Recovery
Inhibition of i nj ectors for cyl i nders in whi ch
ingnition is not taki ng pl ace.
Open-l oop concentrati on control
Current command is de-act i vat ed when bat-
tery d.c. is applied in order to try agai n later.
If ci rcui t is broken, or GND under d . c , charge
time assumed to be dependent upon battery
vol tage.
Removing refitting
1. Di sconnect HT l eads from spark pl ugs.
2. Di sconnect el ectri cal connect i ons from
the coi l s and the cool ant temperature sen-
sor; unscrew the nuts i ndi cated and re-
move the coi l /HT l ead/support bracket
assembl y.
Di sconnect the mount bracket and
leads from the coi l s.
P4AS0CJ03
Bravo-Brava 10
16v Engine
Fuel syst em
10.
DUAL RELAY (NDRS 240103)
9 101111 1 2 131114 1 5 "
DC
1 2 3 4 1 | 5 6 7 8
7 13 8 5 4
0 n o
u
K 1
D2>
D3
12 14
9
10
D2 i _r
D1
- 4 -
1 1 1 0 2 3 9 1 1 5 8 7 1 4 1 2 1 3 6 5 4
8
r KSA>H
U
{204
J 11
13
52
1
2 4
3 8
1. Battery
2. Ignition coi l s
3. Lambda probe
4. Injectors
7. 20A system fuse
8. 5A control unit fuse
9. Dual relay (A-Cont r ol unit B-El ect r i c f uel
pump)
10. Inertia safety swi t ch
Engine Bravo-Brava l&iiev
Fuel system
10.
A dual relay speci f i cal l y for automotive appl i cat i ons ensures the battery vol tage reaches the syst em. Thi s
electrical devi ce consi st s of a si ngl e contai ner cont ai ni ng two speci al normally open rel ays whose task is
to suppl y the el ect roni c control unit (sect i on A, cont rol unit suppl y) and main i nj ecti on-i gni ti on power
ci rcui ts (pump, coi l s etc.) (secti on B) .
When ignition key is in MAR position " Servi ces 15/54" , exci tati on wi ndi ng of relay (9) on pin 12 and
ECU on pin 13 are acti vated.
As soon as ECU (5) recei ves vol tage at pin 13 through pin 52 (internal eart h), it enabl es cl osure of
power cont act s of relay A (ECU POWER SUPPL Y sect i on) to ensure the battary is suppl i ed at pin 35
through fuse (8); it then enabl es cl osure of power cont act s of relay B in order to earth pin 7 and ensure a
power suppl y to pump (11) and the other sensors and actuators making up the i nj ecti on syst em.
The fuel pump must be acti vated before starting up the engi ne to ensure that the fuel system is already
under a pressure of 3 0.5 bar.lf starti ng does not not take pl ace wi t h the ignition key in MAR posi ti on,
the el ectroni c control unit (5) deacti vates secti on of relay (9) pin 7 (pump-component s) and automati -
cally st ops the pump (11). Ti med enabl ement l ast s about 10 sec.
For safety reasons, the ECU (5) acti vates a control strategy for pump (11) based on engi ne rpm. In prac-
ti ce, the ECU (5) deacti vates secti on of relay (9) pi n 7 in order to cut off suppl y to the pump (11) when
engine rpm drops bel ow a minimum memori sed t hreshol d, if the engi ne stal l s wi t h the ignition on or if
the st art -up code is not recogni sed by the Fiat CODE system.
When the ignition key is returned to STOP posi t i on, the el ectroni c control unit mai ntai ns sect i on A of
the dual relay exci ted for about 90 seconds before cutti ng off its power suppl y (ti me taken to transfer
data from RAM STAND- BY memory to the EEPROM.
NOTE Diodes D1 and D2 reduce voltage surges in the respective re/ays. Diode D3 acts against the
voltage from the low alternator charge warning light.
Removing-refitting
The dual relay is fitted on a bracket agai nst
the rear wal l of the engi ne bay. Proceed as
f ol l ows to remove-refit:
Remove the protective cover.
the dual relay.
P4A52CJ01
Bravo-Brava 10
16v
Engine
Fuel syst em
10.
LAMBDA PROBE (NTK 0ZA112-A1)
Thi s sensor measures exhaust gas oxygen content.
The sensor output si gnal is sent to the el ectroni c control unit to adj ust the ai r-fuel mixture in order to
maintain the ratio as cl ose as possi bl e to stoi chi ometri c l evel s.
To obtain an optimum mixture, the quantity of fuel i nj ected must be as cl ose as possi bl e to a t heoret i cal
quantity that coul d be ful l y burnt for a gi ven amount of air taken in by the engi ne.
In thi s case, Lambda factor (X) is sai d to be equal to 1;in fact:
INTAKE AIR QUANTITY
THEORETICAL QUANTITY OF AIR NECESSARY TO BURN ALL THE FUEL INJECTED
VOLTAGE
mV
1 0 0 0
8 0 0
6 0 0
4 0 0
2 0 0 - I
0.980
RICH MIXTURES
X 1.020
LEAN MIXTURES
t
1 I I
0, 7 0, 8 0, 9 1, 0 1,1 1,2 1, 3
AIR COEFFICIENT X
X= 1 Ideal mixture
CO l evel s are wi thi n legal limits
A, 5= 1 Lean mixture
Excess air; CO l evel s tend to be l ow
1 Ri ch mixture
Lack of air; CO l evel s tend to be hi gh
NOTE While the coefficient A, expresses an excess or lack of air supplied to the engine in relation to
the theoretical required level, the air-fuel mixture is a ratio between these two substances that
react chemically when combined. The stoichiometric proportions depend on fuel type used: this
ratio is 14.7-14.8 for present-day engines, which means they require 14.7 parts of air to burn 1
part of petrol fully.
The probe is fastened upstream of the converter.
It consi st s of a cerami c case (1) made up of a zi rconi um di oxi de base covered by a light layer of pl at-
i num. It is seal ed at one end, encl osed in protective pi pe (2), and housed in metal case (3) that provi des
further protection and permi ts i nstal l ati on to the exhaust mani fol d. The outer part (B) of the cerami c
case is exposed to the exhaust gas f l ow whi l e inner part (A) communi cat es wi t h the outsi de air.
The probe works on the pri nci pl e that when the temperature exceeds 300 C, the cerami c materi al used
begi ns to conduct oxygen i ons. Under t hese condi t i ons, if the l evel s of oxygen at both ends (a and b) of
the probe are different, a vol t age variation is set up bet ween the t wo ends. Thi s si gnal notifies t he ECU
that the oxygen resi dues in the exhaust gas are not in proporti ons that wi l l ensure lean burni ng of harm-
ful residues.
Engine
Fuel system
Bravo-Brava 10
16v
10.
a. El ectrode (+) in c on-
tact wi t h outside air
b. El ectrode (-) in c on-
tact wi t h exhaust gas
1. Cerami c case
2. Protecti ve pipe
3. Metal case
4. El ectri cal resistant
When the probe suppl i es a l ow vol tage level (l ess than 200 mV) the ECU recogni ses that the mixture is
lean (l ambda 1) and takes st eps to i ncrease the amount of fuel i nj ected. When the probe suppl i es a
high vol tage level (greater than 800 mV) the control unti recogni ses that the mixture is ri ch (l ambda 1)
and decreases t he quantity of fuel i nj ected.
The l ambda probe therefore alters i nj ecti on ti mes to ensure that the engi ne operates wi t h a lambda factor
conti nual l y fl uctuati ng between 0.980 and 1.020.
Bel ow 300 C t he cerami c material i s not acti ve and the probe does not send usabl e si gnal s. A speci al
ci rcui t in the control unit bl ocks l oop mixture regulation whi l e the probe is warmi ng up.
To ensure servi ce temperature is reached qui ckl y, the probe is equi pped wi th el ectri cal resi stance (4)
suppl i ed by the battery
The probe may be swiftly put out of service by even slight traces of lead in the fuel. Operation
should be checked at 45,000 and 90,000 km in accordance with the programmed maintenance
plan.
The heater and probe resi stance may be mea-
sured by di sconnect i ng the connect or and
connect i ng an ohmmeter as i ndi cated in t he
fi gure.
Heater resi stance (A) = 4.3 - 4.7 ohm
Probe resi stance (B) = 5000 ohm (max)
Recovery
Lambda data are ignored (open l oop).
Wiring connector
54 Publication no 506.670
Bravo-Brava 10
16v Engine
Fuel syst em
" @ 1
1
o
1 .
10.
REMOVING - REFITTING LAMBDA
PROBE
- Position vehi cl e on lift
- Di sconnect battery negative lead
- Di sconnect el ectri cal connect i on l ocat ed
agai nst the rear wal l of the engi ne bay and
protected by a cover.
Remove the lambda probe from its seat on
the exhaust pi pe.
When refitting, spread the threaded
part with ANT/SEIZE MATER I -
A-BORON NITRIDE N.G.K. grease
from SPARK PLUG CO-LTD.
Tightening torque 3.5 - 4.5 daNm
Engine Bravo-Brava 10**
Fuel system
10.
CHECKS, ADJUSTMENTS AND REPAIRS TO I.A.W. INJECTION-IGNITION SYSTEM.
A
OBSERVE THE FOLLOWING PRECAUTIONS WHEN WORKING ON VEHICLES WITH I AW
INJECTION-IGNITION SYSTEMS:
- never start the engine when the electrical terminals are poorly connected or loose on the battery
poles;
- never use a quick battery charger to start the engine;
- never disconnect the battery from the car circuit with the engine running;
- when charging the battery quickly, first disconnect the battery from the vehicle circuit;
- if the vehicle is placed in a drying oven after painting at a temperature of more than 80 C, first re-
move the injection/ignition ECU;
- never connect or disconnect the ECU multiple connector with the ignition key in MARC/A posi-
tion;
- a/ways disconnect battery negative lead before carrying out electrical we/ding on vehicle.
Note that the memory of this system is active at all times (memory on stand-by), and contains all
learnt self-adaptive parameters. Because all this information would be lost if the battery were discon-
nected, this operation should only be carried out when absolutely essential.
ADJUSTING THROTTLE CABLE
The accel erator cabl e is adj usted by movi ng
cl i p (3) al ong the grooves on bush (2).
Posi ti on the cl i p so that head (1) of the ac -
cel erator cabl e fits freely into the slot wi t hout
altering idle speed.
REMOVING-REFITTING FUEL MANI-
FOLD TOGETHER WITH INJECTORS AND
PRESSURE REGULATOR
Di sconnect the first secti on of the oil di pst i ck
mount, di sconnect the oil filler pipe, di scon-
nect the injector l ead coupl i ng and the pi pe
connect i ng the regulator to the vacuum
point.
P4A56CJ02
Bravo-Brava 10
16v Engine
Fuel syst em
10.
1. Unscr ew the bol ts fasteni ng the fuel sup-
ply mani fol d.
2. Unscr ew the bol ts fasteni ng both sect i ons
of the intake manifold together.
3. Unscr ew scr ews fasteni ng the second s ec -
tion of the intake mani fol d to the engi ne
bl ock and remove.
4. Di sconnect the fuel l i nes and remove the
mani fol d together wi th regulator and i n-
j ectors.
Engine
Fuel system
10.
CHECKI NG FUEL SUPPL Y CI RCUI T
Bravo-Brava 10 16v
Tes t 1
Test i ng f uel r egul at i on pr essur e
- Di sconnect fuel del i very line to mani -
fold from arrowed fitting.
- Interpose pressure gauge
1895890000 bet ween the di scon-
nected pipe end and the fuel mani fol d
wi t h cocks (A) and (B) open.
- Acti vate fuel pump wi t h engi ne off.
P4A58CJ01
The last operation is carried out by sel ect i ng " fuel pump" test on a Fi at /Lanci a tester.
Under these condi ti ons, the pressure gauge reading shoul d stabi l i se at 3.0 bar.
If pressure is i nsuffi ci ent, carry out the test 2.
Tes t 2
Test i ng maxi mum f uel f eed pr es-
sur e (or pump ef f i ci ency)
Same connect i ons as previ ous t est .
- Cl ose fuel cock lever (A);
- operate the pump wi t h the engi ne off,
as descri bed previ ousl y: pressure
shoul d not exceed 7 bar (pump pres-
sure relief val ve set t i ng). Ot herwi se,
repl ace the pump because it i s def ec-
ti ve.
P4A5SCJ02
58
Bravo-Brava i0
16v Engine
Fuel syst em
10.
If pressure measured in test 1 (see pre-
vi ous page) exceeds 3 bars proceed as
f ol l ows:
- di sconnect fuel return pi pe (at poi nt
(1) for connect i on to rigid fuel return
line to pump) and pl ace in a cont ai ner
sui tabl e for col l ecti ng the fuel .
- open cocks A and B;
- operate the fuel pump wi t h engi ne off
as descri bed on previ ous page, t hen
take pressure reading off pressure
gauge:
a. if it reaches 3 bars repl ace the fuel re-
turn pi pe to the tank because it is
bl ocked or ki nked;
b. if it exceeds 3 bars repl ace the pr es-
sure regulator because it is def ect i ve.
Tes t 3
Checki ng i nj ect or seal
To check for dri ps from the i nj ect ors,
connect as descri bed in first test (r egu-
lation pressure check) and then operate
the pump wi t h the engi ne off. When t he
regulation pressure i s reached, cl ose
control lever B and si mul taneousl y c on-
strict fuel return line to tank; use pl i ers
for thi s purpose and avoi d damagi ng the
pi pe.
Thi s operati on is necessary to di scri mi -
nate between true l oss from the i nj ec-
tors and a faul ty seal on the fuel pr es-
sure regulator runout val ve.
Then:
- turn off the pump;
- see whether pressure remai ns constant for 60 seconds after stabi l i si ng (i .e. droppi ng sl i ght l y).
If it does not, one or more i nj ectors or a fitting are l eaki ng.
- In thi s case, di sconnect the fuel manifold from the intake manifold and keep the pressure gauge c on-
nect ed.
- Repeat the previ ous test but l eave the pressure gauge cock open.
- After suppl yi ng the pump wi t h the engi ne off, look to see whether any of the i nj ectors or connect i on
sect i ons are dri ppi ng.
Repl ace any dri ppi ng i nj ectors and/or repair the defecti ve seal in the l eaki ng joint.
P4A59CJ02
Engine
Fuel syst em
Bravo-Brava 10
16v
10.
CHECKI NG ENGI NE I DL E SPEED
If engi ne speed is not 850 50 rpm, because the i nj ect i on-i gni t i on system is sel f -regul at i ng, no adj ust -
ment can be carri ed out. It is therefore necessary to check that the accel erator l i nkage is properly adj ust -
ed and then search for the fault t hrough full di agnosi s usi ng a Fi at /Lanci a Test er.
CHECKI NG L EVEL S OF POL L UTI NG EMI SSI ONS
The IAW -1 AF.13 system is sel f -adapt i ve and t hus constantl y moni tors idle speed and CO l evel s. There-
fore there is no need for manual adj ustment (adj ustment scr ews are no longer f i t t ed). However, check-
ing exhaust contents downstream of the catal yti c converter can provi de useful information about the i n-
j ect i on-i gni t i on system condi t i on, engi ne and catal yti c converter parameters
Checki ng CO and HC l evel s when i dl i ng
Measure l evel s of carbon monoxi de (CO) and unburnt hydrocarbons (HC) wi t h t he catal yti c converter
hot (300 - 350 C) (it is advi sabl e t o push the car engi ne on the road for about 5-10 mi nutes to ensure
that the catal yti c converter reaches servi ce temperature), Then fit the probe of a sui tabl y cal i brated tester
to at l east 30 cm as i ndi cated in the fi gure.
If the shape of the exhaust tail pape wi l l not al l ow the probe to be ful l y i nserted, add an extensi on pipe
desi gned to ensure a seal in the j oi nt area.
1. Check that CO and HC levels are as speci f i ed in the table;
2. If CO l evel is not as speci f i ed, check that:
- Lambda probe is worki ng properl y, wi t h the ai d of a Fi at /Lanci a Tester;
- for air l eaks in the area surroundi ng the l ambda probe seat
- the i nj ecti on and i gni ti on syst em (par t i cul ar l y f or spar k pl ug wear ).
3. If HC l evel is not as speci f i ed, the engi ne is not properly t uned or the cat al yt i c converter is not effi-
ci ent.
CO (%) HC (p.p.m.) CO2 (%)
<0. 35 <90 ^ 13
Summar y t abl e showi ng emi s-
si on l evel t ol er ances down-
st r eam of conver t er
I
Bravo-Brava 10
16v
Engine
Fuel syst em
10.
DIAGNOSIS
Syst em sel f-di agnosi s
Sel f -di agnosi s ai ms to reveal faul ts in the f ol l owi ng component s:
Actuators SENSORS
- Inj ectors
- Igni ti on coi l s
- Vapour reci rcul ati on sol enoi d
- Fi at CODE
- Rpm and TDC sensor.
- Absol ut e pressure sensor
- Throttl e posi ti on sensor
- Lambda probe
- Ti mi ng sensor
A warni ng light on the control panel wi l l not necessari l y come on if a fault occurs.
If sensor s are not worki ng, the syst em implements si gnal reconstructi on strategies (recovery) in order
that engi ne and catal yti c converter can functi on adequatel y but wi t hout experi enci ng further damage
In thi s condi t i on, the vehi cl e can be driven to a servi ce centre for the necessary repai rs.
Once the fault has been correct ed, the warni ng light wi l l go off
Any fault that occur s is memori sed temporarily by the syst em control unit in order to faci l i tate repai rs.
When the ignition key is removed, these are transferred to t he permanent memory where the can be read
by a Fi at /Lanci a Tester.
Di agnosi s using Fi at /Lanci a t est er
Connect the Fi at /Lanci a Tester (F.L.T.) to a socket besi de the ECU.
Informati on is exchanged bet ween ECU and Tester vi a t wo test l i nes (K e L); the communi cat i on prot o-
col f ol l ows ISO 8 standards. Li ne K is t wo-way whi l e line L is one-di rect i onal (from Test er at cont rol
The protocol is Mast er-Sl ave t ype sustai ned at 4800 baud on K l i ne; di al ogue is acti vated by di recti ng to
5 bits on line L.
The Tester is connect ed to the ECU as f ol l ows:
1. Connect the Fi at -Lanci a Test er usi ng ADAPTER ADT 101 A
2. Act i vat e TESTER either through the cigar lighter or by connect i ng di rectl y to the battery (a speci al
extra lead is provi ded for t hi s purpose).
3. Connect the Tester socket to the test socket .
The Tester is abl e to perform the fol l owi ng f unct i ons:
- Engi ne parameter di spl ay
- Error display
- Act i ve di agnosi s
uni t ).
Engine
Fuel syst em
10.
DISPLAYED PARAMETERS
Engi ne rpm
Inj ecti on time
Absol ut e pressure to inlet manifold
Air temperature
Throttle openi ng angl e
Battery vol t age
Voltage LAMBDA probe status
Engi ne idle speed actuator
Sel f -adapt abi l i t y
Vehi cl e speed
Mixture level
Petrol vapour sol enoi d
Fiat CODE
Bravo-Brava 10 16v
Li st of errors
RPM sensor
Throttle potentiometer
Absol ute pressure sensor
Battery
Lambda probe
Injector
Ignition coi l s
Idle speed actuator
Fuel vapour sol enoi d
Actuator rel ays
Control unit
A. C- D. C.
A. C- D. C.
A. C- D. C.
A. C- D. C.
A. C- D. C.
Power suppl y > 15.5V
Power suppl y < 5V
Status not pl ausi bl e
(probe di sconnect ed or faul ty)
D.C
A: C- D. C.
A. C- D. C.
No. of subsequent st eps
A. C- D. C.
A. C- D. C.
Mi croprocessor or ECU memory faul ts are i ndi -
cated.
Sel f -adapt i ve parameters
Ti mi ng sensor
Speed sensor
Si gnal framework
Mixture level
Fiat CODE
Indi cati on di spl ayed when ECU sel f -adapt i ve
limits reached.
Thi s i ndi cati on means that engi ne condi t i ons
are much too far from speci f i ed l evel s and me-
chani cal causes shoul d al so be i nvesti gated.
A. C- D. C.
Si gnal absent
Tooth count i ncorrect - Space bet ween t wo
mi ssi ng teeth not recogni sed
Greater than maxi mum threshol d
Lower than mi ni mum t hreshol d
Code not recogni sed or not recei ved
Bravo-Brava 0
16v
Engine
Index
10.
page page
HITACHI INTEGRATED I NJEC-
TION/IGNITION SYSTEM 1
- Di agram showi ng operati on of
HITACHI i nj ecti on/i gni ti on syst em 2
- Di agram showi ng information arriving
at /l eavi ng control unit and sensor /act ua-
tors HITACHI i nj ecti on/i gni ti on
syst em 3
- Locat i on of HITACHI i nj ect i on/i gni t i on
syst em component s in engi ne compar-
tment 4
SYSTEM MANAGEMENT STRATE-
GI ES 5
- Si gnal management 7 5
- FIAT CODE anti-theft system manage-
ment 10
- Engi ne idle control management 13
- Charcoal filter management 13
- Radi ator fan management 14
- Cl i mate control system management 16
DIAGNOSIS 17
J . ..
RECOVERY STRATEGIES 19
ELECTRICAL/ELECTRONIC CIRCUIT 20
I HITACHI syst em control unit pi n-out 21
^ HITACHJ system wi ri ng di agram 22
- Syst em relays . 23
- Engine rpnrusensor 24
- Engine timing sensor 25
- Air fl ow meter 26
- Lambda sensor 27
- Butterfly position sensor 28
- .Engine coolant temperature sensor 28
- Vehi cl e speed sensor 29
- Detonation sensor 29
- Ignition system 30
- Ignition power module 31
- Ignition coil 31
DIAGRAM SHOWING INLET CIRCUIT
32
INLET CIRCUIT 33
- Butterfly casi ng 33
- Engi ne idle speed adj ustment
sol enoi d val ve 34
DIAGRAM SHOWING FUEL SUPPLY
CIRCUIT 35
FUEL SUPPLY CIRCUIT 35
- Fuel filter . 36
- Inertia safety swi t ch - 37
- Ant i -f l ow si ngl e-act i ng val ve 37
- Fuel mani fol d 38
- Inj ectors 39
EMISSION CONTROL DEVICES 40
- Cat al yt i c si l encer 40
- Fuel anti -evaporati on syst em 41
- Cr ankcase gases reci rcul ati on system
(bl ow-by) 45
TIGHTENI NG TORQUES 46
CHECKS, ADJUSTMENTS AND REPAIR
OPERATIONS
ON HITACHI MPI SYSTEM 47
- Fuel suppl y ci rcui t 47
- Fuel ci rcui t pressure checks 50
- Inlet ci rcui t 52
- El ectri cal ci rcui t 54
CHECKING EMISSION CONCENTRA-
TION 57
CHECKING ENGINE IDLE SPEED 58
CHECKING IGNITION ADVANCE 58
Bravo-Brava Engine
Fuel syst em
10.
HITACHI INTEGRATED INJECTION/IGNITION SYSTEM
Introduction
The H i tach i system fitted on the Br avo-Br ava wi th the 1747 i.e. 16v eng i ne bel ongs to the category of stati c
advance digital el ectroni c ignition syst ems integrated wi t h multiple phased type intermittent el ect roni c
fuel i nj ecti on syst ems.
Thi s system therefore has onl y one control unit, one set of wi ri ng and one set of common sensor s for
both syst ems.
The integrated system can be summari zed in the f ol l owi ng syb syst ems:
EL ECTRI CAL / EL ECTRONI C CI RCUI T
AIR INTAKE CI RCUI T
FUEL SUPPL Y CI RCUI T
EMI SSI ON CONTROL DEVI CES
The system is capabl e of detecti ng the f ol l owi ng parameters vi a speci al sensors:
1. the engi ne rotation speed;
2. the posi ti on of each pair of pi stons in relation to TDC for cyl i nder 1;
3. the engi ne intake air f l ow rate;
4. the posi ti on and the speed of the variation of the posi ti on of the accel erator butterfly;
5. the temperature of the engi ne cool ant ;
6. the effecti ve strength of the mixture (through the Lambda sensor si gnal );
7. the presence of detonati on;
8. the speed of the vehi cl e;
9. the battery vol tage;
10. whet her the cl i mate control compressor is swi t ched on.
Thi s i nformati on, usual l y of an anal ogue type, is converted into digital si gnal s by anal ogue/di gi t al
(A/ D) converters in order to be abl e to be used by the control unit.
In parti cul ar, any engi ne operating poi nt is det ect ed, moment by moment, by t wo parameters:
- the engi ne rotation speed, measured in revol uti ons per minute (rpm);
- the engi ne l oad, whi ch i s consti tuted by the quanti ty of air drawn in by each cyl i nder.
Thi s quantity is cal cul at ed on the basi s of the f l ow rate of the air drawn in and is represented by t he pa-
rameter TP, measured in mi l l i seconds (ms).
Insi de the control unit memory there i s a managment programme (sof t ware) whi ch compri ses a seri es of
strategi es, each of whi ch manages a preci se syst em control f unct i on.
By usi ng the (i nput) information listed previ ousl y, each strategy processes a seri es of parameters, based
on the data maps stored in the control unit memori es and then cont rol s the syst em (out put ) act uat ors
whi ch are the devi ces whi ch al l ow the engi ne to operate, namel y:
1. i nj ectors;
2. ignition coi l s;
3. sol enoi d val ves i mpl ementi ng vari ous f unct i ons;
4. fuel pump;
5. control relays.
NOTE The HITACHI injection/ignition system does not require any adjustment as it is self-regulating
and self-adjusting.
NOTE In the diagrams, the numbers indicate the corresponding HITACHI engine control unit pins.
NOTE All the connectors are seen from the side opposite the cable input.
Fuel system
10.
DIAGRAM SHOWING OPERATION OF HITACHI INJECTION/IGNITION SYSTEM
P4A02BJ01
1. Cap wi th safety val ve 19. Injector
2. Fuel tank 20. Fuel pressure regulator
3. El ectri c fuel pump 21. Ignition power modul e
4. Ant i -f l ow val ve 22. Ignition coi l
5. Fuel filter 23. Engi ne ti mi ng sensor
6. Battery 24. Radi ator fan
7. Ignition swi t ch 25. Engi ne rpm sensor
8. System relays 26. Detonati on sensor
9. Cl i mate control compressor 27. Cool ant temperature sensor
10. Inertia swi t ch 28. Charcoal filter sol enoi d val ve
11. Vehi cl e speed sensor 29. Charcoal filter
12. F/ L Tester connector (di agnosti c socket ) 30. Fiat CODE control unit
13. Rev counter 31. Lambda sensor
14. System failure light 32. Catal yti c si l encer
15. Air f l ow meter 33. HITACHI engi ne control unit
16. Engine idle adjustment sol enoi d val ve 34. Mul t i -purpose val ve
17. Butterfly position sensor 35. Fuel vapour separator
18. Fuel manifold wi th integrated pressure 36. Float val ve
regulator
2
Print no. 506.670
Bravo-Brava 0
16v
Engine
Fuel syst em
10.
DIAGRAM SHOWING INFORMATION ARRIVING AT/LEAVING CONTROL UNIT AND HITATCH
INJECTION/IGNITION SYSTEM SENSORS/ACTUATORS
1. HITACHI engi ne control uni t
2. Radiator fan sol enoi d val ve
3. Radiator fan
4. Speedometer
6. Ai r flow meter
7. Engi ne rpm sensor
9. Butterfly posi ti on sensor
10. Lambda sensor
12. Detonation sensor
13. Engi ne timing sensor
14. Cl i mate control compressor
15. F/ L Tester connector (di agnosti c socket )
16. Char coal filter sol enoi d val ve
17. Engi ne i dl e adj ustment sol enoi d val ve
18. Rev count er
19. Inj ectors
20. Syst em rel ays
21. El ect ri c fuel pump
22. Spark pl ugs
23. Igni ti on coi l s
24. Igni ti on power modul e
25. Fi at CODE control unit
Engine
Fuel system
Bravo-Brava 0
16v
10.
LOCATION OF HITACHI INJECTION/IGNITION SYSTEM COMPONENTS IN ENGINE COMPART-
MENT
1. Igni ti on coi l s
2. Inj ectors
3. Engi ne timing sensor
6. Ai r f l ow meter
7. Engi ne idle speed adj ustment sol enoi d
val ve
8. Butterfly position sensor
9. Fuel pressure regul ator
10. Engi ne rpm sensor
11. Detonati on sensor
12. Fuel mani fol d
13. Igni ti on power modul e
14. Charcoal filter sol enoi d val ve
15. HITACHI engi ne control unit
16. Rel ays
17. Fuses
18. Inj ect i on/i gni t i on system earths
19. Lambda sensor
4 Print no. 506.670
Bravo-Brava ifih
16v
Engine
Fuel syst em
10.
SYSTEM MANAGEMENT STRATEGIES
SIGNAL MANAGEMENT
Duri ng starting, the control unit recogni zes the i nj ecti on and ignition ti mi ng whi ch are f undament al for
the subsequent operati on of all strategi es.
Thi s recogni ti on is implemented on t he basi s of the interpretation of the successi on of si gnal s comi ng
from the fl ywheel sensor on the crankshaf t and from the engi ne ti mi ng sensor on the camshaf t .
NOTE The end of the signals refers to the collection of signans coming from the sensor on the
crankshaft and the one on the camshaft which, featuring a precise reciprocal position, supply
the control unit with a synchronized sequence of signals which the control unit is capable of
recognizing.
In particular, the si gnal s are made up as f ol l ows:
- f l ywheel on the crankshaft: equi pped wi th t wo symmetri cal set s of teeth, l ocated at 10, 65 and 97,
respecti vel y in advance of each TDC;
- f l ywheel on the camshaft: equi pped wi th t wo l ong wi ndows and a short one, wi de enough and posi -
ti oned in such a way as to suppl y t he si gnal as shown in the di agram.
130
_ r
97 65 10'
_rui_n
180
97 65 10
e
J ULJ l
120
I T
140'
97 65 10'
J UL J l
130
360 540
97 65 10
JUL- JL-
120
J ~ L
140*
1. cyl i nder TDC
2. Crankshaft angl es
3. Crankshaft f l ywheel si gnal (engi ne rpm sensor )
4. Camshaft f l ywheel (engi ne ti mi ng sensor)
NOTE The numerical values relating to the signals indicate the crankshaft angles in advance of TDC.
Engine Bravo-Brava
Fuel system
10.
The i nj ecti on management strategies have the aim of suppl yi ng the engi ne wi t h the correct quanti ty of
fuel at the desi red moment accordi ng to the engi ne operati ng condi t i ons.
NOTE The presence of the air flow meter makes it possible to directly measure the mass of intake air,
making the presence of the intake air temperature sensor superfluous.
The management of the i nj ecti on consi st s essenti al l y in t he cal cul at i on of the i nj ecti on ti me, the deter-
mining of the i nj ecti on ti mi ng and the subsequent i mpl ementati on by operaati ng the i nj ector.
The " basi c" injection ti me depends on the charact eri st i cs of the i nj ector and corresponds to t he quanti ty
of fuel to be injected into each cyl i nder. The latter, in t urn, multiplies the quanti ty of air drawn in by each
cyl i nder (cal cul at ed on t he basi s of the quanti ty of intake air and on the engi ne rotation speed) for the
desired mixture strength in relation to the engi ne operati ng point.
The final i nj ecti on time is determined through a cal cul at i on al gorhythm in whi ch the " basi c" i nj ecti on
time is corrected by a seri es of coeffi ci ents whi ch take into account the different engi ne operati ng condi -
ti ons whi ch are shown by the vari ous sensor s present in the syst em.
A: " basi c" injection ti me
B: correcti ve coeffi ci ents: l ow engi ne temperature
high engi ne temperature
starting and post-starti ng
butterfly ful l y open
decel erati on
accel erat i on
C: checki ng mixture strength
D: sel f -adj ust ment
E: cut -of f
F: intermediate i nj ecti on ti me
G: ext ra-pul se
H: management not ti med by i nj ecti on
6 Print no. 506.670
Bravo-Brava Engine
Fuel syst em
10.
Checki ng mixture strength
NOTE The following ratio is defined as the mixture ratio and is denoted by the Greek lettercx (a/fa):
quantity of air drawn in by the engine
The following ratio is defined as the stoichiometric mixture and is denoted by cxst :
theoretical quantity of air to burn al l the fuel injected
The following ratio is defined as the mixture strength andis denoted by the Greek letter X (lambda):
quantity of air drawn in by the engine
theoretical quantity of air to burn all the fuel injected
It can easi l y be deduced that a / ast = X .
The stoi chi ometri c ratio depends on the type of fuel : for current unl eaded petrol s it is around 14.7 - 14. 8
whi ch corresponds to a Lambda strength of 1.
We talk of a mixture bei ng rich when the quanti ty of air is l ower than the stoi chi ometri c ratio in whi ch
case the Lambda < 1:
we talk of a mixture bei ng poor (or lean) when the quantity of air is higher than the st oi chi omet ri c ratio
in whi ch case the Lambda >1,
The strategy has the functi on of correcti ng the " basi c" i nj ecti on ti mes so that the mixture strength c on-
stantl y osci l l ates at a hi gh frequency bet ween 0.98 and 1.02.
The osci l l ati on f requency vari es accordi ng to the engi ne l oad and speed: it i s in the order of t ens of
Hertz.
NOTE iHz-1 oscillation per second
In condi t i ons of:
- cut -of f ,
- butterfly openi ng above 70,
- engi ne temperature bel ow 25C,
the strategy is di sabl ed.
f
Sel f-adj ustment
The control unit is equi pped wi t h a sel f -adj ust ment functi on whi ch has the task of memori zi ng any di f-
f erences between the basi c map and the correcti ons set by the Lambda sensor whi ch may occur duri ng
operati on. These di fferences (due to the agei ng of the syst em and engi ne component s) are memori zed
permanently, al l owi ng the adapti on of the operati on of the syst em to gradual al terati ons of the engi ne
and the component s in relation to the characteri sti cs when new.
The strategy is di sabl ed when t he charcoal filter sol enoi d val ve is open.
If the control unit is repl aced it i s necessary to carry out a road test whi ch al l ows the engi ne to reach op-
erati ng temperature and the control unit (above all during i dl i ng st ops) to operate in the sel f -adj ust ment
mode.
Engine Bravo-Brava 10**
Fuel system
10.
Starting and post-starti ng
During starti ng it is not possi bl e to recogni ze the engi ne timing and consequent l y it is not possi bl e to
implement t he timed i nj ect i on.
During the first revol uti ons of the engi ne an initial si mul t aneous i nj ecti on is carri ed out (al so because
the consi derabl e fl uctuati ons in the rotation speed do not al l ow the correct cal cul at i on of the i nj ecti on
timing) and subsenquent l y the i nj ecti on is the t i med type.
The " basi c" i nj ecti on ti me " i s i ncreased by a mul ti pl i cati on coeffi ci ent for the entire time the engi ne is
driven by the starter motor.
After starti ng has taken pl ace the coeffi ci ent i s gradual l y reduced until is di sappears wi t hi n a gi ven time
whi ch the l ower the engi ne temperature the l onger t he time t aken.
k
ON
1
OFF
k: enri chment coeffi ci ent
t : time
a: decrease dependi ng on the
engi ne temperature
ON : engi ne dri ven (crank)
OFF : engi ne started (run)
P4A08BJ01
Operation when cold
In these condi t i ons there is a natural weakeni ng of t he mixture as a result of the reduced evaporati on and
the strong condensat i on of the fuel on the inner wal l s of the inlet mani fol d: in addi t i on, the i ncreased
vi scosi ty of the l ubri cati on oi l causes an i ncrease in t he passi ve resi st ance of the engi ne.
The " basi c" injection time is corrected by a mul ti pl i cati on coeffi ci ent whi ch depends on the temperature
and the speed of the engi ne.
Operation in full load condi ti ons
The strategy is enabl ed when the butterfly openi ng exceeds 70.
The " basi c" injection ti me is multiplied by a coeffi ci ent (dependent on the engi ne speed) equal to
around 1.1.
8 Print no. 506.670
Bravo-Brava 0^ Engine
Fuel syst em
10.
Operation during acceleration
Duri ng this stage the control unit i ncreases the quantity of fuel suppl i ed.
The " basi c" i nj ecti on time is multiplied by a coeffi ci ent dependi ng on the temperature of the engi ne and
the speed of the openi ng of the accel erator butterfly (avearge val ue 1.2).
If t he brisk variation in the i nj ecti on time is cal cul at ed when the i nj ector is already cl osed, the cont rol
uni t reopens the i nj ector (extra pul se), in order to compensat e the mixture strength wi t h i ncreased
speed; the subsequent i nj ectors are, on the other hand, i ncrease on the basi s of the previ ousl y men-
t i oned coeffi ci ents.
A: normal i nj ecti on time
B: injector re-openi ng (ext ra-pul se)
C: i nj ecti on time i ncl udi ng enri chment
OFF: engi ne at stati onary speed
ON: engi ne in transi ti on
Operation during deceleration
Duri ng this stage a negati ve transit strategy is i mpl emented to decrease the quantity of fuel suppl i ed: t he
" basi c" injection ti me is multiplied by a coeffi ci ent whi ch depends on the temperature of the engi ne, t he
speed and the l oad condi t i ons at the moment immediately prior to t he start of the decel erat i on.
Operation during cut-off
The cuto-off strategy is i mpl emented when the control unit recogni zes the butterfly in the i dl e posi t i on
(si gnal frombutterfly potentiometer) and the engi ne speed is above 1600 rpm (wi th the engi ne war m).
The suppl y to the engi ne is re-enabl ed wi t h the recogni ti on of the butterfly in the not cl osed posi ti on or-
when the speed goesbel ow 1200 rpm (wi t h the engi ne war m).
Engine
Fuel syst em
Bravo-Brava 0
16v
10.
Rotation speed limiter
The strategy restri cts the maximum speed
whi ch can be reached by the engi ne enabl i ng
the cut -of f gradual l y, as shown in t he tabl e.
Maxi mum speed: 6550 rpm
c y l i nder s
met hod ^ \
1 2 3 4
1 ci l i ndro
2 ci l i ndri
3 ci l i ndri
4 ci l i ndri
El ectri c fuel pump operation
The el ectri c fuel pump is operated by the engi ne control unit vi a a relay.
The pump cut out t akes pl ace:
- if the engi ne speed goes bel ow 50 rpm;
- after a certai n time (about 5 seconds) wi t h the i gni ti on swi t ch in the ON posi ti on wi t hout the engi ne
bei ng started up (ti med i nhi bi tor);
- if the inertia swi t ch has i ntervened.
Injector operation
The operati on of t he i nj ectors is the sequent i al t i med type. However, duri ng starting t he i nj ectors are
operated once in paral l el .
The ti mi ng of the operati on of the i nj ectors is vari abl e accordi ng to the engi ne speed.
FIAT CODE ANTI-THEFT SYSTEM MANAGEMENT
The syst em i s equi pped wi t h an anti -theft f unct i on. Thi s functi on is achi eved t hanks to the presence of a
speci al control unit (FIAT CODE) , capabl e of di al ogue wi th the engi ne control unit and an el ect roni c
key, equi pped wi th a speci al transmitter for sendi ng a recogni ti on code.
Each ti me the key is turned to the OFF posi ti on, t he Fi at CODE syst em compl etel y deact i vat es the engi ne
control unit.
If the key is turned to the ON posi ti on, the f ol l owi ng operati ons take pl ace in the order gi ven:
1. the engi ne control uni t (whose memory cont ai ns a secret code) sends t he FIAT CODE memory a re-
quest so that the latter sends the secret code t o deacti vate the l ocki ng of the f unct i ons;
2. the Fi at CODE cont rol unit responds by onl y sendi ng the secret code after havi ng, in turn, recei ved
the recogni ti on code transmitted by the i gni ti on key;
3. the recognition of the secret code al l ows the de-act i vat i on of the l ocki ng of the engi ne control uni t
and its normal operat i on.
NOTE The presence of the FIA T CODE anti-theft system makes it strongly inadvisable, during diagno-
sis, to proceed with the test using another engine control unit. In effect, in such a case, the Fiat
CODE control unit would transfer the (unrecognized) recognition code to the test control unit
which would then make it unusable on other vehicles.
10 Print no. 506.670
Bravo-Btava 10** Engine
Fuel syst em
10.
IGNITION MANAGEMENT
The ignition management strategi es have the obj ecti ve of striking the spark wi th the desi red advance ac -
cordi ng to the engi ne operati ng condi t i ons.
The management of the i gni ti on basi cal l y consi st s of determi ni ng the ignition advance and its i mpl e-
mentation by control l i ng the power modul e, connect ed externally to the control uni t.
The val ue of the " basi c" advance, cal cul at ed on the basi s of the intake air fl ow rate and t he engi ne
speed, is then corrected dependi ng on the different engi ne operati ng condi t i ons.
The control unit determi nes the moment of the start of the conduct i on of the current in the coi l primary
wi ndi ng on the basi s of the engi ne rotation speed.
Thi s moment obvi ousl y vari es in relation to expl osi on TDC for each cyl i nder and the greater t he engi ne
rotation speed, the greater the advance because the ti me (dwell) requi red to saturate the current in the
coi l primary wi ndi ng is more or l ess const ant .
The moment of the start of conduct i on is corrected accordi ng to the battery vol tage.
P4A11BJ01
1. Ignition power modul e earth
2. Ignition power modul e
3. Si ngl e ignition coi l (pl ug-t op)
4. Secondary coi l earth
Bravo-Brava 10b
16v
Starting
Duri ng starti ng it i s not possi bl e to carry out
the normal management of the advance be-
cause the consi derabl e f l uct uat i ons in t he ro-
tation speed do not al l ow the correct cal cul a-
tion of the dwel l and the advance.
The advance i s therefore managed by taki ng
the fol l owi ng as a reference:
- for the start of conduct i on, the tooth at 65;
- for the i gni ti on advance, the tooth at 10.
As a result there is a fi xed advance at 10 for
the entire ti me the engi ne is dri ven by the
starter motor.
Operation when cold
Duri ng operati on when col d an addi ti onal
correcti on of the advance is i mpl emented: the
i ncrease in the advance in relation to the one
in the memory i s i nversel y proportional to the
temperature of the engi ne.
Engine
Fuel system
10.
PMS PMS
9 7 6 5 10
a
9 7 6 5 10
I I
ON /
ACC
OFF r
A a
a: crankshaft f l ywheel si gnal
A a: fixed ignition advance (10 engine)
ON : activated coil conduction
OFF: de-activated coi l conduction
Operation during cut-off
The i gni ti on advance i s i ncreased at the entry into cut-off: from the moment the suppl y of fuel is r e-en-
abl ed the advance i s gradual l y restored to t he " base" val ue.
Aa '
A RPM X . + A RPM
Operation wi t h engine idling
When the engi ne is i dl i ng, the management
of the advance is i mpl emented i ndependentl y
of the " basi c" advance.
The val ue of the advance duri ng i dl i ng,
whi ch vari es accordi ng to the temperature of
the cool ant (10 wi t h the engi ne war m) is
corrected in accor dance wi t h the vari ati on of
the speed in relation to the pre-set speed,
whi ch al so depends on the temperature.
In particular, the advance is i ncreased if t he
speed decr eases and is reduced if the speed
i ncreases, in order to ensure the stabi l i ty of
the actual speed.
A a: correecti on of ignition advance duri ng idling
+A RPM: the idle speed exceeds the nomi nal val ue
-A RPM: the idle speed is l ower than the nomi nal val ue
12 Print no. 506.670
Bravo-Brava filW Engine
Fuel syst em
1 0 7
Checking detonation
The strategy has the task of detecti ng the presence of the phenomenon of detonati on, by pr ocessi ng t he
si gnal comi ng from the appropriate sensor. The strategy const ant l y compares the si gnal comi ng from
the sensor wi th a level whi ch, in turn, i s constantl y updated to take into account t he background noi se
and the agei ng of the engi ne.
If the system recogni zes the presence of detonati on, the strategy reduces the ignition advance, pr oduc-
ing a step of 2 up to a maximum of 6, until the phenomenon di sappears. As a resul t, the advance is
gradually restored until the basi c val ue or until the phenomenon ari ses agai n. In parti cul ar, the advance
i ncreases are gradul l y i mpl emented, whi l st the reducti ons are i ntroduced immediately.
During accel erati on condi t i ons, the strategy uses a higher l evel , to take into account the i ncreased en-
gine noi se under t hese ci rcumst ances.
The strategy is al so equi pped wi t h a sel f -adj ust ment functi on whi ch permanently memori zes t he ad-
vance reducti ons whi ch must be cont i nuousl y repeated in order to adapt the advance to the di fferent
condi t i ons in whi ch the engi ne f i nds itself (for exampl e, the use of a l ow oct ane rating f uel ). The st rat e-
gy is capabl e of restoring the advance to the val ue in the memory if the condi t i ons whi ch have caused
the reducti on no longer exi st.
ENGINE IDLE CONTROL MANAGEMENT
The general obj ecti ve of the strategy is to maintain the engi ne speed around the memori zed val ue (en-
gine warm: 850 rpm): the posi ti on assumed by the actuator depends on theengi ne speed and condi t i ons
and the speed of the vehi cl e.
Starting stage
When the key is i nserted the actuator assumes a posi ti on whi ch depends on the temperature of t he en-
gine and the battery vol tage (open-l oop posi t i on).
Engine started wi t h accel erator pedal released
The engi ne speed vari es accordi ng to the temperature of the engi ne and is const ant l y mai ntai ned cl ose
to this val ue modi fyi ng the posi ti on of the shutter to compensat e for any osci l l at i ons in the speed.
Thi s takes pl ace in particular when external l oads are appl i ed (power assi st ed st eeri ng, heated rear
wi ndscreen, et c).
If the el ectri c fans and the air condi t i oni ng are swi t ched on, both of whi ch are managed by the cont rol
unit, the strategy manages the advance actuator as appropri ate.
Normal opeartion
In these condi ti ons the actuator is in the open-l oop posi ti on.
During deceleration
In decel erati on condi t i ons outi sde of i dl i ng, the control unit operates the posi ti on of the act uat or
through a speci al curve (dash-pot curve), or it sl ows down the return of the shutter t owards its housi ng,
achi evi ng a reducti on in the engi ne braking effect.
CHARCOAL FILTER MANAGEMENT
The strategy control s the posi ti on of the charcoal filter sol enoi d val ve as f ol l ows:
- during the starting stage the sol enoi d val ve remai ns cl osed, preventi ng the fuel vapours from enr i ch-
ing the mixture; t hi s condi ti on persi sts until the engi ne cool ant reaches 25C;
- wi th the engi ne at operating temperature, the control unit causes the sol enoi d val ve to operate in du-
t y-cycl e to control the quanti ty of fuel vapours sent to the inlet, accordi ng to t he engi ne speed and
load condi ti ons.
In the fol l owi ng operati ng condi t i ons:
- butterfly in cl osed posi ti on,
- speed bel ow 1250 rpm,
- engi en load TP < 1 ms,
the operation of the sol enoi d val ve is di sabl ed, keepi ng it in the cl osed posi ti on.
Engine Bravo-Brava )0i6v
Fuel system
10.
RADIATOR FAN MANAGEMENT
The control unit directly cont rol s the operati on of the radiator fan dependi ng on the cool ant temperature
and whet her or not there i s a cl i mate control syst em.
NOTE Since the temperature of the engine is measured by the appropriate sensor there is no longer a
thermal contact on the radiator.
Versi on wi thout cl i mate control
There is an el ectri c f an whi ch swi t ches on
when the temperature of the cool ant exceeds
95C.
It swi t ches off wi th a hysteri s of 2C around
the temperature l evel .
1. Fuse
2. Fan relay
3. El ectri c fan
Versi on wi t h climate control
There is an el ectri c f an wi t h t wo operati ng
modes:
- l ow speed,
- high speed.
1. Fuse
2. High speed relay
3. Low speed relay
4. El ectri c fan
5. Resi st ance
14 Print no. 506.670
Fuel syst em
10.
Diagram showi ng operation of el ect ri c fan for version wi t h air conditioning
Low speed: it swi t ches on when the temperature of the cool ant reaches 95C.
High speed: it swi t ches on when t he temperature of the cool ant reaches 100C.
The speed of the el ectri c fan al so depends on t he state of the three stage pressure swi t ch for t he cl i mat e
control system whi ch determi nes t he engagement of the first speed and, wi t h a certain del ay, t hat of the
second and the subsequent swi t chi ng off.
t [ s ]
1. State of the three stage pressure swi t ch
2. Hi gh speed operati ng condi t i on
3. Low speed operati ng condi t i on
4. Cool ant temperature trend
5. Three stage pressure swi t ch at t achment /det achment del ay
ON: speed/pressure swi t ch act i vat ed
OFF: speed/pressure swi t ch deact i vat ed
Engine
Fuel system
Bravo-Brava 10
16v
10.
CLIMATE CONTROL SYSTEM MANAGEMENT
The Hi tachi engi ne control unit is operati onal l y connect edt o the cl i mate control system and:
1. recei ves the request to swi t ch on the compressor from the cl i mate control syst em control unit vi a pin
28 and operate the relevant f unct i ons (addi ti onal ai r);
2. gi ves t he go ahead to swi t ch on the compressor vi a pin 113 when the condi t i ons laid down by the
strategi es are confi rmed;
3. recei ves information concerni ng the state of the three stage pressure swi t ch from pin 17 and operates
the rel evant f unct i ons (radiator fan operat i on).
As far as poi nt 1 is concer ned, if the engi ne is i dl i ng, the control unit i ncreases the air f l ow rate whi ch
goes from the idle actuator in advance of t he swi t chi ng on of the compressor and vi ceversa pl aces the
actuator in the normal posi ti on in del ay in relation to the swi t chi ng off of the compressor.
On the other hand, as far as poi nt 2 i s concer ned, the control unit automati cal l y operates the swi t chi ng
off of the comrpessor:
a) for a ti me of 6 s (timed swi t chi ng off):
- in butterfly openi ng condi t i ons of more than 70,
- when the vehi cl e is accel erat i ng;
b) when the fol l owi ng cri ti cal condi t i ons persi st:
- at cool ant temperatures condi t i ons above 114C,
- when the engi ne idle speed is bel ow 750 rpm.
J b l JUL
113*
28*-
17*
+15
p
i n n n F i wv w w i rv
J T
1. Compressor
2. Compressor relay
3. Fuse box
4. Battery
5. Cl i mate control unit
16 Print no. 506.670
Bravo-Brava Engine
Fuel syst em
10.
DIAGNOSIS
The system is equi pped wi th an autodi agnosti c functi on whi ch checks for any irregular state in the fol -
l owi ng components:
Actuators
i nj ectors
coi l s
charcoal filter sol enoi d val ve
engi ne idle adj ustment sol enoi d val ve
el ectri c fuel pump relay
cl i mate control compressor relay (if fitted)
el ectri c fan l ow speed relay
el ectri c fan high speed relay (if fitted)
Sensors
engi ne rpm sensor
engi ne timing sensor
air f l ow meter
Lambda sensor
cool ant temperature sensor
butterfly posi ti on sensor
vehi cl e speed sensor
detonati on sensor
Location of F/L Test er connector
P4A17BJ02
The detecti on of a fault, if conf i rmed, i n-
vol ves it bei ng permanently memori zed, as
wel l as excl udi ng the relevant sensor from the
system until it is repaired.
The detecti on of a confi rmed fault usual l y i n-
vol ves the warni ng light in the dashboard
comi ng on: the warni ng light goes out when
the fault is repai red.
Worki ng wi th the Fiat Lanci a Tester it is pos-
si bl e to carry out a compl ete fault di agnosi s
of the system whi ch consi st s of three st ages:
1. di spl ayi ng a seri es of f unct i onal parame-
ters (wi th the engi ne runni ng);
2. di spl ayi ng errors and cancel l i ng t hem;
3. acti vati ng certain actuators (act i ve di ag-
nosi s).
1. Parameters displayed
The following engi ne parameters are di spl ayed:
- air fl ow rate,
- cool ant temperature,
- butterfly sensor posi ti on,
- Lambda sensor vol tage,
- battery voltage,
- Lambda sensor state,
- vehi cl e speed,
- engi ne rpm,
- air fl ow rate/maxi mum f l ow rate,
- ignition advance,
- charcoal filter sol enoi d val ve duty cycl e,
- i nj ecti on time,
- engi ne load (TP),
- obj ecti ve engi ne idle speed,
- engi ne idle speed adj ustment sol enoi d
val ve duty cycl e,
- FIAT CODE state,
- errors present.
17
Engine Bravo-Brava 0)**
Fuel system
10.
2. Detecting and cancelling faul ts
Detecting faults
Thi s is carri ed out duri ng the basi c f unct i ons through whi ch the sensor/act uat or i s managed.
Memorizing the error and the structure of the errors memory
The errors are memorized in the control unit in the order in whi ch they occur.
The f ol l owi ng is memorized for each of them:
- the error code (component and type of error),
- the error counter,
- the time el apsed si nce the error was detected,
- two envi ronmental condi ti ons (speci f i c for each type of fault) at the time the fault was detected.
Classification of the fault
If a fault is recogni zed for the first time and the error state persists for a certai n length of time, the fault is
memorized as " permanent" . If this fault later di sappears, then it is memorized as " not present" . The
cl assi fi cati on of a fault as " permanent" acti vates the recovery f unct i ons: when the faul t di sappears, nor-
mal operati on is restored.
The presence of a " permanent" fault al so i nvol ves the system failure warni ng light in the dashboard
coming on.
Frequency counter
The counter, whi ch goes from 0 to 127 and whi ch is activated in the case of a fault, is decreased each
time the engi ne is started up wi thout the fault reappeari ng: when the counter reaches zero, the fault is
automatically cancel l ed from the memory.
Failure warning light
The failure warni ng light comes on when there i s at least on " permanent" fault in the memory.
NOTE During starting, the warning light is:
- on for 4 seconds,
- off for 0.15 seconds,
- kept on/of f accordi ng to whether or not there are " permanent" errors.
Cancelling of the errors
When the frequency counter reaches zero, the fault and the parameters associ at ed wi t h it are cancel l ed.
The immediate cancel l i ng of the entire errors memory takes pl ace in the f ol l owi ng cases:
- through the " cancel errors memory" command sent by the F/ L Tester;
- by interrupting the el ectri cal suppl y for the control unit (di sconnect i ng the battery or the control unit
connect ors) for at least 60 seconds.
3. Activating the actuators (active di agnosi s)
The f ol l owi ng actuators are activated wi t h the engi ne swi t ched off vi a a command from the F/ L Tester:
- injectors (in the order cyl s. 1, 2, 3 and 4) , - climate control compressor relay (if fi tted),
- coi l s (in the order cyl s. 1, 2, 3 and 4) , - el ectri c fan l ow speed relay,
- electric fuel pump relay, - el ectri c fan high speed relay (if fi tted).
- charcoal filter sol enoi d val ve,
- engine idle adjustment sol enoi d val ve,
- system failure light,
- rev counter si gnal ,
18 Print no. 506.670/07
Bravo-Brava Engine
Fuel syst em
10.
RECOVERY STRATEGIES
if a problem is detected wi th the sensor s/ actuators the control unit, where possi bl e, repl aces t he mi ss-
ing data, reconstructi ng it usi ng software (recovery) to al i cw the operation of the engi ne.
For the sensors/act uat ors not menti oned in the list bel ow, there is not type of recovery.
Engine timing sensor
recovery: the engi ne cannot be started up, however if the problem occur s wi th the engi ne started up, it
stays operating.
Air fl ow meter
recovery: the air f l ow rate is cal cul at ed on the basi s of the butterfly posi ti on and rotation speed val ues.
additional provisions: sel f -adj ust ment of the mixture strength and idle di sabl ed; charcoal filter sol enoi d
val ve di sabl ed.
Coolant temperature sensor
recovery: during starting T = 20C; ot herwi se T = 20C i ncreased by 1 C every 6 seconds until reachi ng
80C; during starti ng or wi t h the key in the OFF position the radiator fan is off, otherwi se it is act i vat ed.
additional provisions: sel f -adj ust ment of mixture strength and idle di sabl ed.
Butterfly position sensor
recovery: fixed butterfly angl e = 7; if the engi ne load (TP) is bel ow 1.75 ms and the speed i s bel ow
1000 rpm, then the engi ne is i dl i ng, ot herwi se it is outsi de of i dl i ng.
additional provisions: sel f -adj ust ment of idling di sabl ed.
Vehi cl e speed sensor
recovery: speed = 0.
additional provisions: sel f -adj ust ment of idling di sabl ed.
Lambda sensor
recovery: the readi ng of the sensor vol tage is di sabl ed (open-l oop).
Detonation sensor
recovery: the " basi c" advance is reduced by an average of 5 if the engi ne load TP is above 2.5 ms.
Engine idle speed adjustment solenoid valve
recovery: the val ve is kept open at a pre-set val ue.
Engine
Fuel system
Bravo-Brava 10
16v
10.
ELECTRI CAL/ ELECTRONI C CIRCUIT
Thi s ci rcui t el ectri cal l y connect s all the component s of the syst em and is made up of the f ol l owi ng com-
ponent s:
wi ri ng wi th f uses;
HITACHI engi ne control unit;
syst em and pump relay;
sensor s:
butterfly position sensor,
cool ant temperature sensor,
air f l ow meter,
engi ne rpm sensor,
engi ne timing sensor.
Lambda sensor,
vehi cl e speed sensor,
detonati on sensor;
- actuators:
el ectri c fuel pump,
i nj ectors,
engi ne idle speed adj ustment sol enoi d val ve,
charcoal filter sol enoi d val ve,
el ectri c pump cut out inertia swi t ch,
ignition power modul e,
ignition coi l s;
- devi ces connect ed to the cotnrol uni t:
radiator fan relays,
climate control compressor relay (if fi tted),
Fiat CODE control uni t.
Layout of system earth points
In order to i ncrease the el ect ro-magnet i c compati bi l i ty and the operati onal reliability speci al care has
been taken over the layout of the earth poi nt s, as shown in the diagram bel ow:
1. control unit casi ng, connect ed to the vehi cl e bodyshel l ;
2. secondary coi l s connect ed under the cyl i nder head cover;
3. control unit internal earths (pi ns 6, 12, 107, 108, 116, 40, 48), Lambda sensor heater earth, relay
eart hs, ignition power modul e earth connect ed to the engi ne cyl i nder bl ock/cr ankcase.
P4A20BJ01
20 Print no. 506.670
Bravo-Brava Engine
Fuel system
10.
HITACHI SYSTEM CONTROL UNIT PIN-OUT
P4A21BJ01
Connector A
101. Operation of injector for cylinder 1
102. N.C.
104. Pump relay operation
106. Negative for charcoal filter solenoid valve
107. Earth
108. Earth
Connector B
1. Operation of coil for cylinder 1
3. Operation of rev counter
4. N.C.
5. N.C.
6. Earth
109. Negative for engine idle adjustment solenoid valve
111. Positive for engine idle adjustment solenoid valve
112. Control unit supply
113. Climate control compressor relay feed (if fitted)
114. N.C.
115. N.C.
116. Earth
9. Operation of electric fan low speed relay
10. Operation of electric fan high speed relay *
11. Operation of system failure light
12. Earth
Connector C
13. N.C.
14. Positive for air fl ow meter
15. Positive for coolant temperature sensor
16. Positive for Lambda sensor
17. Signal for three stage pressure switch (if fitted)
18. N.C.
19. N.C.
20. Connection wi th FIAT CODE
21. Positive for detonation sensor
22. Negative for air fl ow meter
23. Line K
24. N.C.
25. Signal for butterfly position sensor
26. Negative for lambda sensor
27. N.C.
28. Signal for engaging compressor (if fitted)
29. A W signal from ignition switch (+50)
30. N.C.
31. Earth for detonation sensor
32. Negative for coolant temperature and butterfly position
Connector D
33. Positive for engine rpm sensor
34. Positive for engine timing sensor
35. Earth for engine rpm sensor
36. Signal for vehicle speed sensor
37. Positive for butterfly position sensor
38. N.C.
40. Earth
41. Negative for engine rpm sensor
42. Negative for engine timing sensor
43. N.C.
44. Calibration selection
45. Trim level selection (to earth for versions wi thout cli-
mate control)
48. Earth
* Short circuited at pin 9 for versions without climate con-
trol
21
2
CQ

5
CQ
E
. E
c
L U i f
2
<
<
a
Z
5
ui
o
1-
o
Bravo-Brava @
16v
Engine
Fuel syst em
10.
Hitachi system wi ri ng diagram key
1. Engine control unit
2. F/ L Tester (line K)
3. Engine timing sensor
4. Lambda sensor
5. Air fl ow meter
6. Ignition coils
7. Ignition power module
9. Coolant temperature sensor
11. Engine rpm sensor
12. Control unit casi ng earth on vehicle bodyshell
13. Vehi cl e speed inlet
14. Intake from three stage pressure swi tch (cl i -
mate control if fitted)
15. Calibration selection
16. Trim level selection (to earth for versions wi th-
out climate control)
17. Connection with Fiat CODE control unit
18. Operation of electric fan low speed relay
SYSTEM RELAYS
19. Operation of electric fan high speed relay
(short circuited at pin 9 for versi ons without
climate control)
20. Intake for request to engage climate control
compressor (if fitted)
21. Operation of rev counter
22. Climate control compressor relay feed (if fitted)
23. Operation of system failure light
24. Engine idle speed adjustment sol . valve
25. Injectors
26. Charcoal filter solenoid valve
27. Inertia swi tch
29. Electric fuel pump relay
30. System relay feed
31. A W signal from ignition key ( + 50)
32. Supply from battery (+30)
33. Supply from ignition key (+15)
34. Pump fuse (30 A)
35. System fuse (15 A)
36. Earth (on engine block)
37. Earth (under cylinder head cover)
With the ignition key in the ON posi ti on ( + 15) the energi zi ng coi l s for both relays are suppl i ed, whi ch
cl ose the respective power cont act s.
Rel ay (A) suppl i es the electric fuel pump, recei vi ng vol tage directly from the battery.
Relay (B) ensures the multiple suppl y of the control unit and the vari ous system sensors and act uat ors,
both directly and vi a the connect ors.
NOTE The layout of relays (A) and (B) and fuses (7) and (8) can vary through production require-
ments. They should be recognized on the basis of the electrical connections.
Layout of relays Wiring connectors
2. Injectors
3. Charcoal filter solenoid valve
4. Ignition power module
5. Air fl ow meter
7. Fuse
8. Fuse
A. Electric fuel pump relay
B. System relay feed
23
Engine
Fuel system
Bravo-Brava
16v
10.
ENGINE RPM SENSOR
The sensor is fixed to the cyl i nder bl ock-
/cr ankcase: the f l ywheel is fi xed wi t h a
crankshaft crank.
Operating principle
The sensor is made up of a tubular casi ng (1)
whi ch houses a permanent magnet (3) and
an el ectri cal wi ndi ng (2).
As a resul t of the f l ywheel teeth passi ng by,
the magneti c fl ow produced by the magnet
(3) undergoes osci l l ati ons resulting from the
variation of the gap.
These osci l l ati ons create an el ectro-moti ve
force in the wi ndi ng (2) whi ch produces a
voltage whi ch is alternatively positive (tooth
faci ng the sensor) and negative (gap f aci ng
the sensor ): see paragraph on " si gnal man-
agement" . The peak sensor output vol tage
depends, wi t h other factors being equal , on
the di st ance between the sensor and the
tooth (gap).
Wiring connector
The resi stance of the sensor can be measured
by di sconnect i ng the connector and con-
necti ng an ohmmeter to the sensor
Resi stance: 570 57 ohm at 20C
24 Print no. 506.670/07
Bravo-Brava 0}
16v
Engine
Fuel syst em
10.
ENGINE TIMING SENSOR
1. Deflector
3. Gap
Wiring connector
The engi ne timing si gnal , together wi t h t he
engi ne rpm and TDC si gnal , al l ows t he con-
trol unit to recogni ze the successi on of cyl i n-
ders to implement the i nj ecti on t i mi ng.
Thi s si gnal i s generated by a Hal l effect sen-
sor, fitted by the exhaust camshaf t dri ve pul -
ley.
NOTE It is not possible to carry out any ad-
justments to the angular position of
the sensor.
Operating principle
A semi -conduct or layer through whi ch the
current f l ows, immersed in a normal magnet i c
field (l i nes of force perpendi cul ar to the di -
rection of the current) generates a di fference
in power, known as Hall effect vol t age.
If the i ntensi ty of the current remai ns con-
stant, the vol tage generated onl y depends on
the intensity of the magneti c fi el d. It is t here-
fore suffi ci ent if the i ntensi ty of the fi el d v a-
ries peri odi cal l y to obtain a modul ated el ec-
trical si gnal .
In prati ce, to obtai n thi s change, t he sensor
has a metal ring passed through it (fi xed to
the inner part of the timing pul l ey) equi pped
wi th a seri es of openi ngs: as it moves, when
the ring covers the sensor, it bl ocks the mag-
neti c field and the si gnal remai ns l ow, whi l st
as it passes the openi ngs, the fi el d cl oses and
the si gnal becomes hi gh.
The al ternati ng of the si gnal s therefore de-
pends on the successi on of the openi ngs
(see " si gnal management" chapt er ).
Engine
Fuel system
Bravo-Brava 0
lev
10.
AIR FLOW METER
1. Fl ow meter casi ng
2. Air intake into the duct
3. Air outlet from the duct
4. Outl et air
5. Intake air
6. Air measured
The air f l ow meter is the hot wi re type wher e
the f l ow rate is measured at sour ce.
The upper part has a duct parallel to the mai n
f l ow i nsi de of whi ch there is the heated wi re.
One part of the intake air f l ow is i ntroduced
into t he duct and, after havi ng passed
t hrough it, it f l ows out of the opposi te part,
returni ng to the main fl ow.
Consequent l y, onl y part of the mass of air
whi ch passes through the f l ow meter is mea-
sured: thi s quantity i s, however,proporti onal
to the total mass in the fl ow meter.
The el ectri cal vol tage l eavi ng the f l ow meter
i s therefore representative of the total f l ow
rate whi ch is cal cul at ed by appl yi ng sui t abl e
proporti onal parameters.
Thi s t ype of fl ow meter has t wo advant ages
compared wi th the full f l ow type:
- consi derabl e i nsensi ti vi ty to the phe-
nomenon of air col umn pul ses, parti cul arl y
present at l ow speeds and heavy l oads;
- l ess foul i ng of the wi re, t hanks to the re-
duced mass of air comi ng into cont act wi t h
it; in effect the control unit does not have
any wi re cl eani ng strategy (burn-in).
Wiring connector
P4A26BJ03
26 Print no. 506.670
Bravo-Brava I 0 i
lev
Engine
Fuel syst em
10.
0 , 7 0 , 8 0 , 9 1,0 1,1 1,2 1,3
l ambda = 1: stoichiometric mixture
l ambda < 1 : rich mixture, the CO values tend to be high
l ambda > 1 : lean mixture, the CO values tend to be low
Wiring connector
LAMBDA SENSOR
The Lambda sensor measures the oxygen
content in the exhaust gases: it i s fitted on the
exhaust pipe upstream of the cat al yt i c s i -
l encer.
The sensor output si gnal i s sent to the cont rol
unit to correct (feed-back) the mixture st r en-
gth.
When the sensor suppl i es a l ow si gnal (vol t -
age bel ow 200 mV) the control unit r ecog-
ni zes a lean mixture and i ncreases the i nj ec-
tion ti me; subsequent l y, when the sensor si g-
nal i s high (vol tage above 800 mV), the c on-
trol unit recogni zes a rich mixture and de-
creases the i nj ecti on time.
Thi s sequence of operati ons i s repeated wi t h
a frequency in the order of t ens of Hertz, so
that t he engi ne operates wi t h a mixture st r en-
gth constantl y osci l l ati ng around t he st oi -
chi ometri c val ue.
At temperatures bel ow 300C the cer ami c
material is not acti vated, therefore the sensor
does not send reliable si gnal s: to ensure rapid
heati ng duri ng starting and to mai ntai n the
temperature duri ng i dl i ng, the sensor i s
equi pped wi t h a heater wher e the el ect ri cal
resi stance is al ways on.
The sensor can be rapidly put out of
action by the presence of even the
smallest amounts of lead in the fuel.
The resi st ance of the sensor heater can be
measured by di sconnect i ng the connect or
and connect i ng an ohmmeter as shown in
the di agram.
Resi stance: 4,5 0,5 ohm at 20C
Engine
Fuel system
Bravo-Brava 10k
16v
10.
BUTTERFLY POSITION SENSOR
It is made up of a si ngl e track potentiometer
where the movi ng part is rotated by the ac -
cel erator butterfly shaft.
Wiring connector
COOLANT TEMPERATURE SENSOR
The sensor is fitted on the thermostat.
It i s made up of a brass casi ng whi ch protects
the resistive el ement made up of an NTC
(Negat i ve Temperature Coef f i ci ent ) t hermi s-
tor where the el ectri cal resi st ance decreases
as the temperature i ncreases.
The reference vol tage is 5 Vol t: si nce the c on-
trol unit input ci rcui t is desi gned as a vol t age
di vi der, the reference vol tage i s shared be-
t ween a resi stance in the control unit and the
act ual sensor.
As a result the control unit is capabl e of eval -
uati ng the vari ati ons in the sensor resi st ance
through the changes in vol tage.
Wiring connector
28 Print no. 506.670
Bravo-Brava 0
16v
Wiring connector
Engine
Fuel syst em
10.
VEHICLE SPEED SENSOR
The sensor is posi ti oned on the differential
outl et, by the left drive shaf t coupl i ng and
transmi ts the information rel ati ng to the vehi -
cl e speed to the control uni t: the si gnal is al so
used for the operati on of t he speedometer.
The sensor is the Hall effect t ype (see " engi ne
ti mi ng sensor" paragraph) and it is cal i brated
so that for each i mpul se there is a corre-
spondi ng travel of one metre: on the basi s of
the frequency of the i mpul ses it is therefore
possi bl e to know the speed of the vehi cl e.
Wiring connector
DETONATION SENSOR
Thi s sensor is the pi ezoel ectri c type and is fit-
ted on the engi ne cr ankcase in a symmetri cal
posi ti on in relation to t he pairs of cyl i nders
1-2 and 3-4.
Thi s posi ti on is determi ned by the need to
detect the start of detonati on si mi l arl y for all
cyl i nders.
When there is detonati on, vi brati ons of a par-
ti cul ar frequency are creat ed in the crankcase
whi ch are transformed by t he sensor into a si -
gnal whose vol tage is proporti onal to their
i ntensi ty.
Engine Bravo-Brava
Fuel system
10.
IGNITION SYSTEM
The i gni ti on ci rcui t is the st at i c advance i nducti ve di scharge type. The power modul e is out si de of the
control unit, whi l st the hi gh tensi on is suppl i ed by four ignition coi l s fitted di rectl y on the spark pl ugs
(t op-pl ug type coi l s).
The primary wi ndi ng for each coi l i s suppl i ed by the battery vol tage vi a the system relay and i s connect -
ed to the control modul e for connect i on to earth.
The opti mum i gni ti on advance is cal cul at ed by the control unit dependi ng on the engi ne speed and l oad
and is i mpl emented in the form of the ti me between the moment in whi ch the primary ci rcui t suppl y is
interrupted and t he expl osi on stroke TDC.
1. Coi l for cyl i nder 1
5. Ignition power modul e
6. System relay
7. Fuse
30 Print no. 506.670
Bravo-Brava
16v
Engine
Fuel syst em
10.
IGNITION POWER MODULE
The power modul e, l ocated on the si de of the
inlet mani fol d, is basi cal l y an el ect roni c
swi t ch whi ch, by means of the i mpul ses
comi ng from the control uni t, cont rol s t he
current in the i gni ti on coi l primary wi ndi ng.
Through a parti cul ar ci rcui t it limits the cur -
rent whi ch ci rcul at es in the coi l primary
wi ndi ng when the maxi mum val ue i s reached
in order to reduce the heati ng of the act ual
modul e.
To prevent the overheati ng of the coi l if the
ignition takes pl ace wi t h the engi ne swi t ched
off, the modul e has a rest cl osi ng devi ce
when the ignition i mpul ses cease arri vi ng
from the control unit.
Wiring connector
A: modul e input B: modul e output C: i gni ti on coi l
0 711
B
+
+ +
IGNITION COIL
The coi l used i s t he cl osed magnet i c ci rcui t
type wi th the wi ndi ngs in a pl ast i c cont ai ner
i mmersed in epoxi de resi n.
The coi l i s connect ed di rectl y to the spark
pl ug by a si l i con material ext ensi on whi ch
has high di el ectri c charact eri st i cs.
The earth for the secondary ci rcui t is ob-
tai ned wi t h a speci al cabl e as the coi l i s i nsu-
lated by the cyl i nder head.
Engine
Fuel system
10
Bravo-Brava 10M*
DIAGRAM SHOWING INTAKE CIRCUIT
P4A32BJ01
1. Ai r filter
2. Ai r fl ow meter
3. Inlet
4. Butterfly casi ng
5. Engi ne idle adjustment sol enoi d val ve
6. Inlet manifold
7. Exhaust manifold
32 Print no. 506.670
Bravo-Brava M<* Engine
Fuel syst em
10.
INTAKE CIRCUIT
The i ntake circuit i s made up of the f ol l owi ng component s:
- air filter wi th relevant sl eeves;
- acoust i c resonator fitted in parallel to the inlet sl eeve;
- inlet mani fol d, on whi ch the fuel mani fol d is fitted;
- butterfly casi ng, where the butterfly posi ti on sensor, the PCV val ve (Positive Crank Ventilation) for
the oi l vapour reci rcul ati on ci rcui t and t ne engi ne idle adj ustment sol enoi d val ve are fitted.
BUTTERFLY CASING
The butterfly casi ng has the task of metering the quantity of air suppl i ed to the engi ne (and therefore the
power devel oped) accordi ng to the dri ver' s request vi a the accel erator cont rol .
The butterfly casi ng is fixed to the inlet mani fol d by four bol ts: the butterfly is opended by means of l e-
vers whi ch create a smal l openi ng whi ch, consi st ent wi th the pedal travel , produce smal l butterfly ope-
ni ngs wi t h the pedal gently pressed and vi ceversa large angl e openi ngs wi t h t he pedal strongl y pr essed.
Wi th t he pedal compl etel y rel eased (engi ne decel erati ng or i dl i ng) the addi ti onal air requi red is suppl i ed
by t he engi ne idle adj ustment sol enoi d val ve: under these ci rcumst ances the butterfly openi ng lever i s in
cont act wi t h scr ew whi ch prevents the butterfly from bei ng l ocked in t he cl osed posi t i on.
To prevent the formation of ice in the butterfly and the port connect ed to the PCV val ve, the butterfly c a-
si ng is heated wi th a smal l amount of cool ant comi ng from the engi ne thermostat ci rcul at i ng in a cham-
ber i nsi de the actual casi ng.
The PCV valve for t he oil vapour reci rcul ati on syst em and the butterfly posi ti on sensor are al so fitted on
the butterfly casi ng.
The screw is adjusted during operation by fluxing in the factory and should never be tampered
with.
1. Scr ew
3. Engi ne cool ant inlet
4. Engi ne cool ant outlet
5
r\ r*\ I I P 4 A 3 3 B J 0 Z
. PCV val ve
6. Accel erat or control lever
7. Accel erat or cabl e adj ustment bracket
8. Engi ne i dl e speed adj ustment sol enoi d
val ve
Engine
Fuel system
Bravo-Brava !0k
16v
10.
ENGINE IDLE SPEED
SOLENOID VALVE
ADJUSTMENT
The sol enoi d val ve, fitted on t he butterfly
casi ng, intercepts the f l ow of air whi ch, com-
ing from the air upstream of the butterfly, re-
turns it downst ream: it has the t ask of ensur-
ing the addi ti onal air for the engi ne wi t h the
butterfly cl osed, in all condi t i ons wher e it is
required (i dl e, decel erat i on).
The val ve is the proportional type where the
shutter is fi xed to a metal core surrounded by
an el ectri cal wi ndi ng.
ON
OFF I
B
ON
OFF
Operation in duty-cycl e
A: mainly OFF si gnal = l ow effective val ue
mainly ON si gnal = hi gh effective val ue
B: effective val ue
V:
Operating principle
The posi ti on of the shutter depends on the
intensity of the effective val ue of the current
passi ng through the wi ndi ng whi ch creates a
magneti c field whi ch attracts the core.
The vai rati on in the effecti ve val ue is ob-
tai ned by modul ati ng the wi ndi ng el ectri cal
suppl y (operation in dut y-cycl e).
Thi s operati on consi st s of varyi ng the battery
vol tage val ue (12 Vol t nomi nal ) until zero at
a frequency where the shutter is not capabl e
of movi ng f ol l owi ng the instant vol t age val -
ue, but reaches an i ntermedi ate posi ti on
whi ch depends on the proporti on bet ween
the vol tage presence time and t he absence
time.
Wiring connector
34 Print no. 506.670
Bravo-Brava ft
16v
Engine
Fuel syst em
10.
DIAGRAM SHOWING FUEL SUPPLY CI RCUI T
1. Fuel tank
2. Ant i -f l ow val ve
4. Fuel filter
5. Fuel suppl y
6. Fuel return
7. Fuel mani fol d
FUEL SUPPLY CIRCUIT
The fuel suppl y ci rcui t is made up of the f ol l owi ng component s:
- fuel tank; ^
- el ectri c pump immersed in the tank, equi pped wi th gauze pre-filter;
- fuel filter;
- suppl y line;
- i nj ectors;
- fuel pressure regulator;
- return line;
- ant i -f l ow val ve.
35
Engine Bravo-Brava ft**
Fuel system
10.
ELECTRI C FUEL PUMP
The pump is housed i nsi de the fuel tank on a speci al tray whi ch al so support s the fuel l evel gauge and is
fitted wi t h a gauze filter at the pump inlet.
The pump is the vol umetri c type (G-Rot or ) and is desi gned to run on unl eaded f uel .
The rotor is moved by a direct current motor suppl i ed at the battery vol tage directly by t he appropri ate
relay operated by the control uni t.
The motor is i mmersed in the fuel whi ch has a detergent and cool i ng effect on the bl ades and the mani -
fol d.
The pump is equi ped wi t h an excess pressure val ve, whi ch short ci rcui ts the suppl y wi t h the inlet if the
pressure in the suppl y ci rcui t exceeds 5 bar, to prevent the el ectri c motor from overheat i ng.
In addi t i on, a one-way val ve on the suppl y prevents the drai ni ng of the enti re fuel ci rcui t when the pump
is not worki ng.
The nomi nal capaci t y of the pump vari es accordi ng to theangul ar speed of the rotor and therefore the
suppl y vol tage: wi t h a vol tage of 12 V it i s around 140 l /h.
1. el ect ri cal connect or s
2. suppl y port
3. inlet port
4. excess pressure
val ve
5. one-way val ve
FUEL FILTER
The filter, protected by a shi el d fi xed under
the bodyshel l , is i nserted al ong t he fuel sup-
ply pi pe. It is made up of a st eel casi ng and a
pol yurethane internal support whi ch has a
hi gh filtering capaci t y el ement.
NOTE
A
There is an arrow on the outer casing
which indicates the direction of the
flow of the fuel and the correct fit-
ting position.
The fuel filter should be changed at
intervals of 30,000 Km.
1. Fuel inlet
2. Fuel outlet
36 Print no. 506.670
Bravo-Brava ft
16v
Engine
Fuel syst em
10.
E
I NCX NA
I I
NC NA C
A
INERTIA SAFETY SWITCH
The inertia swi t ch has the task of i nterrupti ng
the el ectri cal suppl y for the el ect ri c fuel pump
if the vehi cl e undergoes vi ol ent decel erati on
(i mpact) to prevent fuel from escapi ng and
creating a fire hazard if the fuel mani fol d or
the suppl y pi pe are damaged.
The swi t ch i s made up of a steel ball in a con-
i cal shaped housi ng kept in posi ti on by the
attraction force of a permanent magnet.
Under the acti on of the accel erat i on due to
the inertia force the ball can be rel eased from
the magneti c cl i p and gradual l y come out of
the coni cal housi ng wi t h an upwar ds move-
ment dependi ng on the angl e of the cone.
Above the ball there is a rapid at t achement
mechani sm whi ch forms a normal l y cl osed
(NC) ci rcui t. When struck by the bal l , the
mechani sm changes posi ti on to the normal -
l yopen (NA) ci rcui t, thereby i nterrupti ng the
el ectri cal suppl y to the el ectri c pump causi ng
it to cut out.
The cal i brati on of the swi t ch causes its oper-
ation at accel erati on above 1.2 g (about 11.7
m/s
2
, correspondi ng to an i mpact at a speed
of around 25 Km/ h).
The swi t ch can be restored by pushi ng the
upper button protected by a fl exi bl e cover.
After an apparently slight impact, if there is a smell of fuel or there are leaks from the fuel system,
do not turn the switch back on, but search for the problem and eliminate it to prevent the risk of
fire.
If this is not the case and there are no leaks and the vehicle can be driven again, press the button
to reactivate the electric pump.
SINGLE-ACTING ANTI-FLOW
VALVE
Thi s is a safety val ve fitted in the fuel return
pipe near the tank.
The val ve al l ows the return of fuel to t he tank
preventing it, however, from f l owi ng out in
the opposi te di recti on if the pi pe breaks.
Engine Bravo-Brava ft**
Fuel system
10.
FUEL MANIFOLD
The fuel mani fol d, whi ch has the functi on of di stri buti ng the fuel to the i nj ectors, is made from di e-cast
al umi ni um and i ncorporates the housi ngs for the i nj ectors and for the pressure regulator.
The fuel inlet is achi eved wi t h a seal ed fi xi ng bolt.
The fuel reci rcul ati on is obtai ned by means of a pipe i nsi de the mani fol d connect ed at one end to the
regulator and at the other end to the outer fuel return pipe to the tank.
1
2
P4A38BJ01
FUEL PRESSURE REGULATOR
Thi s i s a differential di aphragm devi ce, adj usted duri ng manufacture to a pressure of 3.00 0.05 bar.
The fuel under pressure, comi ng from the pump, exerts a force on the f l ow val ve (7) opposed by the cal i -
brated spri ng (8). When the cal i brati on pressure is exceeded, the f l ow val ve opens and t he excess fuel
returns to the tank, thereby stabi l i zi ng the pressure in the ci rcui t .
In addi ti on, via the pick up (9), the vacuum in the inlet mani fol d (at whi ch the nose of the i nj ector) al so
finds itself, acts on the regulator di aphragm, reduci ng the l oad exerted by the cal i brati on spri ng.
In t hi s way the differential in pressure between the fuel and the envi ronment (inlet mani fol d) in whi ch
the i nj ector finds itself in all engi ne operating condi t i ons is kept const ant .
Consequent l y, the i nj ector f l ow rate (for a certai n suppl y vol t age) depends onl y on the i nj ecti on ti me
establ i shed by the control uni t.
NOTE The pressure is assumed by the control unit as a fixed parameter: as a result the regulator should
never be tampered with so as not to alter the mixture strength for the engine.
38
Print no. 506.670
Bravo-Btava ft
lev
En g i n e
Fuel syst em
10.
1. Fuel inlet
2. Deflector
3. Jet
4. Nose
5. Jet of fuel
6. El ectri cal connect or
Wiring connector
INJECTORS
The i nj ectors have the task of suppl yi ng the
quantity of fuel required for the operati on of
the engi ne: the fuel is i nj ected into t he inlet
mani fol d, immediately upstream of t he inlet
val ve.
The i nj ector is the " t op-f eed" t ype, wi t h the
suppl y of the fuel from the rear of t he casi ng,
where the el ectri cal wi ndi ng connect ed to
the connect or (6) is al so housed.
When the current passes through t he wi nd-
i ng, the magneti c field produced attracts the
shutter causi ng the openi ng of the i nj ector
and t he f l ow of fuel .
As the pressure differential bet ween the i n-
si de and the outsi de of the i nj ector i s con-
stant (thanks to the presence of t he regul a-
tor), the quanti ty of fuel suppl i ed, like the
el ectri cal vol tage, onl y depends on t he open-
ing ti me, establ i shed by the control uni t.
The end sect i on of the i nj ector or nose (4) i s
fitted wi t h a j et (3) whi ch gi ves the fuel a ro-
tary moti on, t hanks to a defl ector (2) fitted
wi th four tangenti al l y posi ti oned f l ow ports.
The resi st ance of the i nj ector can be mea-
connect i ng an ohmmeter as shown inthe di -
agram.
Value of the resi st ance: 12 1,2 ohm.
Engi ne Bravo-Brava ft**
Fuel system
10.
EMISSION CONTROL DEVI CES
The devi ces used have t wo obj ecti ves:
- to keep down the pol l utant subst ances present in the exhaust , vi a the catal yti c si l encer;
- to el i mi nate t he di spersi on t owards the out si de of the unburnt hydrocarbons, vi a the (fuel ) ant i -evap-
oration system and the (l ubri cat i on) oil vapour reci rcul ati on syst em.
CATALYTIC SILENCER
The catal yti c si l encer is a devi ce whi ch makes it possi bl e t o si mul taneousl y keep down the three mai n
pollutant compounds present in the exhaust: unburnt hydrocarbons (HC), carbon monoxi de (CO) and
nitrogen oxi de (NOx).
Two types of chemi cal reacti on take pl ace i nsi de the catal yzer:
- oxi dati on of the CO and t he HC, converted into carbon di oxi de (CO2) and water (H2O);
- reducti on of the NOx, convert ed into Ni trogen (N2).
These reacti ons can take pl ace in extremely short periods of time thanks to the presence i nsi de the cat -
alyzer structure (cerami c support ) of a layer of acti ve subst ances (pl ati num and rhodi um) whi ch greatl y
accel erate the conversi on speed of the harmful subst ances.
The effecti veness of thi s conversi on process is condi t i oned by the fact that the mixture strength at whi ch
the engi ne operates is const ant l y osci l l ati ng around the stoi chi ometri c val ue, whi ch is achi eved t hanks
to the f eed-back control carri ed out by the control uni t on the basi s of the Lambda sensor si gnal s.
Lastl y, the conversi on pr ocesses are acti vated at temperatures in excess of 300 - 350C: it is therefore vi -
tal that the catal yzer reaches thi s temperature as soon as possi bl e in order to work properl y.
1. Cerami c monolith
2. Metal support
3. St eel outer casi ng
When it is necessary to operate near the catalytic silencer, it is necessary to leave the vehicle to
rest for some time, since the (internal) operating temperature of the catalyzer is between 500
and 850C.
There are basically two causes of the destruction of the inside of the catalyzer:
- the presence of lead in the fuel which lowers the degree of conversion at levels of practically
nil (" lead poisoning" ) and which also irreparably damages the Lambda sensor;
- the presence of totally unburnt fuel in the exhaust gases, due to failed ignition, which causes
an increase in the temperature which involves the fusion of the ceramic support. As a result,
the connector for the coils should never be disconnected with the engine running: in the case
of tests, the silencer should be replaced first with an equivalent section of pipe.
40 Print no. 506.670
Bravo-Brava ft
16v En g i n e
Fuel syst em
10.
Exhaust system wi t h catal yti c converter
1. CO socket
FUEL ANTI-EVAPORATION SYSTEM
2. Lambda sensor
3. Cat al yt i c si l encer
Location of anti-evaporation syst em components
1. Fuel tank
2. Vapour separator
3. Fl oat val ve
4. Cap wi th safety val ve
5. Engi ne control unit
6. Charcoal filter
8. Mul t i -purpose val ve
9. Inlet mani fol d
10. Rel ay
41
Engi ne Bravo-Brava ft*
Fuel syst em
10.
Operating principle
The anti -evaporati on syst em has the ai m of preventi ng the fuel vapours, made up of the l i ghtest parts of
the hydrocarbons whi ch basi cal l y form in the tank, from being di scharged into the atmosphere.
The system operates, above all at high outsi de temperatures when the temperature of the fuel i ncreses
and consequent l y the t endency towards evaporati on i ncreases: in thi s si tuati on there is an i ncrease in
the pressure i nsi de the tank.
In particular, even wi th the tank (1) f ul l , wi t h the vehi cl e stationary the t wo float val ves (3) remai n open
as they are l ocated higher t han the breather pipe and therefore they al l ow the vapours to reach t he sepa-
rator (2) from where they mai nl y return to the tank as they condense.
If, on the other hand, there is strong spl ashi ng when the vehi cl e is driving or it overturns, the val ves (3)
cl ose preventi ng fuel from escapi ng.
When the pressure inside t he tank reaches about 30-40 mbar, the mul t i -purpose val ve (8) opens and the
fuel vapours reach the charcoal filter (6). The val ve (8) al so al l ows an intake of air into the tank through
the charcoal filter if necessary fol l owi ng the l oweri ng of the level of fuel and the consequent vacuum
whi ch is created inside the tank.
When the engi ne is runni ng, the control unit operates the charcoal filter sol enoi d val ve whi ch al l ows the
intake of vapours by the engi ne and the consequent scavengi ng of the charcoal filter.
If as a result of the mal functi on of one of the component s, the pressure i nsi de the tank i ncreases to dan-
gerous l evel s, the safety val ve located in the cap (4) al l ows the pressure to be di scharged out wards. If
necessary, thi s val ve can open in the opposi te di rect i on, to venti l ate the tank and prevent t he vacuum
reaching excessi ve val ues.
1. Fuel tank
2. Vapour separator
3. Float val ve
4. Cap wi t h safety val ve
5. Engi ne control unit
6. Charcoal filter
8. Mul t i -purpose val ve
9. Inlet mani fol d
10. Rel ay
42 Print no. 506.670
Bravo-Brava En g i n e
Fuel syst em
10.
Float valve
The fl oat val ve has the task of al l owi ng the fl ow of vapours t owards the separator, wi t hout , however, al -
l owi ng the escape of l i qui d fuel.
The val ve cont ai ns a fl oat, one end of whi ch cl oses the val ve outlet port in the f ol l owi ng condi t i ons:
- strong si de accel erati on (vehi cl e taki ng a bend) or l ongi tudi nal accel erati on (vehi cl e braki ng) wi t h
the rel evant movement of the mass of fuel as a result of the inertia force;
- overturni ng of the vehi cl e.
P4A43BJ03
1. Normal operating condi t i ons: val ve open
2. The fuel pushes the float upwar ds as a result of strong accel erat i on: val ve cl osed
3. Vehi cl e overturned: val ve cl osed
Fuel vapour separator and mul ti -purpose
valve
The fuel vapours comi ng from t he tank reach
the vapour separator (3), l ocated at the si de
of the fuel filler, vi a the pi pes (4).
Part of the vapours condense and return to
the tank vi a the same pipes (4), whi l st the re-
mai ni ng vapours escape from the separator
through the mul t i -purpose val ve (2) and are
di rected to the act i ve charcoal filter vi a t he
pipe (1).
1. Pi pe connect i ng fuel vapour separator to
the acti ve charcoal filter
2. Mul ti -purpose val ve
3. Fuel vapour separator
4. Pi pes connect i ng vapour separator to t he
fuel tank
Bravo-Brava ft
16v
Safety and ventilation valve
Thi s val ve is l ocated in the fuel filler cap and
carri es out the f ol l owi ng f unct i ons:
- di schargi ng the excess pressure out wards
whi ch forms i nsi de the tank (safety f unc-
t i on); the pressure act s on the pl ate (2)
and, overcomi ng the spri ng (1) l oadi ng, al -
l ows the excess vapours to be di scharged
out wards;
- al l owi ng the f l ow of outsi de air in the tank
when an excessi ve vacuum is formed i n-
si de the tank through the effect of t he fuel
consumpt i on (venti l ati on f unct i on): when
the vacuum exceeds the l oadi ng of the
spri ng (4), it moves the val ve (3), al l owi ng
the intake of air.
Engi ne
Fuel system
10.
i
P4A44BJ03
Acti ve charcoal fi l ter
Thi s is made up of granul es of char coal (4)
whi ch trap the vapours enteri ng t hrough the
inlet (5).
The scavengi ng air whi ch enters t hrough the
inlet (1), passes through the paper filter (3),
comes into cont act wi t h the char coal gran-
ul es removi ng the vapours and di rect s them
t owards the outlet (2) and from there t o-
wards the filter val ve.
The air, havi ng entered through the inlet (5)
can al so be sent by the vacuum into the tank
for venti l ati on.
The partition (6) ensures that the war m scav-
engi ng air drawn in comes into cont act wi t h
all the granul es of char coal .
There are al so t wo spri ngs (7) whi ch al l ow
the expansi on of the mass of granul es when
the pressure i ncreases.
Charcoal fi l ter sol enoi d valve
Thi s val ve, of the normal l y cl osed t ype, con-
trols the f l ow of vapours reachi ng t he inlet
mani fol d and is operated by the cont rol unit
wi th dut y-cycl e operati on.
NOTE The inlet which has the word CAN
(canister) written on it should be
connected to the charcoal filter.
1. From the charcoal filter
2. To the inlet mani fol d
44 Print no. 506.670
Bravo-Brava ft
16v
En g i n e
Fuel syst em
10.
PROCEDURE FOR DISMANTLING THE
RAPID ATTACHMENT PIPE FOR THE AN-
TI-EVAPORATION SYSTEM FROM THE
INLET MANIFOLD
The pipe for the anti -evaporati on syst em (1)
is held in pl ace on the inlet mani fol d cartri dge
(2) by the smal l cl amp (3). A fl exi bl e washer
(4) keeps the cartridge (2) in its housi ng pre-
venti ng any fuel vapours from escapi ng by
means of an O ring (5).
1. Ant i -evaporat i on system rapid at t achment
pipe
2. Cartri dge
3. Pipe retai ni ng clamp
4. Fl exi bl e washer
5. 0-r i ng
In order to extract the pipe (1), push the
cl amp (3 wi t h your fingers t owards t he man-
ifold and, at the same time, extract the act ual
pi pe. The operati on can al so be carri ed out
wi t h the hel p of an 11 mm spanner to f aci l i -
tate the movement of the cl amp (3) t owar ds
the mani fol d.
A
Do not use tools to extract the pipe
which could damage the system.
P4A44BJ 06
II-97 - Update 44/1
Engi ne
Fuel system
Bravo-Brava ft**
10.
Replacing clamp
A kit is avai l abl e for repl aci ng the cl amp
whi ch compri ses an 0-r i ng (5) and a cl amp
(3).
After havi ng removed the pipe for the ant i -e-
vaporati on syst em, insert your fingers be-
t ween the cl amp (3) and the cartri dge casi ng
(2) (to facilitate the operati on, move the
cl amp asi de usi ng a screwdri ver, worki ng
very careful l y). Pull out wards and rotate the
actual cl amp.
Extract the 0-r i ng (5) i nsi de t he cartri dge.
Cl ean the interior of the cartri dge wi t h an air
jet and insert the new O-ri ng in its housi ng;
then insert the new cl amp.
Cl ean all impurities from the end secti on of
the pi pe before it is i nserted i nsi de the car -
tridge. Insert the pi pe pushi ng it into the end
of travel posi ti on.
44/2 11-97 - Updat e Print no. 506.670/09
Bravo-Brava ft* En g i n e
Fuel syst em
10.
SYSTEM FOR RECI RCUL ATI NG GA SES COMI NG FROM THE CRANKCASE ( BL OW- BY)
Thi s system control s the emi ssi ons from the crankcase of breather gases, made up of mi xtures of air, fuel
vapours and burnt gases whi ch escape through the piston seal s and of lubricant oil vapours, dr awi ng
them in again and burni ng them in the engi ne.
The breather gases comi ng from the crankcase reach the cyl i nder head and are di rected into t wo di ffer-
ent inlets (1) and (2).
Wi th the butterfly open, the gases f l ow through the inlets (1) and (2) to be drawn into the mani f ol d.
Wi th the butterfly cl osed the vacuum in the inlet manifold draws in the gases through the intake (1) in
whi ch there is a PCV limiting val ve (3) (Positive Crank Ventilation) whi ch shutters the i ntake.
The PCV val ve, in effect, can be modul ated and the quantity of gases whi ch pass through is proporti onal
to the vacuum in the inlet mani fol d.
When the butterfly val ve is compl etel y open (condi ti on A) , t he vacuum inside the inlet mani fol d is mi ni -
mal , the spri ng (5) is compl etel y extended and the PCV val ve al l ows the maximum f l ow of breather gas-
es.
Vi ceversa, wi th the butterfly compl etel y cl osed (condi ti on B) , the vacuum inside the mani fol d i s maxi -
mum, this causes the movement of t he pi ston (4) whi ch shutters the openi ng for the f l ow of breather
gases inside the PCV val ve and thereby restricts the intake into the manifold of the act ual gases.
P4A45BJ01
1. Inlet on butterfly casi ng wi t h PCV
2. Inlet on sl eeve
3. PCV valve
4. Piston
5. Spri ng
Engi ne
Fuel system
Bravo-Brava ft
16v
10.
TIGHTENING TORQUES
The mai n ti ghteni ng torques for the HITACHI i nj ect i on/i gni t i on system component s are gi ven bel ow
(val ues in Nm).
butterfly casi ng
6,3 0,4
PCV val ve
(on butterfly casi ng)
18,0 2,0
vehi cl e speed
sensor
22,5 2,5
engi ne rpm
sensor
40 0,5
i gni ti on power
modul e
2,5 0,5
detonati on sensor
20,0 5,0
46 Print no. 506.670
Bravo-Brava ft** En g i n e
Fuel syst em
10.
CHECKS, ADJUSTMENTS AND REPAIR OPERATIONS ON HITACHI MPI SYSTEM
When working on a vehicle equipped with a Hitachi MPI system, the following precautions
should be observed:
- do not start up the engine with the electrical connection terminals not properly connected or
slack at the battery poles;
- do not use a rapid battery charger to start the engine;
- never disconnect the battery from the electrical system with the engine running;
- for the rapid charging of the battery, disconnect it first from the electrical system;
- if the vehicle is going in a drying oven after painting where the temperatures will be in excess
of 80C, it is necessary to remove the engine control unit from the vehicle;
- do not connect/disconnect the multiple connector for the control unit with the ignition switch
in the ON position;
- always disconnect the negative battery lead before carrying out electrical welding on the vehi-
cle.
The system has a memory which is directly supplied by the battery, even with the ignition swit-
ched off, where the values obtained during self-adjustment are stored. The operation of dis-
connecting the battery causes the loss of this data which can only be obtained again after a cer-
tain distance: therefore this operation should be restricted as far as possible.
FUEL SUPPLY CIRCUIT
NOTE Before working on the supply circuit, it is advisable to drain the pressure for the circuit by dis-
connecting the vacuum pick up pipe between the pressure regulator and the inlet manifold and
applying a slight vacuum.
Removing-refitting fuel manifold
Remove the fuel mani fol d compl ete wi t h i nj ectors by carryi ng out the f ol l owi ng operati ons:
- di sconnect the fuel suppl y pi -
pe (1) and the return pi pe (2)
from the respecti ve uni ons at
the fuel mani fol d;
- di sconnect the vacuum pi ck
up pipe (3) from the pressure
regulator;
- di sconnect the el ect ri cal c on-
nectors from t he i nj ect ors;
- undo the t wo bol ts fi xi ng (ar-
r ow) the fuel mani fol d and re-
move it compl et e wi t h i nj ec-
tors and pressure regul ator.
The i nj ectors do not have a cl i p:
to remove them therefore si mpl y
rel ease them from their housi ng
(see det ai l ).
P4A47BJ01
Engi ne
Fuel system
Bravo-Brava ft
16v
10.
Removing-refitting el ect ri c fuel pump
Proceed wi t h the removal of the pump as f ol -
l ows:
- worki ng from the l uggage compartment,
remove the cover to gai n access to t he
pump housi ng cover;
- undo the three fixing bol ts (arrow) and re-
move the cover (1);
- undo the uni on (2) fi xi ng the breather pi pe
and remove the pipe;
- di sconnect t he el ectri cal connect or for t he
fuel level gauge (3) and the one for t he
pump (4) suppl y;
- remove t he rapid attachment fuel suppl y
(5) and return (6) uni ons from the tray;
NOTE When removing and refitting the ra-
pid unions, refer to the procedures
given in the service notes.
fit tool 1860893000 on the tray
fixing fl ange, taking care to i n-
sert it correctly between the
projections on the flange, as
shown in the diagram;
undo the fl ange and remove it together
wi th the t ool , then careful l y remove the tray
compl ete wi t h seal .
48 Print no. 506.670
Bravo-Brava ft
mi 6v
En g i n e
Fuel syst em
10.
Wi th the drip tray removed, proceed as
f ol l ows:
1. di sconnect the pump suppl y c on-
nector from the drip tray;
2. lift up the pump and extract it by
bendi ng it si deways, as shown in the
di agram.
Then open the band fi xi ng the suppl y
pipe and remove the pi pe from t he
pump.
Lastl y, remove the gauze filter from the
pump.
Removing-refitting fuel fi l ter
Rai se the vehi cl e, then proceed as f ol l ows:
1. unto the four bolts and the nut (arrow)
fi xi ng the shi el d and remove the shi el d;
2. di sconnect the fuel rapid inlet ( 1 ) and
outlet (2) connectors from the filter and
col l ect the fuel whi ch comes out duri ng
the operation in a sui tabl e cont ai ner, t hen
seal the connect ors wi t hout either bend-
ing or t wi st i ng the pi pes; lastly, undo the
fi xi ng bolt (arrow) and remove the filter.
NOTE When removing and refitting the
rapid connectors, refer to the proce-
dures described in the service notes.
A
The fuel filter should be replaced ev-
ery 40,000 km.
After replacing the filter, start up the
engine and check that no fuel is leak-
ing from the connectors.
49
Engi ne Bravo-Brava ftuev
Fuel system
10.
FUEL CIRCUIT PRESSURE CHECKS
Checking fuel regulation pressure
Di sconnect the pipe comi ng from the filter (shown by the arrow) from the i nj ector fuel mani fol d.
Pl ace pressure gauge 1895890000 and t wo taps (1) and (2) between the end of the di sconnect ed pi pe
and the fuel mani fol d, as illustrated in the di agram.
Suppl y the el ectri c pump wi t h the engi ne swi t ched off through the " acti ve di agnosi s" functi on of the
F/ L Tester.
Alternatively, proceed as f ol l ows:
- extract the pump relay from the socket
- make a connect i on as shown in the diagram usi ng a sui tabl e bridge for thi s purpose.
The pressure reading on the gauge shoul d stabi l i ze, in these condi t i ons, at 3.0 bar 0.2 bar.
If the pressure is too l ow, carry out the next test.
Checking maximum fuel supply pressure
(or efficiency of el ectri c pump)
Keepi ng the same connect i ons as for the pre-
vi ous test, cl ose the tap (2) l ocated down-
stream of the pressure gauge, operate the
electric pump wi th the engi ne swi t ched off,
as descri bed for the previ ous test: t he pres-
sure shoul d reach 5 bar and not exceed 7 bar
(pump safety val ve set t i ng). If thi s i s not the
case, repl ace the el ectri c pump because it i s
defecti ve.
50 Print no. 506.670/07
Fuel syst em
10.
If the pressure val ue in the previ ous test was higher than 3.0 bar it is necessary to:
- di sconnect the fuel return pi pe from the pressure regulator and repl ace it, temporarily, wi t h a pi pe
whi ch, inserted on the filler, al l ows the return of fuel to t he tank.
- suppl y the el ectri c pump wi t h the engi ne swi t ched off as descri bed in the previ ous t est , then read off
the pressure val ue on the gauge:
1. if it reaches 3.0 bar then the fuel return pi pe to the tank must be repl aced because it is obst ruct ed or
bent;
2. if it exceeds 3.0 bar then the pressure regulator must be repl aced because it is def ect i ve.
NOTE At the end of the tests refit the pump relay in its housing if it has been removed.
Checki ng pneumatic part of pressure regulator
Start up the engi ne and let it i dl e.
The reading on the presure gauge shoul d be around 2.5 bar.
If thi s is not the case, the air connect i ng pipe between the pressure regulator and the inlet mani fol d is
damaged or the regulator itself i s defecti ve and shoul d be repl aced.
P4A51BJ01
Checki ng injector seal
In order to check if the i nj ectors are dri ppi ng,
make the connect i on as descri bed for t he re-
gul ati on pressure test. Then proceed as f ol -
l ows:
- suppl y the el ectri c pump wi t h the engi ne
swi t ched off;
- ful l y cl ose the tap (1) Upstream of t he
pressure gauge once the regul ati on pr es-
sure has been reached: in t hi s way t he
pressure in the fuel mani fol d and the i nj ec-
tors wi l l be the same;
- swi t ch off the electric pump and observe
whether as soon as the pressure st abi l i zes
(i .e. decreases sl i ghtl y) it remai ns const ant
for around 60 sees; if t hi s is not t he case,
there is a leak from one or more of t he i n-
j ect ors or from a uni on.
In thi s case, remove the i nj ectorsand the fuel manifold from the inlet mani fol d, keepi ng t he connect i on
wi t h the pressure gauge.
Repeat the previous test l eavi ng the tap (1) open.
When suppl yi ng t he el ectri c pump wi t h the engi ne swi t ched off, observe whether there is dri ppi ng from
any connecti ng sect i ons.
Repl ace any dri ppi ng i nj ectors and/or renew any defecti ve seal s where there are l eaks.
Engi ne
Fuel system
Bravo-Brava ft
16v
10.
INTAKE CIRCUIT
Removing-refitting engine idle adj ustment
solenoid valve and butterfly posi ti on sen-
sor
- Undo the fixing bol ts (arrow) to remove
the engi ne idle adj ustment sol enoi d val ve
(1);
- undo the fixing bol ts (arrow) to remove the
butterfly position sensor (2).
NOTE When refitting the butterfly position
sensor, take care that the operating
lever fitted on the butterfly shaft (3)
is above the sensor driving element
(4), as shown in the diagram.
Removing-refitting ai r f l ow meter
1. Remove the battery, di sconnect the el ectri cal connect or (1) from the meter, l oosen the bands (2) and
(3) fi xi ng the inlet sl eeve;
2. di sconnect the bl ow-by sl eeve (4) from the inlet sl eeve, undo the t wo bol ts (arrow) fi xi ng the f l ow
meter mounting bracket and remove the assembl y; then l oosen the bands at the f l ow meter and re-
move the two sl eeves.
P4A52BJ02 P4A52BJ03
52 Print no. 506.670
Bravo-Brava
P4A53BJ02
En g i n e
Fuel syst em
10.
Removing-refitting butterfly casi ng
Proceed as descri bed for the removal of the
air f l ow meter, removing the meter compl et e
wi th the t wo sl eeves.
Then, proceed as f ol l ows:
- di sconnect the el ectri cal connect or s from
the butterfly position sensor (1) and from
the engi ne idle adj ustment sol enoi d val ve
(2) ;
- remove the band fi xi ng the bl ow-by pi pe
(3) , cyl i nder head cover si de and remove
the pi pe;
- undo the four bolts fixing the butterfly c as -
ing (arrow) to the inlet mani fol d;
- release the end of the accel erat or cabl e
from the control lever;
- remove the cool ant connect i ng pi pes from
the inlet and outlet pi pes, seal i ng t hem as
appropriate;
- lastly, remove the bl ow-by pi pe (3) from
P4A53BJ03
Adj usti ng accelerator control cabl e
Adj ust the accel erator control cabl e by carry-
ing out the f ol l owi ng operati ons:
- l oosen the lock nut at the bottom of the
bracket;
- acti ng on the adj ustment nut (ar r ow), ad-
j ust the accel erator cabl e cl ear ance;
tighten to reducee the cl ear ance,
loosen to i ncrease the cl earance;
- when the adj ustment is compl et e, l ock the
l ock nut.
En g i n e
Fuel system
Bravo-Brava ft
16v
10.
1
2
3
a
J
ELECTRICAL CIRCUIT
Removing-refitting engine timing sensor
Thi s operati on i nvol ves removi ng the ti mi ng
belt and t he camshaft toothed pul l ey, exhaust
si de.
Having carri ed out t hese operati ons, it i s nec-
essary to:
- di sconnect the el ectri cal connector;
- undo t he t wo fi xi ng bol ts (arrow) and re-
move t he sensor.
When refitting carry out t he procedure in the
reverse order, f ol l owi ng the i nstructi ons for
fitting and tensi oni ng the toothed belt.
NOTE The sensor does not require any type
of adjustment.
Removing-refitting engine rpm sensor
Position t he vehi cl e on a lift, t hen, worki ng
from underneath the vehi cl e:
- undo the bolt fixing the sensor and remove
it from its housi ng.
NOTE The sensor is fitted in production
with tolerances which ensure a gap
of 0.8 0.4 mm without requiring
further adjustments. This gap is also
ensured if the sensor is replaced with
a replacement one.
If you wi sh to check t he gap bet ween the
sensor and the f l ywheel , proceed as f ol l ows:
- measure the di st ance bet ween the end of
the sensor and the l ower part of the sensor
bracket (di st ance " a" );
- measure the di st ance bet ween the fitting
element on the cyl i nder bl ock/cr ankcase
and the upper part of t he tooth (di st ance
" b" ), repeati ng the measurement for at
least t wo opposi te t eet h.
The gap (t = b-a) shoul d be bet ween 0.4
and 1.2 mm.
1. Sensor
2. Fitting el ement
3. Fl ywheel tooth
P4A54BJ03
54 Print no. 506.670
Bravo-Brava ft* En g i n e
Fuel syst em
10.
Removing-refitting:
1. Lambda sensor
P4AS5BJ01
P4A55BJ02 P4ASSBJ03 P4A55BJ04
1. Di sconnect the el ectri cal connect or, then undo the Lambda sensor and remove it from its housi ng.
2. Di sconnect the el ectri cal connect or, undo the bolt fi xi ng the detonati on sensor and remove it.
3. Di sconnect the el ectri cal connect or and undo the casi ng for the vehi cl e speed sensor, removi ng it
from its housi ng.
P4A5SBJ05
Removing-refitting coolant temperature
sensor
- Di sconnect the el ectri cal connect or from
the sensor;
- undo the sensor removing it from its hous-
i ng.
A
Take great care that the sensor is cor-
rectly refitted and over the electrical
connection, since the information
sent by the sensor is also used by the
control unit for operating the radiator
fan.
En g i n e
Fuel system
10
Bravo-Brava ft**
Removing-refitting ignition coi l s
Proceed wi t h the removal of the ignition coi l s
by carryi ng out the f ol l owi ng operati ons:
- undo the t wo fi xi ng bol ts and remove the
coi l , extracti ng it from the housi ng.
NOTE The coil is fitted with an extension
made from a silicon material with a
high die/electric power inside of
which there is a pressure switch with
a spring loading.
Do not dismantle the two compo-
nents so as not to risk losing the in-
ternal contact or getting it dirty.
In the case of replacement, it is not
necessary to separate the coil from
the extension because the complete
coil/extension assembly is available
as spares.
Checki ng primary ci rcui t coi l r esi s-
tance
The resi st ance is checked by f ol l ow-
i ng the di agram.
Primary resi st ance: 0.6 0.06 ohm
Removing-refitting ignition power module
Remove the i gni ti on power modul e carryi ng
out the f ol l owi ng operati ons:
- di sconnect the el ectri cal input and output
connect ors (ar r ow);
- undo the t wo fi xi ng bol ts and remove the
modul e.
P4A56BJ04
56 Print no. 506.670
Fuel syst em
10.
Removing-refitting engine control uni t
The control unit is l ocated under t he gl ove
compartment.
Proceed wi t h removing the cont rol uni t by
carryi ng out the f ol l owi ng operat i ons:
- remove the gl ove compartment;
- undo the bolt fi xi ng the mount i ng bracket
and rest the control unit on the fl oor of the
vehi cl e;
- undo the bolt fi xi ng the earth cabl e to t he
bodyshel l ;
- di sconnect the el ectri cal connect or s, one
by one;
- remove the bracket from the cont rol uni t.
CHECKING EMISSION CONCENTRATION
Thi s syst em manages the content of carbon monoxi de (CO) and the idle air fl ow rate whi ch cannot ,
however, be manual l y adj ust ed.
However, checki ng the content of t he exhaust gases upstream and downst ream of the catal yzer can pro-
vi de a useful i ndi cati on of the i nj ect i on/i gni t i on syst em operati ng condi t i ons, the engi ne parameters and
the catal yzer.
Checki ng idle concentration of CO and HC upstream of the catal yti c si l encer
In order to check the concent rat i on of carbon monoxi de (CO) and unburnt hydrocarbons ( HC) up-
stream of the catal yzer, proceed as f ol l ows:
1. Undo the cap l ocated in the exhaust pi pe, upstream of the catal yzer, and tighten the tool in its pl ace.
2. Connect a sui tabl y cal i brated CO-t est er sensor to the t ool .
3. Start up the engi ne and let it reach operating temperature.
4. Check that the speed is correct.
5. Check that the idle concentrati on of CO is wi thi n the recommended limits (see t abl e); if t hi s i s not the
case, it is necessary to check:
- that the Lambda sensor is worki ng properly, usi ng the F/ L Tester;
- for the presence of air penetrati on in the area surroundi ng the Lambda sensor housi ng;
- the injection and ignition syst me (in particular the st at e of wear of the spark pl ugs).
6. In the same condi t i ons, check that t he concentrati on of HC i s l ess than 500 p.p.m.
7. If these val ues are not f ound, proceed wi th checki ng the engi ne, payi ng particular attenti on to:
- the timing;
- the engine compressi on.
NOTE The engine is fitted with hydraulic tappets for the automatic recovery of the clearances.
Engi ne
Fuel system
10
Bravo-Brava ty*
P4A58BJ01
Tabl e summarizing pollutant emi ssi on tol erance val ues
CO(%) HC (p.p.m.) CO-2 ( %)
Upstream of the catal yzer 0,4 + 1 < 500 > 12
Downst ream of the catal yzer < 0,35 < 90 > 13
Checking exhaust concentration of CO and HC
The concentrati on of carbon monoxi de ( CO) and unburnt hydrocarbons (HC) at the exhaust is mea-
sured by inserting a sui tabl y calibrated sensor probe at least 30 cm into the end sect i on of the exhaust
pipe.
1. Check that the idle CO and HC concent rat i on val ues are as recommended (see t abl e).
2. If the HC val ue is outsi de of the recommended limits, whi l st that previ ousl y measured upstream of the
catal yzer was okay, t hen the engi ne parameters are taken to be correct and t he cause of the probl em
shoul d be sought in the decreased ef f i ci ency of the catal yzer.
CHECKING ENGINE IDLE SPEED
If the engi ne idle speed is not correct as t he syst em is the sel f -adj ust i ng type it is not possi bl e to carry out
any adj ustment: therefore it is necessary to check that the accel erator linkage i s correctl y adj ust ed and
therefore the problem shoul d be sought by means of a compl ete faul t di agnosi s usi ng the F/ L Tester.
CHECKING IGNITION ADVANCE
In order to check the i gni ti on advance val ues at different speeds it is necessary to use the F/ L Test er di -
agnosti c equi pment.
58 Print no. 506.670
Bravo-Brava Cl u t c h
Index
I F 5 1 G5
page
COMPOSITION AND OPERATION
. - Cl ut ch wi t h mechani cal rel ease
mechani sm 1
- Cl ut ch wi t h hydraul i c release
mechani snrf 2
REMOVI NG-REFI TTI NG
- Removi ng 4
- Dri ven di sc - pressure plate 4
- Refitting 4
CLUTCH OPERATION
- Thrust beari ng . 5
- Fork control shaft 5
- Thrust beari ng sl eeve 6
- Cl ut ch pedal 6
- Cl ut ch pedal posi ti on adj ustment 7
- Removi ng - refitting cabl e cl ut ch con-
trol cabl e 7
- Removi ng - refitting hydraul i cal l y op-
erated cl ut ch component s 8
- Cl ut ch pump 8
- Operati ng cyl i nder 11
- Bl eedi ng 11
IX-95 - Cancels and replaces
Composition and operation
IF52G5 ^
CLUTCH WITH MECHANICAL RELEASE MECHANISM (1370 -1581 -1747 -1929 D engi nes)
The cl utch i s the dry, si ngl e plate type, wi t h the thrust bearing al ways in cont act wi th the pressure plate
spri ng.
The driven di sc is driven by the pressure exerted by a diaphragm spri ng.
The cl ut ch rel ease is obtai ned by means of a cabl e mechani cal l y operated by the pedal .
The mechani cal cl utches adopted are all the " Thr ust " type (see secti on whi ch f ol l ows).
Techni cal data
1370 1581 1747 1929 D
Spri ng l oadi ng daN 465 450 500 420
External diameter mm 190 200 215 200
Internal diameter mm 130 137 145 137
Pedal travel mm 163 163 163
163
P4A001C02 P4A001C03
Cl utch release cable " drawn type cabl e" (for Clutch rel ease cable " pushing outer cable
1370 12v) type" (for 1581,1747,1929 D)
1
Cl u t c h
Composition and operation
18.
Bravo
IF53G5
CLUTCH WITH HYDRAULIC RELEASE MECHANISM (1998 20v)
Composition
In order to improve qui etness l evel s and performance, a hydraul i c devi ce has been fitted on the 1998
20v versi on. Thi s devi ce is made up of a reservoi r, common to the braking system (1), a pump (2) fi xed
to the pedals assembl y and an operating cyl i nder (3) fixed to the bell housi ng.
Driving the vehi cl e wi l l be more comfortable because there wi l l be a reducti on in the vi brati ons transmi t-
ted by the power unit due to the dampi ng effect of the hydraul i c syst em.
The adoption of thi s devi ce di spenses wi t h the need for peri odi c adj ustment because any cl earance and
the recovery of the wear of the driven di sc take pl ace automati cal l y.
1. Tank
2. Cl ut ch pump
3. Operating cyl i nder
Operation
The cl utch is the dry, si ngl e plate type, wi t h a hydraul i c rel ease mechani sm and a thrust bearing al ways
in contact wi th the spri ng. The driven di sc i s driven by means of the pressure exerted by a di aphragm
spring.
2
Print no. 506.670/03
Bravo-Brava
Cl u t c h
Cl utch operation
18.
THRUST BEARING
1. The thrust beari ng shoul d not show si gns
of sti cki ng or noi se duri ng rotation or el se
it must be repl aced.
FORK CONTROL SHAFT
2. Remove the ci rcl i p for the rel ease lever
and remove the actual lever.
3. Remove the upper bush.
NOTE The bush in question is replaced
eachtime the clearance for the fork
control shaft is too great.
4. Remove the fork control shaft, rel easi ng it
from the l ower housi ng.
5. Vi ew of component s removed
P4A005C05
IX-95 - Cancels and replaces 5
Cl u t c h
Cl utch operation
Bravo-Brava
18.
THRUST BEARING SLEEVE (only for 1581 -
1747 - 1998 - 1929 D versions)
NOTE The 1370 M.P.I, version is not fitted
with a thrust bearing sleeve.
1. Undo the bolts shown and remove the
sl eeve.
NOTE The seal is replaced each time leaks
of gearbox oil are noticed. When re-
fitting, smear the contact surfaces
with silicon sealant which will act as
a seal.
CL UTCH PEDAL
2. Remove the cl i p fi xi ng the cl ut ch pump to
the pedal (onl y for versi ons fitted wi t h hy-
draul i c mechani sm - 1998 20v)
Removi ng-r ef i t t i ng cl ut ch pedal
3. Remove the cl ut ch pedal act i ng at the
point shown by the arrow and al so di s-
connect the end of the cl ut ch cabl e (val ue
for all ver si ons).
the parts concerned before fitting.
For the 1998 20v versions do not lu-
bricate the rubber bush (Silent-block)
connecting the pump - pedal as this
will cause the material to deteriorate.
A
6
IX-95 - Cancels and replaces Print no. 506.670/03
Cl ut ch operation
18.
CL UTCH PEDAL POSI TI ON A DJ UST-
MENT (f or vehi cl es wi t h mechani cal
r el ease mechani sm)
1. Measure the cl ut ch pedal travel:
1. Pedal in end of travel posi ti on
2. Pedal in rest posi ti on
X. Pedal travel:
163 mm for 1370-1581 -1747-1929 D
Carefully measure the pedal travel to
ensure the correct clutch release (5
mm).
2. In order to adj ust the cl ut ch pedal in the
rest posi t i on, it is necessary:
to bed in the cl ut ch rel ease mechani sm by
fully depressi ng the pedal at least 5 ti mes.
Check that the travel " X" i s wi t hi n t he val -
ues gi ven above. The travel is measured
wi th a rule by the centre line of t he pedal
and corresponds to the di st ance bet ween
the posi ti on in the end of travel posi ti on
(pedal in contact wi t h the dashboard
bul khead) and that of the pedal in t he rest
posi ti on.
Any adj ustment of the travel is carri ed out
acti ng on the nut and, wher e present , the
lock nut for the cl utch cabl e, gearbox si de.
REMOVI NG- REFI TTI NG CL UTCH CA-
BL E
In order to be able to rel ease the cl ut ch cabl e
it is necessary to remove t he:
- Battery
- Rel ay hol der casi ng
- Battery drip tray
3. Remove the nut and t he lock nut, whi ch
fix the cl ut ch cabl e to t he control lever (for
the 1370 versi on). For t he 1581 - 1747 -
1929 versi ons, release the cabl e from the
anchorage on the gearbox - di fferenti al .
The diagram shows the clutch cable fitted on
the 1370 version.
P4A007C05 P4A007C04
Cl u t c h
Cl utch operation
Bravo-Brava
18.
Version wi thout air conditioning
Rel ease the cl ut ch cabl e from the anchor-
ages (1) on the bodyshel l as illustrated in
the di agrams above at the si de (for 1581 -
1747 - 1929 D versi ons onl y).
Lift up the carpet (1) near the cl utch ped-
al .
Di sconnect the end (3) of t he cl ut ch cabl e
from the pedal (2) (for all ver si ons).
From i nsi de the engi ne compartment, re-
move the flexible buffer from the anchor-
age hole in the dashboard bul khead and
extract the compl ete cl ut ch cabl e (for all
versi ons).
When refitting the clutch cable it is
necessary to position the flexible rub-
ber buffer (1) on the dashboard bulk-
head and then insert the rigid buffer
(2) in the opening in the flexible
buffer. When the operation is com-
pleted, check and adjust the pedal
travel as described previously. For the
1581-1747 -1929 D versions, take
care when refitting the cable in the
mountings on the gearbox or else the
cable will deteriorate.
REMOVING-REFITTING HYDRAULICAL-
LY OPERATED CLUTCH COMPONENTS
(1998 20v)
CLUTCH PUMP
4. Remove the air intake duct acti ng on the
bolts shown in the di agram.
Di sconnect the positive battery pole and
remove the battery from t he engi ne com-
partment worki ng on the nut fi xi ng the re-
taining bracket.
8 IX-95 - Cancels and replaces Print no. 506.670/03
Bravo Cl u t c h
Cl utch operation
18.
P4A008C05
1.2. Di sconnect the pipe connect i ng t he air
filter to the butterfly casi ng act i ng as i l -
l ustrated in the diagram al so removi ng
the resonator.
3. Remove the relay box cover.
4. Remove the nuts fixing the relay box to
the battery drip tray, then pl ace it at the
si de.
5. Remove the bolts (1) and l oosen t he bolt
(2) fi xi ng the battery drip tray to the
bodyshel l . Before removing the battery
drip tray, di sconnect the band underneath
retaining the cabl es.
Cl u t c h
Cl utch operation
Bravo
18.
1. Rel ease the pi pe connect i ng the operating
cylinder to the retaining bands.
2. Di sconnect the pipe for the hydraul i c s y s -
tem from the cl ut ch pump.
Before disconnecting the pipe it is ne-
cessary to drain the hydraulic system.
3. Remove t he cl i p fixing the cl ut ch pump to
the pedal.
4. Undo the nuts fixing the cl ut ch pump to
the bodyshel l .
5. Di sconnect the brake fl ui d suppl y uni on
from the cl ut ch pump, then remove it.
10 IX-95 - Cancels and replaces Print no. 506.670/03
Bravo Cl u t c h
Cl ut ch operation
18.
OPERATING CYLINDER (1998 20v)
1. Di sconnect the flexible pipe from the op-
erati ng cyl i nder.
2. Undo the nuts shown and remove t he
cl ut ch operati ng cyl i nder.
3. Vi ew of cl ut ch operating cyl i nder assem-
bly.
BL EEDI NG (1998 20v)
4. Do not, under any ci r cumst ances, reuse
the fl ui d recovered.
The l evel shoul d be topped up wi t h new
brake fl ui d.
P4A013C03
Copyright by Fiat Auto IX-95 - Cancels and replaces
11
Gear box and di f f er ent i al
Contents
Bravo-Brava
page
ft i 2v ;
REMOVI NG- REFI TTI NG 1
DRIVE SHAFTS
- Removi ng-refi tti ng 9
- Di smantl i ng 10
- Refitting . 12
- Drive transmi ssi on component s 13
REMOTE CONTROL ASSEMBLY
- Di agram of rem. control assy 14
-Removi ng-r ef i t t i ng " 15
- Di smantl i ng at the bench 18
- Removi ng-refi tti ng gearchange lever
on car 19
ft lev
ft
DRIVE SHAFTS
- Removi ng-refi tti ng drive^shafts 28
- Di smantl i ng 28
- Refitting , 29
- Di agram of rem. control assy 30
- Di smantl i ng at the bench 34
ft 16V
DRIVE SHAFTS
- Removi ng-refi tti ng drive shafts 43
- Di smantl i ng 44
- Refitting 45
INTERMEDIATE SHAFT - REMOTE
CONTROL ASSEMBLY
- Remote control assembl y 48
21- 27.
page
DRIVE SHAFTS - REM. CONTROL ASSY
- Removi ng-refi tti ng and di smantl i ng
drive shafts 58
- Removi ng-refi tti ng intermediate shaft 58
- Removi ng-refi tti ng rem. control assy 58
DRIVE SHAFTS - REM. CONTROL ASSY
- Removi ng-refi tti ng drive shafts 67
-Di smant l i ng-r eassembl y 67
Copyright Fiat Auto
Bravo-Brava ft 12v Gear box and di f f er ent i al
21- 27.
REMOVING - REFITTING
Removing
Pl ace the car on ramps, remove t he front
wheel s, then proceed as descri bed bel ow:
1. Di sconnect the battery's negati ve termi -
nal , lift the protective cover from t he posi -
tive terminal and di sconnect the latter; un-
do the nut securi ng the battery mount i ng
bracket to the battery cage and remove the
battery.
2. Rel ease the el ectri cal cabl es shown in the
figure from their cl amps, then undo the
bolts securi ng the relay box cover.
3. Remove the nuts securi ng the relay box to
the battery cage, then move the box over
to one si de.
4. Undo the bolts shown in the fi gure and re-
move the battery cage from the engi ne
compartment.
Bravo-Brava I mm i2v
21- 27.
1. Di sconnect the gear sel ector rod (1), di s-
connect the reversi ng lights swi t ch (2),
inhibition cabl e (3), earth cabl e (4) and
cl ut ch cabl e (5).
2. Di sconnect the head of the gear engage-
ment flexible transmi ssi on cabl e, di scon-
nect the odometer connect i on then move
the assembl y asi de in the engi ne compart -
ment.
3. Undo the top bol ts securi ng the starter
motor to the gearbox.
4. Rai se the ramps, undo the nut securi ng
the steeri ng ti e-rod end, then usi ng tool
1847038000 di sconnect it from the verti -
cal link. Repeat the procedure for the
ti e-rod end on the other si de.
21- 27.
3.
Usi ng tool 1878077000, remove t he but-
ton securi ng the dust guard to the body
shel l , then undo the bolts and rel ease the
guard from its seat i ng. Repeat the pr oce-
dure on the dust guard on t he other si de.
Di sconnect the brake pad connect or then
wi t hdraw the central dust guard from the
car. Repeat the procedure on the right s i -
de.
Remove the front dust guard by undoi ng
the attachments i l l ustrated.
Prepare a tray to col l ect the gearbox oi l ,
then undo the pl ug (arrowed) and drai n
the gearbox oi l .
Remove the bolts securi ng the damper to
the verti cal link and turn the verti cal link
i nwards, rel easi ng the brake pi pe from t he
damper.
Bravo-Brava I
21- 27.
1. Di sconnect the drive shaft, gearbox si de,
from the differential, l everi ng on the en-
gagement poi nt, and move it away from
the worki ng area.
2. Di sconnect the Lambda probe wi ri ng
connector.
3. Undo the nuts securi ng the first secti on of
the exhaust pi pe to the mani fol d.
4. Undo the rear attachments and remove
the first secti on of the exhaust pipe from
the car.
5. Di sconnect the drive shaft, intermediate
shaft si de, from the differential, levering
on the engagement point.
21- 27.
1. Undo the bottom bolt securi ng the starter
motor.
2. Di sconnect the starter motor cabl es and
di sconnect the starter motor.
3. Remove the f l ywheel cover by undoi ng
the bolts i l l ustrated.
4. Remove the mounti ng bracket securi ng
the first secti on of the exhaust pi pe, to en-
able a spanner to be i nserted to remove
the bolt securi ng the gearbox to the en-
gi ne.
5. Lower the ramps and remove the left
wi ndscreen wi per arm.
P4A005B05
Bravo-Brava ft 12v
21- 27.
1. Remove the plastic cover from the anti -
pollen filter by undoing the scr ews i l l us-
trated.
2. Undo the top bolts securi ng the gearbox
to the engi ne.
3. Fit the engi ne support st and 1860851000
on its mounti ng poi nts.
a. Front mounti ng: insert the tool in the seat
of the safety catch so that it rests on the
front crossframe.
b. Rear mounti ng: posi ti on the tool level
wi t h the central rei nforcement of the
fi re-proof bul khead.
c. Secure the hook of the support st and to
the inlet mani fol d so that it supports the
power unit centrally.
P4A006B03
Bravo-Brava \12v Gear box and di f f er ent i al
21- 27.
1. Rai se the car and di sconnect the central
power unit mounting from the bodywork
and the gearbox.
2.3 Install the tool illustrated to support the
gearbox during the removal operati on.
4. Undo the remaining bol ts securi ng the
gearbox to the engi ne.
5. Remove the front power unit mount i ng,
gearbox si de, from the bodywork and the
gearbox.
Bravo-Brava ft 12v
21- 27.
<>
Manoeuvre the j ack as appropriate to re-
lease the gearbox from the centri ng st uds,
then remove the gearbox from the engi ne
compartment by sl owl y l oweri ng the hy-
draulic j ack.
Refitting
Before refitting the gearbox-di fferenti al
unit, check that the cl ut ch release bear-
ing has remai ned in the bel l housi ng
and has not engaged wi th the cl ut ch.
Carry out the operati ons bel ow:
2. Check that the cl ut ch rel ease beari ng is
posi ti oned correctl y on the gearbox main
shaft.
Secure the cl ut ch rel ease lever, in the fully
back posi t i on, to the bel l housi ng, then us-
ing the hydraul i c j ack bring the gear-
box-di fferenti al unit to the cl ut ch, centre
ot in its references and secure it to the en-
gine. For the subsequent operati ons, re-
verse the procedure for removal .
P4A008B03
Bravo-Brava I Gear box and di f f er ent i al
Drive shaf t s
21- 27,
Pl ace the car on ramps, di sconnect the bat-
tery' s negati ve terminal, remove the front
wheel s and then proceed as f ol l ows:
1. Usi ng a hammer and chi sel , relieve the
staki ng on the hub nut.
2. Unscr ew the hub nut.
3. Undo the bolt on the t i e-rod end t hen use
tool 1847038000 to di sconnect the
t i e-rod.
4. Undo the bol ts securi ng the vertical link to
the damper, and angl e the vertical link to
rel ease the shaft.
P4A003B05
Copyright Fiat Auto
9
Drive shafts
Bravo-Brava 112v
21- 27.
1. Di sconnect the dri ve shaft from the differ-
ential levering on the engagement point,
then wi t hdraw it from the car.
NOTE To refit, re verse the pro cedure for re -
moval, tightening the hub nut to the
specified torque.
DISMANTLING
2. Pl ace the drive shaft in a vi ce, remove the
protective gaiter from the j oi nt on the
gearbox si de, then remove the j oi nt.
3. Remove the ci rcl i p from the tripod j oi nt
and wi t hdraw the j oi nt from the drive
shaft.
NOTE If the joint is damaged, it should be
renewed.
4. Undo the cl i p on the protective gaiter on
the gearbox si de, then wi t hdraw it from
the drive shaft.
Bravo-Brava 12v Gear box and di f f er ent i al
Drive shaf t s
21- 27.
1. If i nterventi ons on the right drive shaft i n-
vol ve di smantl i ng the dampi ng wei ght ,
during reassembl y refit the wei ght at the
di stance speci f i ed in t he figure.
2. Undo the cl i ps securi ng the protecti ve
gaiter on the constant vel oci t y j oi nt, wheel
si de, then wi t hdraw it from the si de oppo-
site the dri ve shaft.
3. Cl ean the grease off the i nsi de of the con-
stant vel oci ty joint, and usi ng tool s
1847017001 and 1860889000 si mul t a-
neousl y on the ci rcl i p i nsi de the j oi nt , re-
move the j oi nt from the drive shaft.
4. Check that the drive shaft is not deformed
or out of true, and that the seal cont act
surface is not worn.
Gear box and di f f er ent i al Bravo-Brava ft**
Drive shafts
21- 27.
REFITTING
1. Refit the protective gaiter on the wheel
si de and fit the const ant vel oci ty j oi nt, ap-
pl yi ng appropriate pressure.
It is advisable to replace the protective
gaiters whenever they are removed, and
it is important to fill both constant ve-
locity joint and gaiter with TUTELA
MRM2 grease.
P4A012B01
Shaft-joint coupling on wheel si de
Shaft cl assi f i -
cation
Joi nt cl assi f i -
cati on
Cat eg. Col our Cat eg. Col our
A Bl ue
A Bl ue
B Whi te B Whi te
B Red
C Red
When refitting, the const ant vel oci ty j oi nts must
be coupl ed to the shaft as shown in the tabl e.
Category B j oi nt s are coupl ed wi t h both cat e-
gori es of drive shaft; conduct a further check on
the j oi nt to make sure there are no si gns of
sei zure or scori ng.
2. Refit the protective gaiter on the gearbox
si de, fit the tri pod j oi nt securi ng it wi t h t he
ci rcl i p, and then fit the j oi nt on the gear-
box si de and secure the gaiter wi th its
cl i ps.
It is advisable to replace the protective
it is important to fill both joint and
gaiter with TUTELA MRM2 grease.
P4A012B02
1 2 Publication no. 506.670
Drive shaf t s
21- 27.
DRIVE TRANSMISSION COMPONENTS
Key
1. Constant vel oci ty j oi nt wheel si de
2. Ci rcl i p securi ng const ant vel oci ty j oi nt
3. Protective gaiter
4. Drive shaft
5. Protecti ve gaiter
6. Tri pod j oi nt
7. Ci rcl i p securi ng tripod j oi nt
8. Joi nt , gearbox si de (part not present on
1581 16V engi ne)
Copyright Fiat Auto
13
Gear box and di f f er ent i al Bravo-Brava i t t n^
Remote control assembly
21- 27.
DIAGRAM OF REMOTE CONTROL
ASSEMBLY
The Br avo-Br ava wi th 137012vengi nehasaremot econt rol assembl ysyst emconsi st i ngof ari gi drod(3)and
a fl exi bl e cabl e (4).
The rigid rod (3) control s gear sel ecti on by means of a relay link (5); the flexible cabl e (4) instead con-
trols gear engagement.
There is al so a safety devi ce (7) for preventi ng acci dent al sel ecti on of reverse gear.
To operate thi s devi ce, press the knob (1) of the gearlever downwards; thi s, by means of the fl exi bl e c a-
ble (2),l i fts the pushrod of the devi ce (7) whi ch in turn permits the travel of the control shaft (6) for se-
l ecti ng reverse gear.
P4A014B01
Perspective vi ew of remote control assembl y wi t h device for inhibiting acci dental sel ecti on of re-
verse gear
1. Sl i di ng part of gearlever
2. Fl exi bl e cabl e control l i ng devi ce for i nhi bi ti ng acci dent al sel ecti on of reverse gear
3. Ri gi d rod control l i ng gear sel ector link
4. Gear engagement flexible cabl e
5. Gear sel ector control link
6. Gear sel ector and engagement shaft
7. Devi ce for inhibiting acci dent al sel ect i on of reverse gear
Bravo-Brava to 12v Gear box and di f f er ent i al
Remote control assembl y
21- 27.
P4A015B02
Di sconnect the battery's negati ve termi nal ,
and remove the remote control assembl y as
descri bed below:
1. From inside the car, remove the gearl ever
trim.
2. Remove the protective boot from the
handbrake, then di sconnect the el ectri cal
connect i on underneath.
3. Di sconnect the gear engagement fl exi bl e
transmi ssi on cabl e from the gearbox.
4. Di sconnect the reverse gear i nhi bi tor from
the gearbox.
5. Remove the reaction and gear sel ector link
from the gearbox.
Bravo-Brava !gn 12v
21- 27.
1. Rai se the car, then di sconnect the hand-
brake cabl es from the mounti ng and re-
lease t hem from the bracket.
2. After di sconnect i ng the Lambda probe
el ectri cal connect i on, undo the bol ts se-
curi ng the first sect i on of the exhaust pipe
to the mani fol d.
3. Di sconnect the first sect i on of the exhaust
pipe from the rear mounti ngs.
4. Rel ease the exhaust pipe from the rubber
mount i ndi cated.
5. Undo the bolts securi ng the exhaust pipe
front mounti ng bracket.
Bravo-Brava lip
12v Gear box and di f f er ent i al
21- 27.
1. Undo the bolt securi ng the exhaust pi pe
rear bracket, then wi thdraw it from the car.
2. Remove the heat shi el d by undoi ng the
bol ts i ndi cated.
3. Undo the front and rear bol ts of t he hand-
brake and remote control assembl y
mounti ng.
4. Careful l y l ower the assembl y from its seat -
i ng, and undo the nuts securi ng the re-
mote control assembl y to the gearl ever
mounti ng and remove it from the car.
Wi t hdraw the cabl es and reacti on rod from
the engi ne compartment and wi t hdr aw
the assembl y from the car.
Bravo-Brava l g| 12v
21- 27.
DISMANTLING AT THE BENCH
Dismantling - refitting reverse gear en-
gagement inhibitor
- Remove the ci rcl i p, wi t hdraw the cabl e
from the pl asti c mount i ng, then wi t hdraw it
from the assembl y.
Dismantling - refitting gear engagement
flexible t ransmi ssi on cable
- Remove the gearl ever ci rcl i p and cl i p from
the gearlever, t hen wi t hdraw the flexible
cabl e after rel easi ng it from its cl amp.
Dismantling - refitting gearlever
- Di sconnect the reverse inhibitor and gear
engagement fl exi bl e transmi ssi on cabl e;
- undo the bolt securi ng the lever to the
mount i ng, then remove the lever.
21- 27.
Dismantling - refitting reaction link
- Remove the reverse gear i nhi bi tor cabl e,
the gear engagement fl exi bl e t ransmi ssi on
cabl e and gearlever, then wi t hdr aw the re-
acti on link.
REMOVING
CAR
REFITTING GEARLEVER ON
- Remove the gearlever trim;
- di sconnect the reverse gear inhibitor cabl e
from the gearlever, after wi t hdr awi ng the
ci rcl i p.
- di sconnect the flexible cabl e from t he lever
mounti ng, after r movi ng the ci rcl i p;
- undo the bolt securi ng the lever to the
mounti ng, then remove it from t he car.
- To refit, reverse the procedure for removal .
Gear box and di f f er ent i al Bravo-Brava ft
21- 27.
P4A01CX01 P4A01CX03
REMOVING-REFITTING
Removing
tery' s negative termi nal and remove the front
wheel s, then proceed as descri bed bel ow:
1. Remove the air intake duct by undoi ng the
bol ts shown in the figure, securi ng it to
the front crossframe.
2. Remove the air i ntake duct by undoi ng the
cl i ps shown in the figure, then remove it
from the engi ne compartment compl ete
wi t h oil vapour recovery pi pe.
3. Lift the protective cover of the battery's
posi ti ve terminal and di sconnect the rel e-
vant cabl e; undo the nut securi ng the bat-
tery to the cage, then remove it from the
engi ne compartment.
4. Remove the fuse and relay box cover by
undoi ng the bolt i ndi cated.
P4A035B03
Bravo-Brava l &t 16v Gear box and di f f er ent i al
Removing - refi tti ng
21- 27.
P4A02CX04
Remove the nuts securi ng the f use and re-
lay box to the battery cage, then move the
box over to one si de.
2. Di sconnect the
connector.
i.e. control unit suppl y
3. Remove the nuts securing the i.e. control unit
mounting bracket, then remove the control
unit from the engine compartment. The nuts
indicated also secure the starter motor suppl y
wiring and connection between the front ca-
ble and fuel injection cable.
4. Remove the bolts (1) and sl acken the bolt
(2) securi ng the battery cage to the body-
work. Before removing the cage, di scon-
nect the cabl e cl i p underneath.
5. Di sconnect the cl utch cabl e by undoi ng
the nut (1) and lock nut (2) shown in the
fi gure. Al so di sconnect the earth cabl e (3)
from the gearbox.
Bravo-Brava ft 16v
21- 27.
1. Di sconnect the reaction link shown in the
detail and the gear sel ector and engage-
ment rods from the gearbox; al so di scon-
nect the speedometer sensor wi ri ng con-
nector.
2. Di sconnect the reversing lights swi t ch
connector from the gearbox.
3. Remove the fan by undoi ng its attachment
bolts, maki ng sure to di sconnect the sup-
ply connect i ons (1).
4. Di sconnect the starter motor suppl y c a-
bl es.
5. Remove the starter motor by undoi ng the
bolts shown in the fi gure.
Bravo-Brava Icpi 1 6 v Gear box and di f f er ent i al
21- 27.
1
1. Remove the gearbox top bol ts.
2. Fit an appropriate support eyel et at the
point shown in the fi gure, to hook the
power unit onto during removal of the
gearbox.
3. Undo the nut securi ng the right wi nd-
screen wi per arm after removi ng t he pro-
tecti ve cap.
4. Remove the right si de cover of t he ant i -
pol l en filter by undoi ng the bol ts i ndi cat -
ed, whi l e the bol ts securi ng the left cover
must be sl ackened to al l ow t he power unit
support stand to be fitted.
Bravo-Brava ft
16v
21- 27.
Fit the engi ne support st and 1860851000 and
the adaptor 1860851001 in the appropriate
mounti ngs.
Front mounti ng: insert the tool in the seat of
the bonnet cat ch so that it rests on the front
crossframe.
Rear mounti ng: fit the tool level wi th the cen-
tral reinforcement of the fi re-proof bul khead.
Secure the hook of the st and to the eyel et pre-
vi ousl y posi ti oned near the thermostat.
2. Rel i eve the st aki ng and then remove the hub
nut (gearbox si de and ti mi ng si de).
Bravo-Brava S
16v Gear box and di f f er ent i al
Removing - refi tti ng
21- 27.
1. Remove the pl asti c wheel arch protecti on
on the gearbox by undoi ng the bol ts and
retaining button shown in the fi gure. To
wi t hdraw the protecti on, it is al so neces-
sary to di sconnect the brake pad wear
sensor connect or (repeat the procedure
on the other si de).
2. Remove the nut securi ng the steeri ng tie
-rod end, then wi t hdraw the latter from
the verti cal link arm usi ng the puller
1847038000 (repeat the procedure for
the other t i e-rod end).
3. Remove the nuts securi ng the verti cal link
(gearbox and timing si de) to the damper.
4. Rotate the verti cal link as appropri ate so
as to wi t hdraw the drive shaft from the
wheel hub (repeat the operati on for t he
other drive shaf t ).
P4A06CX02
Bravo-Brava ft 16v
21- 27.
1. Undo the bolt (arrowed) on the bel l hous-
ing so that the gearbox support tool can
be i nstal l ed.
2-3. Pl ace the gearbox support tool
1860873000 on a hydraulic j ack, then
secure it to the gearbox at the poi nts i n-
di cated in the fi gure.
4. Remove the central power unit mounti ng
by undoi ng the bol ts shown in t he figure.
5. Remove the cover shown in t he figure
from the bottom of the gearbox.
21- 27.
1. Remove the engine mounting, gearbox si de.
2. Remove the bottom bol ts secur i ng the
bel l housi ng to the engi ne bl ock.
3. Remove the nuts securing the first secti on of
the exhaust pipe to the mani fol d, to enable
the power unit to be moved forwards and so
facilitate wi thdrawal of the gearbox. If this is
still not sufficient, di sconnect the cool ant
inlet and outlet pipes from the heater.
4. Manoeuvre the hydraulic j ack as appropri -
ate to di sengage the gearbox from its at-
tachment studs and the surroundi ng com-
ponents. Gradually l ower the j ack and
wi thdraw the gearbox compl et e wi t h drive
shafts.
5. If the gearbox is to be overhaul ed, drai n
the oil by undoi ng the pl ug (arrowed) and
di sconnect the t wo drive shaf t s, removi ng
the gaiter retaining cl i ps.
Drive shafts
Bravo-Brava p 16v
21- 27.
1
o ft
n
1 1 ~
Refitting
When refitting the engi ne mounti ng on the
gearbox si de, to avoi d creating st resses on
the gearbox seal i ng surfaces resul ti ng in de-
formation and oil l eaks, strictly observe the
f ol l owi ng ti ghteni ng sequence for the at t ach-
ment bol ts:
- Li ghtl y tighten bolts (1) and (2) to an i ni -
tial torque of 0.5 daNm;
- Li ghtl y ti ghten bol ts (3) and (4) to an i ni -
tial torque of 0.5 daNm, then ti ghten to the
speci f i ed torque;
- Ti ghten bolts (1) and (2) to the speci fi ed
torque.
For the remai ni ng refitting operati ons, reverse
the procedure descri bed for removal . For fit-
ti ng the cl ut ch rel ease bearing and the bel l -
housi ng in the car, refer to the procedure for
refitting the gearbox of the 1370 12v engi ne.
REMOVING-REFITTING DRIVE SHAFTS
To remove and refit the drive shafts, refer to
the procedure descri bed for the 1370 12v en-
gi ne, wi t h the di fference that the drive shafts
are secured to the gearbox-di fferenti al unit
by means of retaining cl amps and the tripod
j oi nt is i nserted di rectl y in the differential.
DISMANTLING
Refer to the dismantling of the drive shaft de-
scribed for the 1370 12v engine, wi th the dif-
ference that on the 1581 engine, to minimise
oil leaks, fluid-tight ball bearings have been fit-
ted in the gaiters on the gearbox si de. These are
installed directly on the drive shafts. Use the
general purpose puller to remove these bear-
ings.
Position of damping weight on the right drive shaft
If interventions on the right drive shaft i nvol ve di smantl i ng the
dampi ng wei ght, during reassembl y refit the wei ght at the di s-
tance speci fi ed in the figure.
a = 290-295 mm or alternatively 292-297 mm
Bravo-Brava fti l e v Gear box and di f f er ent i al
Drive shaf t s
21- 27.
108mm
110mm Ri ght drive shaft
REFITTING
Reverse the procedure descri bed for
removal . To refit the differential cas-
ing oil seal beari ng, refer to the i n-
structi ons bel ow.
1. Refitting differential casi ng oil
seal bearing.
Al ternati ve.
Fit and install the I NA seal beari ng, for the
differential casi ng oil seal gaiter, usi ng the
appropriate drift.
Fit and install the NARDELLA seal bear-
ing, for the differential casi ng oi l seal
gaiter, usi ng the appropriate drift. After as-
sembl y, the bearing shoul d be in t he posi -
tion shown in the figure.
Bravo-Brava ft lev Gear box and di f f er ent i al
21- 27
DIAGRAM OF REMOTE CONTROL ASSEMBLY
P4A03OBO1
Gear engagement and sel ector linkage
1. Gear sel ector rod mounti ng
2. Cont rol rod
3. Rel ay mounting supporti ng gear engagement and sel ector l i nkage
4. Gear sel ector rod l i nkage
5. Gear engagement rod l i nkage
6. React i on link
7. Beari ngs
8. Pi n securi ng relay mounti ng supporti ng gear engagement and sel ector linkage
30
Bravo-Brava ft
m i 6 v
21- 27.
Di sconnect the battery's negati ve t ermi nal ,
and di smantl e the remote control assembl y as
descri bed bel ow:
1. Remove the gearlever trim from i nsi de the
car.
2. Undo the bolt securi ng the remote cont rol
assembl y mounti ng to the bodywork.
3. Remove the handbrake lever trim and di s-
connect the el ectri cal connect i on under-
neath.
4. Rai se the ramps and di sconnect the Lam-
bda probe el ectri cal connect or.
5. Di sconnect the handbrake cabl es from the
mounti ng and release them from t he br ac-
ket.
P4A016B02
Bravo-Brava A i 16v
21- 27.
1. Di sconnect the Lambda probe el ectri cal
connect i on and di sconnect the first s ec -
tion of the exhaust pipe from the front
mounti ngs.
2. Rel ease the exhaust pipe from the rubber
mount i ndi cat ed.
3. Undo the bol ts securi ng the exhaust pi pe
front mount i ng.
4. Undo t he bol ts securi ng the exhaust pi pe
rear mounti ng, then wi t hdraw it from the
car.
5. Remove the heat shi el d by undoi ng the
bolts i l l ustrated.
Bravo-Brava )Ai 16v Gear box and di f f er ent i al
21- 27.
1. Di sconnect the gear engagement and s e-
lector rods and the reacti on link, then un-
do the nut and di sconnect the relay as-
sembl y from the control rod.
2. Undo the bol ts securi ng the remote con-
trol assembl y mounti ng and handbrake to
the bodywork.
3. Wi thdraw the control rod from the engi ne
compartment, then remove the gearbox
remote control assembl y.
4. Internal control assembl y
Bravo-Brava ft 16v
21- 27.
DISMANTLING AT THE BENCH
Dismantling - refitting gearlever
- Undo the bolts securi ng the gearl ever to
the mounti ng and t he bolt securi ng the
control rod to the gearlever, then di scon-
nect it from the assembl y.
Dismantling - refitting control rod
- Undo the bolt securi ng it to the gearl ever,
then di sconnect the control rod from the
assembl y.
21- 27.
Removing
tery' s negative terminal and remove the front
wheel s.
1. Remove the air inlet duct by undoi ng the
bol ts illustrated.
2. Lift the protective cover on t he posi ti ve
termi nal , di sconnect the posi ti ve termi nal ,
then undo the nut securi ng the battery to
the cage and remove the battery.
3. Di sconnect the el ectri cal connect i ons i n-
di cat ed, unscrew the bolts from the brack-
et, then remove the complete inlet duct .
4. Undo the bolt i ndi cated and remove the
cover of the relay box.
Bravo-Brava ft
mi ev
21- 27.
1. Undo the bolts securi ng the relay box to
the battery cage, t hen move it over to one
si de.
2. Di sconnect the cabl es i ndi cated from the
wi ri ng on the battery's positive termi nal .
3. Remove the screws (1) and sl acken the
bolt (2) securi ng the battery cage to the
bodywork. Before removing the cage, di s-
connect the cabl e cl i p underneath.
4. Di sconnect the cl ut ch cabl e by undoi ng
the nut (1) and l ocknut (2) shown in the
figure. Al so di sconnect the earth cabl e (3)
from the gearbox and the el ectri cal con-
nector for the reversing lights swi t ch (4).
5. Di sconnect the reacti on link.
Bravo-Brava ft
Jit 16 v
21- 27.
1. Di sconnect the f an' s suppl y c o n n ec -
t i ons. Undo the bol ts securi ng it to the ra-
di ator, then remove it from the car.
2. Undo the top bol ts securi ng the gearbox
to t he power unit.
3. Remove the engi ne reaction l i nk.
4. Remove the left wi ndscreen wi per arm by
undoi ng the nut.
5. Remove the left si de cover from the anti
-pol l en filter.
F
^
Copyright Fiat Auto
37
Bravo-Brava ft 16v
3.
b.
c.
Di sconnect the el ectri cal connect or of the
odometer si gnal and the Lambda probe
connect or.
Usi ng t wo ordinary bol ts, install a sui tabl e
supporti ng eyel et for hooki ng the power
unit support st and.
Fit the engi ne support stand 1860851000
and adaptor 1860851001 in the appropri -
ate mount i ngs.
Front mounti ng: pl ace the tool in the seat
of the safety cat ch so that it rests on the
front crossframe.
Rear mounti ng: fit the tool l evel wi t h the
central rei nforcement of the fi re-proof
bul khead.
secure the hook of the crossbeam to the
previ ousl y secured bracket.
21- 27.
5.
Usi ng tool 1878077000, remove the but-
ton securi ng the dust guard t o the body-
work, then undo the bolts and rel ease t he
dust guard from its seati ng.
Di sconnect the brake pad connect i on
then wi t hdraw the central dust guard from
the car.
Remove the front dust guard by undoi ng
the scr ews i l l ustrated.
Undo the nut securi ng t he t i e-rod end,
then usi ng tool 1847038000 di sconnect
the latter from the vertical l i nk.
Undo the verti cal link bol ts, t hen remove
it.
Bravo-Brava fti
21- 27.
Di sconnect t he drive shaft by undoi ng the
bol ts securi ng the constant vel oci ty j oi nt
to the gearbox fl ange.
A
Operations to be repeated on the other
side
2. Di sconnect the gear engagement and s ec -
tor rods from the gearbox.
3. Rai se the car and remove the front bol ts
securi ng the first secti on of the exhaust
pi pe.
4. Remove the rear bolts and remove the first
sect i on of the exhaust pi pe from the car.
5. Remove the bracket i ndi cated to permit
i nserti on of a spanner to remove the bol t
securi ng the gearbox to the power unit.
21- 27.
1. Drain the gearbox oi l , undoi ng the bol t i n-
di cated.
2. Undo the bol ts securi ng the i ntermedi ate
shaft to the engi ne, rel ease it from the
gearbox and move it away from t he wor k-
ing area, securi ng it in an appropri ate
manner.
3. Remove the power unit's central mount -
i ng.
4. Remove the power unit mounti ng on the
gearbox si de.
5. Lower the car and manoeuvre the power
unit as appropriate to make it perform the
maximum permissible travel t owar ds the
front of the engi ne compartment.
Bravo-Brava fti I l 6v
21- 27.
1. Rai se the ramps and remove the starter
motor compl ete wi th wi ri ng.
2. Undo the bolt illustrated securi ng t he
gearbox to the power unit, and unscr ew
the gearbox bolt illustrated in order t o
then be abl e to secure the supporti ng tool
for removing the gearbox-di fferenti al uni t.
3.4 Fit the tool 1860873000 for manoeuvri ng
the gearbox-differential unit.
5. Undo the rear bolts securi ng the gearbox
to the power unit.
42
Bravo-Brava fti 3 l i 6 v Gear box and di f f er ent i al
Drive shaf t s
21- 27.

1. Manoeuvre the hydraul i c j ack as appropri -
ate to wi t hdraw the gearbox from the c en-
tring st uds, then wi t hdraw the gearbox
from the engi ne compartment, sl owl y
l oweri ng the j ack.
Refitting
2. When refitting the engi ne mounti ng on
the gearbox si de, in order to avoi d creat i ng
st resses on the gearbox seal i ng surf aces
resulting in deformation and oil l eaks,
strictly observe the f ol l owi ng ti ghteni ng
sequence for the bolts:
- Li ghtl y ti ghten bolts (1) and (2) to a
torque of 0.5 daNm;
- Li ghtl y tighten bolts (3) and (4) to a
torque of 0.5 daNm, t hen ti ghten t hem
to the speci fi ed torque;
- Ti ghten bolts (1) and (2) to the speci f i ed
torque.
To refit, reverse the procedure descri bed for
removal .
REMOVING - REFITTING DRIVE SHAFTS
Pl ace the car on ramps, di sconnect the bat -
tery' s positive terminal and remove the front
wheel s, then carry out the operati ons de-
scri bed bel ow:
3. Di sconnect the drive shaft by undoi ng the
scr ews illustrated.
4. Wi t hdraw the drive shaft from the wheel
hub and wi t hdraw it from the engi ne com-
partment.
NOTE To refit, reverse the procedure for re-
moval, tightening the hub nut to the
specified torque.
Copyright Fiat Auto
43
Drive shaf t s
Bravo-Brava ft 16v
21- 27.
DISMANTLING
1. Remove the cl i p and t he protective gaiter
on the constant vel oci ty j oi nt, wheel si de.
During assembly, it is advisable to re-
place the protective gaiter.
2. Cl ean t he grease off t he i nsi de of t he con-
stant vel oci ty j oi nt and, usi ng tool s
1847017001 and 1860889000, remove
the const ant vel oci ty j oi nt and then wi t h-
draw the protective gai ter, previ ousl y mo-
ved asi de, from the dri ve shaft.
3. Remove the protective cover from the
const ant vel oci ty j oi nt, gearbox si de.
4. Remove the two cl i ps securi ng the prot ec-
tive gaiter on the gearbox si de, t hen re-
move it.
5. Cl ean the grease off the i nsi de of t he con-
stant vel oci ty j oi nt and remove the ci rcl i p
from its seati ng.
P4A044B04 P4A044B05
Bravo-Brava fti Ml6v Gear box and di f f er ent i al
Drive shaf t s
21- 27.
2
]
Wi thdraw the j oi nt from the drive shaft
and then wi t hdraw the protective gaiter.
It is advisable to renew the protective
gaiter whenever it is removed.
2. Undo the t wo screws, one of whi ch is not
in vi ew, and remove the t wo half shel l s
and the rubber buffer whi ch consti tute the
dampi ng wei ght .
When refitting, the damping weight
must be returned to the same seating,
recognizable on the shaft by a marked
reduction of the outer diameter and by
two thrust washers which define the
outside dimensions of the damping
weight.
3. Check that the drive shaft is not deformed
or out of true, and that the surface in con-
tact wi t h the seal is not wor n.
REFITTING
During reassembl y, the constant vel oci ty j oi nt s
must be coupl ed to the shaft in accor dance
wi th the tabl e. Category B j oi nt s match both
categori es of dri ve shaft; carry out a further
check on the j oi nt to make sure that there are
no si gns of sei zure or scori ng.
Shaft-joint coupling, wheel si de
Shaft cl assi f i -
cati on
Joi nt cl assi f i -
cati on
Category Col our Category Col our
A Bl ue
A Bl ue
A Bl ue
B Whi te
B Red
B Whi te
B Red
C Red
Drive shaf t s
Bravo-Brava ft 16v
21- 27.
<>
Wash the constant vel oci ty j oi nt s thor-
oughl y wi t h naphtha or petrol, and vi sual -
ly check that the bal l s and their seati ngs
mirror each other perfectly and have no
si gns of sei zure or scori ng.
If the bal l s fall out of their seat i ngs during
wi t hdrawal of the j oi nts, for correct re-
assembl y, fol l ow the references gi ven in
the fi gure, i.e. " A" must line up wi t h " A"
and " B" wi th " B" , otherwi se t he j oi nt wi l l
remain j ammed.
After carryi ng out the f ol l owi ng checks,
refit the parts reversi ng the procedure for
removal , bearing in mind that t he bol ts se-
curi ng the two half shel l s of t he dampi ng
wei ght must first be ti ghtened lightly and
then ti ghtened to a torque of no more than
0.7 daNm.
it is advisable to renew the protective
it is important to fill both constant ve-
locity joint and gaiter with TUTELA
MRM2 grease.
4. General vi ew of drive shaf t -const ant ve-
locity j oi nt coupl i ngs.
46
Bravo-Brava ft 16v
Drive shaf t s
Drive transmi ssi on components
21- 27.
1. Constant vel oci ty j oi nt, wheel si de
2. Retaining cl i ps
3. Rubber buffer
4. Damping half shel l s
5. Drive shaft
6. Protective gaiter
7. Fl ange for const ant vel oci ty j oi nt, gearbox si de
8. Const ant vel oci t y joint, gearbox si de
9. Ci rcl i p
10. Protective cover
Copyright Fiat Auto
47
Intermediate shaft - Remote control assembl y
Bravo-Brava ft lev
21- 27.
Pl ace the car on ramps, remove the front right
wheel , drai n the gearbox oil and carry out the
operati ons listed bel ow, whi ch have already
been descri bed above:
- Remove the right wheel arch cover
- Di sconnect the right ti e-rod end
- Di sconnect the verti cal link and drive shaft
from the joint.
1. Undo the bolts securi ng the intermediate
shaft to the mounti ng.
2. Wi t hdraw the intermediate shaft from its
seat i ng, then remove the dust excl uder.
3. Wi t hdraw the intermediate shaft from the
engi ne compartment.
4. Check that the intermediate shaft (1) is
not deformed or out of true; check that the
beari ng (2) does not show si gns of over-
heati ng, scori ng or excessi ve wear.
NOTE The bearing is not supplied as a
spare part, so if it is faulty, the com-
plete intermediate shaft must be re-
placed.
To remove and refit the remote control as-
sembl y, refer to the " Remote control assem-
bly" sect i on for the 1581 16v engi ne.
Bravo-Brava
1) 20V
Removing-refitting
21- 27.
REMOVING-REFITTING
Removing
tery' s negative terminal and the front wheel s,
then proceed as descri bed bel ow:
1. Remove the air intake duct by undoi ng the
bolts shown in the fi gure.
2. Di sconnect the battery' s posi ti ve termi nal ,
then remove the battery from the engi ne
compartment by undoi ng the nut secur i ng
the retaining bracket.
3-4. Di sconnect the pipe connect i ng t he air
cl eaner to the throttle body by undoi ng
the cl i ps i ndi cated, and di sconnect the
connect i ons under the pipe; al so re-
move the resonator.
5. Remove the relay box cover.
P 4A035B03
Removing-refitting
Bravo-Brava ft
20v
21- 27.
4.
5.
Remove the nuts securi ng the relay box to
the battery cage, then move it over to one
si de.
Remove the battery cage by undoi ng the
bolts shown in the figure; al so di sconnect
the el ectri cal wi ri ng cl i ps i ndi cated.
Di sconnect the hydraul i c cl ut ch actuati ng
cyl i nder from the gearbox, the earth cabl e
and reversing lights swi t ch.
Di sconnect the gear sel ector rod by re-
movi ng the split pin shown in the figure.
Al so di sconnect the speedometer sensor
connect i on.
Undo the nuts securi ng the cabl es shown
in the figure to the battery's posi ti ve termi -
nal s.
P4A03DX04
Bravo-Brava ft l20v Gear box and di f f er ent i al
Removing-refitting
21- 27.
P4A05DX04
1. Di sconnect the Lamba probe connect i on.
2. Lift the protective cover, then remove the
wi ndscreen wi per arm by undoi ng its at-
tachment nut.
3. Remove the right si de cover from t he ant i -
pollen filter; to facilitate removal , undo the
scr ews of the left si de cover.
4. Pl ace a sui tabl e supporti ng hook at the
point shown in the fi gure, to hook the
power unit on to duri ng removal of the
gearbox.
Removing-refitting
Bravo-Brava
I) 20v
21- 27.
1. Posi ti on the engi ne support st and
1860851000 and adaptor 1860851001 in
the mounti ng poi nts.
Front mounti ng: insert the tool in the
seat of the safety cat ch so that it rests
on the front crossframe.
Rear mounti ng: position the tool l evel
wi th the central reinforcement of the
Secur e the hook of the support stand to
the eyelet previ ousl y fitted level wi t h
the thermostat.
2. Remove the gearbox top bol ts.
P4A052B03
Bravo-Brava iggi 20v Gear box and di f f er ent i al
Removing-refitting
P4A04DX03
21- 27.
1. Remove the engi ne bay bottom guard.
2. Di sconnect the first secti on of the exhaust
pipe by undoi ng the attachments shown
in the figure.
3. Remove the wheel arch trim on the gear-
box si de and ti mi ng gear si de.
4. Di sconnect the ti e-rod end from the verti -
cal link (gearbox si de and ti mi ng gear
si de) usi ng the puller 1847038000.
5. Undo the bolts securi ng the left dri ve shaft
fl ange.
Removing-refitting
Bravo-Brava
ft 20v
21- 27.
1. Undo the bolts securi ng the right dri ve
shaft fl ange.
2. Di sconnect the gear sel ector and engage-
ment rods accessi bl e from the wheel ar ch
on the gearbox si de.
3. Remove the power unit central mount i ng.
4. Remove the bolts securi ng the power
steeri ng gear to the crossframe. Secur e the
steeri ng gear to the body shel l .
5. Di sconnect the links between the ant i -rol l
bar and wi shbone (left and right si des) to
permit the subsequent removal of t he front
crossframe.
Bravo-Brava
S20v
Removing-refitting
21- 27.
1. Undo the bolts securi ng the wi shbone
(right and left si des) to the front cr oss-
frame; rotate the wi shbone as appropri ate
to rel ease it from the crossf rame.
2. Remove the nuts shown in the fi gure on
the heat shi el d to permit the subsequent
wi t hdrawal of the front crossf rame. If nec-
essary, shi m the shi el d to keep it rai sed off
the bodywork and so faci l i tate the wi t h-
drawal of the crossframe.
3. Undo the bolts securi ng the front cr oss-
frame to the body shel l ; first remove the
rear bolts and then the si de bol ts wi t h the
hel p of an assi stant, and fi nal l y wi t hdraw
the crossframe compl ete wi t h ant i -rol l bar.
Drai n the gearbox oil then by undoi ng the
pl ug shown in the figure.
Removing-refitting
Bravo-Brava b 20v
21- 27.
1. Undo the bolts securi ng the intermediate
shaft to the engi ne, release it from the
gearbox and move it away from the wor k-
ing area, securi ng it in an appropri ate
manner.
2. Remove the starter motor by undoi ng its
bolts.
3. Remove the bottom bolts securi ng the
gearbox to the power unit.
4. Undo the bolt shown in the figure from
the bel l housi ng, to permit i nstal l ati on of
the gearbox support t ool .
5. Pl ace the gearbox support tool
1860873000 on a hydraul i c j ack, then se-
cure it to the gearbox as shown in the f i g-
ure.
Bravo $
20v
Removing-refitting
21- 27.
1. Rear attachment of gearbox support tool
1860873000.
2. Remove the engi ne mounting, gearbox si de.
3. Manoeuvre the hydraul i c j ack as appropri -
ate in order to di sengage the gearbox from
the attachment studs and surroundi ng
parts. Gradual l y lower the j ack and wi t h-
draw the gearbox.
Refitting
4. When fitting the engi ne mount i ng, gear-
box si de, to avoi d creati ng st resses on the
seal i ng surfaces between the mounti ng
and the gearbox, resul ti ng in deformati on
and subsequent oil leak, cl osel y f ol l ow t he
bolt ti ghteni ng sequence bel ow:
- Ti ghten bolts (1) and (2) to a prel i mi -
nary torque di 0.5 daNm;
- Ti ghten bolts (3) and (4) to a prel i mi -
nary torque of 0.5 daNm, t hen ti ghten to
the speci fi ed torque;
- Ti ghten the bolts (1) and (2) to the
speci fi ed torque.
For the remai ni ng refitting operati ons, re-
verse the procedure descri bed for removal .
Before fitting the bel l housi ng in the car,
check that the cl ut ch rel ease beari ng is
posi ti oned correctl y on the gearbox mai n-
shaft.
A
The oil level in the gearbox must be 9
mm below the oil filler plug hole.
Drive shaf t s - Remote control assembl y
Bravo-Brava
I) 20v
21- 27.
REMOVING-REFITTING
TLING DRIVE SHAFTS
AND DISMAN-
To remove/refi t and di smantl e the drive
shafts, refer to the procedure descri bed for
the 1747 16V engi ne, wi th the di fference that
drive shafts on the 1998 20V engi ne do not
have the dampi ng wei ght .
General vi ew of drive shaft - constant vel oci -
ty j oi nt coupl i ngs and di stance bet ween the
j oi nt centres.
REMOVING-REFITTING INTERMEDIATE SHAFT
To remove and refit the intermediate shaft, refer to the i nstructi ons gi ven for the 1747 16v engi ne.
REMOVING-REFITTING REMOTE CONTROL ASSEMBLY
To remove and refit the gearbox remote control assembl y, refer to the i nstructi ons gi ven for the 1581
16V engi ne.
Bravo-Brava ft Gear box and di f f er ent i al
Removing-refitting
21- 27.
REMOVING-REFITTING
tery' s negative termi nal , remove the front
wheel s and then proceed as descri bed bel ow:
1. Di sconnect air inlet duct by undoi ng the
bol ts shown in the fi gure, securi ng it to
the front crossframe.
2. Remove the air inlet duct compl ete wi t h
resonator by undoi ng t he cl i ps shown in
the figure, maki ng sure to di sconnect the
pipe shown in the detail.
3. Lift the protective cover from the battery' s
positive pole and di sconnect it, then re-
move the battery by undoi ng the nut and
the attachment bracket shown in the f i g-
ure. Al so undo the nuts securi ng the c a-
bl es shown in the detai l , l eadi ng to the
positive termi nal .
4. Remove the f use and relay box cover by
undoi ng the bolt i ndi cated.
Removing-refitting
Bravo-Brava fto
21- 27.
1. Remove the nuts securi ng the f use and re-
lay box to the battery cage, then move the
box over to one si de.
2. Remove the battery cage by undoi ng the
bol ts shown in the figure; al so undo the
nuts securi ng the mounti ng bracket for the
starter motor suppl y cabl es.
3. Di sconnect the speedometer sensor con-
nector.
4. Di sconnect the cl ut ch cabl e by undoi ng
the nut ( 1) and l ocknut (2) shown in the
fi gure. Al so di sconnect the earth l ead (3)
from the gearbox.
5. Di sconnect the reacti on link shown in the
detail and the gear sel ector engagement
rods from the gearbox.
P4A040B02
Bravo-Brava
!
SP o
Removing-refitting
21- 27.
1. Di sconnect the reversing lights swi t ch
connector from the gearbox.
2. Di sconnect the fan suppl y connect i ons,
then remove the fan by undoi ng its at t ach-
ment bol ts.
3. Di sconnect the starter motor suppl y c a-
bl es.
4. Remove the starter motor by undoi ng the
bolts shown in the figure.
5. Remove the gearbox top attachments.
Removing-refitting
Bravo-Brava |p
21- 27.
Remove one exhaust manifold nut and fit
a sui tabl e hook for supporti ng the power
unit during removal of the gearbox.
Remove the nut securi ng the right wi nd-
screen wi per arm after removi ng its pro-
tecti ve cover.
Remove the right si de cover from the ant i -
pollen filter by undoi ng the scr ews i l l us-
trated, and sl acken the scr ews on the right
si de cover to al l ow the power unit support
stand to be i nstal l ed.
Removing-refitting
21- 27.
Position the power unit support st and
1860851000 and the speci al adaptor
1860851001 in the appropriate mount i ng
points.
a. Front mounti ng: insert the tool in the
seati ng of the bonnet cat ch, so that it
rests on the front crossframe.
b. Rear mounti ng: posi ti on the tool l evel
to the central rei nforcement of t he
c. Secure the hook of the stand to the
eyelet previ ousl y i nstal l ed level wi t h
the exhaust manifold attachments.
Rel i eve the staki ng and then remove the
hub nut (gearbox si de and ti mi ng gear
si de).
Removing-refitting
Bravo-Brava @ i o
21- 27.
3.
4.
Remove the plastic protecti on from the
wheel arch on the gearbox si de by undo-
ing the bol ts and the button shown in the
figure. To wi thdraw the protecti on, al so
di sconnect the brake pad wear sensor
connect i on (repeat the procedure on the
other si de).
Remove the nut securi ng the t i e-rod end
to the verti cal link, then wi t hdraw the tie
-rod end from the verti cal link arm usi ng
puller 1847038000 (repeat the procedure
for the other ti e-rod end).
Remove the bolts securi ng the verti cal link
(gearbox si de and ti mi ng gear si de) to the
damper.
Rotate the vertical link as appropri ate to
wi t hdraw the drive shaft from the wheel
hub (repeat the procedure for the other
drive shaf t ).
P4A06CX02
Removing-refitting
21- 27.
1. Remove the bottom f l ywheel guard from
the bel l housi ng.
2. Undo the bolt shown in the figure on the
bel l housi ng, to enabl e the gearbox sup-
port tool to be i nstal l ed.
3. Remove the power unit central mounti ng
to enabl e the gearbox support tool to be
subsequentl y i nstal l ed.
4-5. Pl ace the gearbox support tool
1860873000 on the hydraul i c j ack, then
secure it to the gearbox at the poi nts
shown in the figure (front vi ew and rear
vi ew).
Removing-refitting
Bravo-Brava
21- 27.
1. Remove the engine mounting, gearbox side.
2. Remove the bottom bolts secur i ng the
bel l housi ng to the engi ne bl ock.
3. Manoeuvre the hydraul i c j ack t o di sen-
gage the gearbox from the attachment
studs and surroundi ng component s.
Gradual l y lower the j ack and wi t hdr aw the
gearbox compl ete wi t h drive shaf t s. If thi s
operation proves difficult, remove the at-
t achment s securi ng the first sect i on of the
exhaust pipe to the mani fol d, to al l ow the
engi ne to move forwards and so facilitate
wi t hdrawal of the gearbox.
4. If the gearbox has to be overhaul ed, drain
the oil by undoi ng the plug i ndi cat ed, and
di sconnect the t wo drive shafts by remov-
ing the gaiter cl i ps.
Bravo-Brava ft) Gear box and di f f er ent i al
Drive shafts - Remote control assembl y
21- 27.
Refitting
When refitting the engi ne mounti ng on the
gearbox si de, to avoi d creati ng st resses on
the gearbox seal i ng surfaces resul ti ng in de-
formation and oil l eaks, strictly observe the
f ol l owi ng ti ghteni ng sequence of the at t ach-
ment bolts:
- Lightly tighten bol ts (1) and (2) to an i ni -
tial torque of 0.5 daNm;
- Li ghtl y tighten bol ts (3) and (4) to an i ni -
tial torque of 0.5 daNm, then ti ghten them
to the speci fi ed torque;
- Tighten bolts (1) and (2) to the specified torque.
For the remaining refitting operati ons, reverse
the procedure descri bed for removal . To fit
the cl ut ch release beari ng and bel l housi ng to
the car, refer to the i nstructi ons for refitting
the gearbox of the 1370 12V engi ne.
alternative
Left drive shaft
133 mm
135 mm
J
Jmm,
110mmi
Ri ght drive shaft
alternative
REMOVING-REFITTING DRIVE SHAFTS
To remove and refit the drive shafts,
refer to the procedure descri bed for the
1370 12V engi ne, wi t h the di fference
that the dri ve shafts are secured to the
gearbox-di fferenti al unit by retaining
cl i ps and the tripod j oi nt is inserted di -
rectly in the differential.
DISMANTLING-REASSEMBLY
Refer to the di smantl i ng of the drive
shaft descri bed for the 1581 16V en-
gine. To fit the differential casi ng oil
seal i ng beari ng, refer to the figure op-
posite.
Po s i t i o n o f d amp i n g w e i g h t o n r i g h t d r i v e shaft
In the case of interventions on the right drive shaft whi ch involve
removing the damping weight, the latter should be refitted at the
distance specified in the figure.
a = 305-310 mm or alternatively 307-312 mm
Bravo ft 2*
Engi ne
Index
BOSCH MOTRONIC M 2.10.4 M.P.I.
INTEGRATED INJECTION/IGNITION
SYSTEM 1
- Introducti on 1
- General descri pti on of the i nj ecti on
system 1
- General description of the ignition
system 1
- Syst em f unct i ons 2
SYSTEM MANAGEMENT STRA TEGI ES3
- Adj ust ment of the i nj ecti on ti mes 3
- Adj ust ment s of the ignition advances 3
- Checki ng col d starting 3
- Checki ng accel erati on enri chment 3
- Fuel cut off duri ng decel erati on
(Cut -of f ) 3
- Checki ng engi ne idle speed management 4
- Li mi ti ng maximum number of revs (pro-
tecti on outsi de of revs) 4
- Cheeki ng combustion vi a the Lambda sensor4
- Fuel vapour recovery . 5
- Checki ng detonation * 5
- Checki ng phase transformer 5
- Connect i on to climate control system 5
- Syst em sel f-adj ustment ' 5
- Connect i on wi m engi ne starting i mmo-
bilizing devi ce (Fi at CODE) 6
- Aut odi agnosi s 6
Diagram showi ng information enter-
i ng/l eavi ng control unit and i nj ecti on/i g-
ni t i on s y s t em sensor s/ act uat or s 7
Di agr am showi ng f uel suppl y ci r cui t 8
Di agr am showi ng ai r i nt ake ci r cui t 9
Diagram showi ng fuel anti-evaporation
ci r cui t 10
System for recirculating gases coming
f r om t he engi ne cr ankcase 11
Diagram showi ng engine exhaust
assembl y 12
Location of injection/ignition syst em
component s 13
Wiring diagram showi ng i nj ecti on/i gni -
t i on s y s t em 14
Connection of control unit/ignition coi l s
and i nj ect or s ^ 15
FUSES, RELAYS AND EARTH
" POI NTS 16
INJECTION/IGNITION SYSTEM COM-
PONENTS 17
- I n j e c t i o n / i g n i t k M i system wi ri ng 17
- Inj ecti on/i gni taon. system el ectroni c
control unit 17
10.
- Ignition coils 19
- Timing sensor 21
- Rpm and TDC sensor 22
- Detonati on sensors 23
- El ectri c fuel pump . 24
- Fuel filter 25
.-: Fuel suppl y mani fol d and pressure
regulator 25
- Inj ectors 26
- Butterfly casi ng
%
27
- Butterfly val ve posi ti on sensor 28
- Engi ne idle speed actuator 29
- Ai r temperature sensor 30
- Fl ow meter 30
- Speedometer sensor 33
- Phase transformer ' 33
- Lambda sensor 35
- Charcoal filter and fuel vapour cut put
sol enoi d val ve 36
- Inertia swi t ch 37
- Mul ti ' -purpose val ve and safety and
venti l ati on val ve 38
CHECKS/ADJUSTMENTS AND REPAIR
OPERATIONS TO BOSCH MOTRONIC M
2.10.4 INJECTION/IGNITION SYSTEM
APART FROM FAULT DIAGNOSIS WITH
THE FI AT/ L ANCI A TESTER 38
- Adj ust ment of accel erator control
cabl e 38
- Removi ng-refi tti ng fuel mani fol d com-
plete wi t h i nj ectors and pressure regu-
lator . 39
- Checks on fuel suppl y ci rcui t - 40
- Checki ng engi ne idle speed 42
- Checki ng concentrati on of pol l utant
emi ssi ons 42
DI AGNOSI S 43
- Detecti ng problems 43
- Memori zi ng the error and structure of
the errors memory . 43
- Cl assi f i cat i on of the defect 43
- Frequency counter 43
- Si gnal l i ng the problem 43
- Cancel l i ng the error 44
- Faul t di agnosi s wi t h the Fi at /
Lanci a Tester 44
- Parameters di spl ayed 45
- Act i ve di agnosi s ' 45
- Recovery 45
Bravo
| 2 0 v
En g i n e
Fuel syst em
10.
BOSCH MOTRONI C M 2.10.4 M.P.I. I NTEGRATED I NJ ECTI ON/ I GNI TI ON SYST EM
Int r oduct i on
The Bosch Motroni c syst em fitted on the 1998 5 cyl i nder 20val ve engi ne bel ongs to the category of di g-
ital, i nducti ve di scharge, static advance el ectroni c ignition syst ems integrated wi th sequent i al , ti med
type el ectroni c i nj ecti on.
Thi s system has only one el ectroni c control unit, a si ngl e set of wi ri ng and one set of common sensor s.
Its functi on is to inject the exact quanti ty of petrol into the engi ne inlet mani fol d, upstream of the inlet
val ves, to mix wi th the air i ntroduced into the cyl i nder so that the correct mixture strength is obt ai ned.
The Motroni c M 2.10.4 system ensures efficient operation maki ng it possi bl e to achi eve opti mum per-
formance and fuel consumpti on and to reduce harmful emi ssi ons through a response to the different en-
gine operati ng condi t i ons.
Gener al descr i pt i on of t he i nj ect i on syst em
The essential conditions whi ch al ways have to be satisfied in the preparation of the air/fuel mixture for the
smooth running of ignition engines are basically two:
1. the metering (ai r/fuel ratio) shoul d be kept as constant as possi bl e and cl ose to the st oi chi omet ri c
val ue, in order to ensure the rapid combust i on required to prevent unnecessary fuel consumpt i on;
2. the mixture shoul d be composed of petrol vapours atomized as fi nel y and as uniformly as possi bl e in
In the Bosch Motroni c M 2.10.4 system the i nj ector nozzl es carry out the task of atomizing the petrol i n-
to minute dropl ets.
Si nce the absol ute pressure of the air drawn may vary, it is necessary to adj ust t he quantity of petrol to be
injected so as not to alter the wei ght ratio between the air and the petrol.
The const ancy of this ratio is obtai ned by varyi ng the suppl y pressure of the f uel , by means of a regul a-
tor, accordi ng to the val ueof the vacuum of the air in the inlet mani fol d, so that the di fference bet ween
the t wo pressures is const ant at all engi ne operating condi ti ons.
As far as t he optimum meteri ng, on the other hand, is concerned, it is cal cul at ed accordi ng to the f ol l ow-
ing measurements:
- exact quanti ty of air drawn in by the f l ow meter (air fl ow meter);
- engi ne rotation speed by means of the rpm sensor;
- accel erati on required by means of the butterfly val ve position sensor;
- temperature of the engi ne cool ant by means of the sensor on the thermostat mounti ng;
- measuri ng the oxygen content of the exhaust gases vi a the Lambda sensor.
Thi s information is processed by a mi cro-processor in the i nj ect i on/i gni t i on el ectroni c control unit
whi ch determi nes the basi c i nj ecti on ti me usi ng val ues, obtained experi mental l y, whi ch are stored in a
speci al memory in the above menti oned control unit.
Gener al descr i pt i on of t he i gni t i on syst em
The ignition system i s the stati c advance, i nducti ve di scharge type (i .e. wi t hout a high t ensi on di st ri bu-
tor) wi th power modul es i nsi de the el ectroni c control unit.
The system has a si ngl e coi l for each spark pl ug; the advantages of thi s sol uti on are:
- l ess el ectri cal overl oadi ng
- guarantee of constant di scharge at each spark pl ug
The el ectroni c control unit memory cont ai ns the entire series of opti mum advance val ues whi ch the en-
gine can adopt for its operati ng range accordi ng to the engi ne speed and l oad condi ti ons.
the air.
Engi ne Bravo ft**
Fuel system
10.
These val ues have been obtai ned experimentally, by means of a long seri es of practi cal tests carri ed out
on prototypes at the engi ne test bench to identify the advances at whi ch it is possi bl e to achi eve the best
compromi se between the conf l i ct i ng requirements of maxi mum power and l ow consumpt i on and harm-
ful exhaust emi ssi ons.
The optimum advance val ues have then been memorized in the system control unit. Duri ng the opera-
tion of the engi ne, the control unit is constantl y informed of the engi ne speed and load condi t i ons and,
on thi s basi s, it " sel ect s" the advance val ue from its memory to strike the spark at the spark pl ug for the
cyl i nder duri ng the expl osi on stroke wi th the optimum advance.
In addition the control unit corrects this val ue dependi ng on further factors such as engi ne cool ant t em-
perature, intake air temperature, detonati on and posi ti on of the butterfly val ve, so that the ignition point
is al ways opti mum.
The information required by the control unit to operate the si ngl e coi l s is transmitted by means of el ectri -
cal si gnal s emi tted by the f ol l owi ng sensors:
a. An rpm sensor whi ch generates a si ngl e phase al ternati ng si gnal , whose f requency i ndi cates the
engi ne rpm.
b. An ai r f l ow met er whi ch, on the basi s of the quanti ty of air drawn in by the engi ne, transforms this
val ue into an el ectri cal si gnal , sendi ng it to the el ect roni c control unit.
c. An ai r t emper at ur e s ens or whi ch transforms the val ue of the intake air temperature into an el ec-
trical si gnal , sendi ng it to the el ectroni c control unit.
d. Two det onat i on s ens or s whi ch are posi ti oned in the upper part of the cr ankcase, one bet ween
cyl i nders 1 and 2 and the other between cyl i nders 4 and 5, al l owi ng the control unit to recogni ze the
cyl i nder whi ch is detonati ng (or is in t he early st ages of detonati on) and to correct the i gni ti on ad-
vance for the spark pl ug for the cyl i nder i nvol ved onl y.
e. A but t erf l y val ve posi t i on sensor whi ch transforms the angular val ue of the actual butterfly into
an el ectri cal si gnal al l owi ng the control unit to recogni ze the condi t i ons of mi ni mum, partial or full
l oad.
Funct i ons of t he syst em
In addition to el ectroni cal l y control l i ng the moment of i gni ti on and the air f l ow rate duri ng idling in order
to al l ow the engi ne to run smoot hl y when the envi ronment parameters and the l oad condi t i ons vary, the
control unit must al so control and manage the i nj ecti on in such a way that the stoi chi ometri c ratio (air/
fuel ) is al ways wi thi n the opti mum val ues.
The el ectroni c control unit establ i shes the time for t he injectors f ol l owi ng a relatively si mpl e rule
whi ch can be summed up as f ol l ows.
Taki ng the physi cal characteri sti cs of the fuel (vi scosi t y and densi ty) and the di fference in pressure be-
tween the fuel and the pressure in the inlet manifold as const ant , the quantity of fuel i nj ected depends
only on the openi ng ti me of the injector.
The functi ons carried out by the i nj ecti on/i gni ti on
- adj usti ng the i nj ecti on t i mes;
- adj usti ng ignition advances;
- checki ng col d starting;
- checki ng the enri chment duri ng
accel erati on;
- fuel cut off duri ng decel erati on (Cut -of f );
- checki ng and managi ng engi ne idle speed;
- limiting the maximum number of revs;
- checki ng combusti on vi a t he Lambda sen-
sor;
syst em are basi cal l y as f ol l ows:
- fuel vapour recovery;
- checki ng detonati on
- checki ng the phase transformer
- connecti on wi t h the cl i mate control syst em
(where fi tted);
- sel f-adj ustment of the syst em
- connecti on wi t h the engi ne starting i mmo-
bilizing devi ce (Fi at CODE) ;
- autodi agnosi s.
2 Print no. 506.670
Bravo En g i n e
Fuel syst em
10.
SYSTEM MANAGEMENT STRA TEGI ES
Adj ust ment of t he i nj ect i on t i mes
Digital technol ogy has made it possi bl e to obtain optimum fuel consumpt i on and performance by usi ng
programmed maps, stored i nsi de the el ectroni c control unit memory, dependent on the engi ne speed
and l oad condi ti ons.
The control unit control s the injectors wi t h extreme speed and preci si on, cal cul ati ng the openi ng ti me
on the basi s of the load on the engi ne (number of revs and air f l ow rate) al so taking into account the
battery voltage and the temperature of the engi ne cool ant .
The i nj ecti on is sequenti al and timed for each cyl i nder (the moment of i nj ecti on is not si mul t aneous for
all the cyl i nders) and takes pl ace correspondi ng to the optimum i nj ecti on point.
Adj ust ment of i gni t i on advances
Thanks to a map memorized i nsi de the el ectroni c control unit it is capabl e of cal cul ati ng the advance ac -
cordi ng to the engi ne load (mi ni mum, parti al , ful l , on the basi s of the number of revs and air f l ow rat e),
the temperature of the intake air and the temperature of the engi ne cool ant .
It is possi bl e to delay the i gni ti on sel ecti vel y for the cyl i nder requiring it, whi ch can be recogni zed vi a the
combi nati on of the val ues recorded by the detonati on and cam angl e sensors.
Checki ng col d st ar t i ng
Under these ci rcumstances there is a natural weakeni ng of the mixture as a result of the poor turbul ence of
the particles of fuel at l ow temperatures, reduced evaporation and condensati on on the inner wal l s of the
inlet manifold, all of it exacerbated by the increased vi scosi ty of the lubrication oil.
The el ectroni c control unit recogni zes thi s condi ti on and corrects the i nj ecti on time on the basi s of the
cool ant temperature si gnal , the temperature of the intake air, the battery vol tage and the engi ne speed.
The ignition advance is onl y dependent on the number of revs and the temperature of the engi ne
cool ant.
Duri ng starting the control unit control s an initial si mul taneous i nj ecti on for all the i nj ectors (f ul l -group
i nj ecti on) and after the reference on the fl ywheel is recogni zed, it swi t ches to the normal sequent i al
timed operation.
Whi l st the engine is warmi ng up, the el ect roni c control unit control s the idle speed actuator whi ch de-
termi nes the quantity of air required to ensure that the engi ne does not cut out.
The rotation speed is made to decrease proportionally as the temperature i ncreases until the nomi nal
val ue is obtained when the engi ne has reached operating temperature.
Checki ng accel er at i on enr i chment
When there is a request for accel erat i on, if the air f l ow meter si gnal vari ati on exceeds a pre-set i ncrease,
the control unit not onl y adj ust s the i nj ecti on to the new requi rements, but also i ncreases it further
through rapidly reachi ng the speed requi red.
When approachi ng the pre-set speed, the i nj ecti on i ncrease is gradual l y el i mi nated.
NOTE The request for acceleration is also detected by the potentiometer on the butterfly; this makes it
possible to ensure optimum running if there is a failure in the air flow meter until a Service Deal-
er can be reached.
Fuel cut off duri ng decel er at i on
The fuel cut off during decel erati on is the modified type.
When the cl osed butterfly condi ti on is recogni zed and the engi ne speed is greater than 1700 rpm (for
engi ne speeds bel ow 1700 rpm the cut off functi on is not operati onal to maintain opti mum " dri veabi l i -
ty" ) the injection of fuel i s deacti vated.
Wi th no fuel suppl y, the engi ne speed starts to decrease more or l ess qui ckl y dependi ng on the vehi cl e
driving condi ti ons.
Engi ne Bravo igp 2
0
v
Fuel system
10.
Before the idle speed is reached the dynami cs of the engi ne speed decrease are checked.
If they exceed a certai n val ue, the fuel suppl y is partly reactivated on the basi s of a l ogi c whi ch i nvol ves
the " soft accompani ment" of the engi ne at idle speed.
When thi s condi ti on is reached the normal idle functi ons are reactivated and the cut off duri ng decel era-
tion is onl y reactivated if the fuel cut off level is exceeded to ensure that the engi ne runs smoothl y. The
levels at whi ch the fuel suppl y is restored and the cut off acti vated depend on the temperature of the en-
gi ne.
Another fuel cut off l ogi c is devel oped in the engi ne whi ch intervenes during partial decel erati on, i.e.
when l ower engi ne l oads are requi red.
The functi on is onl y acti vated if the new condi t i on persists for a pre-set time and after the ignition ad-
vance angl e has been adj usted to the new si tuati on.
Checki ng and managi ng engi ne i dl e speed
The adj ustment of the idle speed is control l ed in all operating condi ti ons by means of the idle speed ac -
tuator whi ch act s on the butterflyl by-pass.
In addi ti on to control l i ng the actual idle speed it also carri es out the f unct i ons of a suppl ementary air
val ve and regulator for swi t chi ng on the vari ous consumers (e.g. the cl i mate control compressor); wi t h
the butterfly in the end of travel posi ti on, in effect the actuator regulates the by-pass openi ng compen-
sati ng for the power required by the consumers to ensure an engi ne idle speed of 750 rpm.
The actuator fitted on thi s versi on guarantees great responsi veness to adj ustment because the openi ng
and the cl osi ng of the by-pass are both operated by magneti c wi ndi ngs.
The correcti on of the idle is carri ed out not onl y by the actuator but al so by the adj ustment of the i gni ti on
(advance) angle because it has a more rapid effect.
NOTE The self-adjustment function makes it possible to dispense with all idle speed adjustments with
the butterfly casing sensor recognizing the " butterfly in the end of travel" position and correct-
ing any wear which occurs in time and is detected by the butterfly closure position.
Li mi t i ng maxi mum number of r evs (pr ot ect i on out si de of r evs)
When the engine speed exceeds 6,800 rpm, the el ectroni c control unit reduces the injector operati ng
times so that this val ue is not exceeded.
If the engi ne speed exceeds 7,013 rpm, the control unit acti vates the " fuel cut off" strategy restoring the
operation of the i nj ectors when the speed goes bel ow 6,800 rpm.
Checki ng combust i on vi a t he Lambda s ens or
The Lambda sensor informs the control unit of t he quantity of oxygen present at the exhaust and t here-
fore the correct ai r/f uel metering.
The optimum mixture is obtai ned wi t h a Lambda coeffi ci ent of 1 (opti mum stoi chi ometri c mi xture). The
el ectri cal signal whi ch the sensor sends to the control unit undergoes a sharp variation when the com-
posi ti on of the mixture differs from Lambda= 1. When the mixture is " l ean" (^ >1) the control unit i n-
creases the quantity of fuel , when the mixture is " ri ch" ( k < 1) it decreases it: in thi s way the engi ne op-
erates as cl ose as possi bl e to the ideal Lambda val ue.
The Lambda sensor si gnal is processed, i nsi de t he control unit, by a speci al integrator whi ch prevents
sharp variations in the i nj ecti on ti mes to correct the mixture strength.
The sensor is heated by an el ectri cal resi stance in order to be able to reach the correct operati ng temper-
ature of around 300 C rapidly.
By usi ng this sensor it is possi bl e to regulate the engi ne carburation wi t h preci si on. Thi s makes it possi -
ble, amongst other t hi ngs, to operate at the l i mi ts laid down for emi ssi ons.
4 Print no. 506.670
Bravo $ 2 * En g i n e
Fuel syst em
Fuel vapour r ecover y
The (pollutant in terms of the regul ati ons) fuel vapours are sent to an acti ve charcoal filter and from
there towards the engi ne where they are burnt; thi s takes pl aces by means of a sol enoi d val ve whi ch is
operated by the control unit only when the engi ne is in a l oad condi ti on whi ch al l ows the correct com-
busti on without the operation of the engi ne bei ng " di sturbed" : in effect, the control unit compensat es
for t hi s quantity of petrol entering wi t h a reducti on of the suppl y to the i nj ectors.
Checki ng det onat i on
The functi on has the task of detecti ng the presence of the phenomenon of detonation (engi ne knock-
i ng) by processi ng the si gnal comi ng from the relevant sensor s. The control unit const ant l y compares
the si gnal s comi ng from the sensors wi t h a threshol d val ue whi ch, in turn, is cont i nuousl y updat ed, to
take into account background noi se and the agei ng of the engi ne.
The control unit is therefore capabl e of detecti ng detonati on (or the early stages of det onat i on) and
makes provisions to reduce the i gni ti on advance (from 3 up to maximum of 9.7), until the phe-
nomenon di sappears. Afterwards the advance is gradual l y restored until the basi c val ue is reached.
In accel erati on condi t i ons, a higher threshol d is used, to take into account the greater noi se produced by
the engi ne in these ci rcumst ances. The detonati on control strategy is al so equi pped wi t h a sel f -adj ust -
ment function whi ch ensures the memorizing of the advance reducti ons whi ch shoul d be const ant l y re-
peated to adapt to the different condi t i ons in whi ch the engi ne fi nds itself.
Checki ng phase t r ansf or mer
The control unit control s the sol enoi d val ve whi ch control s the phase transformer dependi ng on the en-
gine l oad condi ti ons. When the temperature of the cool ant exceeds 40 C and when the engi ne speed is
higher than the idle speed and l ower than 4,800 rpm wi th t he butterfly angl e greater than about 8, the
control unit sends a si gnal to the sol enoi d val ve whi ch is acti vated and al l ows the transformer to de-
crease the timing di agram for the inlet stage by 18 (torque operati on).
When the engine is idling or the speed exceeds 4,800 rpm, the control unit deacti vates the sol enoi d
val ve and the transformer restores the inlet ti mi ng to the previ ous basi c val ues.
Obvi ousl y the control of the phase transformer operates wi t h a hysteris fi el d, i.e. the acti vati ng level for
the sol enoi d val ve is al ways higher t han the deacti vati ng l evel ; thi s is desi gned to prevent bal ance con-
di ti ons and a consequent too rapid successi on passi ng from one timing di agram to another wi t h obvi ous
operati ng problems.
Connect i on wi t h t he cl i mat e cont r ol syst em
When the climate control is swi t ched on the compressor absorbs power from the engi ne whi ch, when
i dl i ng, tends to cut out. To prevent t hi s problem the control unit adj usts the air f l ow rate to the new
power requirements, control l ed by the appropriate actuator (thi s adj ustment al so takes pl ace duri ng us-
age condi ti ons to mai ntai n opti mum " dri veabi l i ty" ). Another functi on of the system is that of momen-
tarily interrupting the suppl y to the compressor in the case of high power requirements by the engi ne
(strong accel erati on).
Sy s t em sel f -adj ust ment
The control unit is equi pped wi t h a sel f-adj ustment functi on whi ch has the task of recogni zi ng the
changes whi ch take pl ace in the engi ne due to the settling processes whi ch take pl ace over a peri od of
time and the agei ng of both the component s and the engi ne itself.
These changes are stored in the memory in the form of modi fi cati ons to the basi c map and have the task
of adpati ng the operati on of the syst em to the gradual al terati ons to the engi ne and the component s in
relation to the characteri sti cs when new.
Engi ne Bravo
i 20v
Fuel system
10.
Thi s sel f-adj ustment functi on al so makes it possi bl e to compensate for the i nevi tabl e di fferences (due to
producti on tol erances) of any component s whi ch may have been repl aced. Thi s al l ows the best possi -
ble resul ts for all vehi cl es wi th speci al adj ustment or checki ng operati ons.
The sel f-adj ustment parameters are lost if the control unit is di sconnect ed.
Connect i on wi t h engi ne st ar t i ng i mmobi l i zi ng devi ce (Fi at CODE)
To i ncrease protection agai nst theft attempts, the vehi cl e has been equi pped wi t h an engi ne i mmobi l i z-
ing devi ce (Fi at CODE) whi ch only al l ows the acti vati on of the i nj ect i on/i gni t i on control unit by means
of an el ectroni c code.
Each time the key is turned to the OFF posi ti on, the Fiat CODE syst em compl etel y deacti vates the i nj ec-
ti on/i gni ti on control unit.
When the ignition key is turned from the OFF posi ti on to the ON posi ti on the f ol l owi ng operati ons take
pl ace in the order gi ven:
1. The i nj ecti on/i gni ti on control unit sends the Fi at CODE control unit a request for the secret code in
order to deacti vate the functi ons lock.
2. The Fi at CODE control unit responds by sendi ng the secret code onl y after it, in turn, has recei ved the
recogni ti on code transmitted by the i gni ti on key, whi ch cont ai ns a speci al transponder i nsi de.
3. The recognition of the secret code al l ows the de-act i vat i on of the f unct i ons l ock and the i nj ect i on/i g-
nition control unit can acti vate the normal syst em management programme.
A speci al t wo directional serial line al l ows the exchange of information between the i nj ect i on/i gni t i on
control unit and the Fi at CODE control uni t.
If there is a failure in the Fiat CODE system it i s, however, still possi bl e to start t he engi ne vi a an emer-
gency procedure.
Control units must not, under any circumstances, be exchanged between different vehicles to
check if they are working properly.
During the fault diagnosis, before replacing the control unit, make sure that it really is not work-
ing properly, because when a new control unit is supplied the secret code is memorized making
it completely unusable on other vehicles.
Aut odi agnosi s
The Motroni c M 2.10.4 i nj ecti on/i gni ti on syst em is al so equi pped wi t h an " aut odi agnosi s" f unct i on
whi ch memorizes any probl ems wi t h the sensor s and actuators, maki ng it easi er to detect and correct
them. Any problem is si gnal l ed by the appropri ate warni ng light in the i nstrument panel .
6 Print no. 506.670
Bravo ft** En g i n e
Fuel syst em
10.
DIAGRAM SHOWING INFORMATION ENTERING/LEAVING THE INJECTION/IGNITION SYS-
TEM CONTROL UNIT AND SENSORS/ACTUATORS
P4A07FJ02
Component s key
1. El ectroni c control unit 15. El ectri c fuel pump and Lambda sensor
2. Coi l s and spark pl ugs relay
3. Fi at CODE control unit 16. El ectri c fuel pump
4. Three stage pressure swi t ch 17. Petrol vapour inlet sol enoi d val ve
5. Speedometer sensor 18. Intake air temperature sensor
6. Fl ow meter 19. Engi ne idle speed actuator
7. Rpm sensor
8. Cool ant temperature sensor 21. Inj ectors
9. Butterfly potentiometer 22. Di agnost i c socket
10. Lambda sensor 23. I.E. system failure war ni ng l i ght
11. Ignition swi t ch 24. I.E. system relay.
12. Detonation sensors 25. Rel ay for phase transformer
13. Ti mi ng sensor 26. Phase transformer sol enoi d val ve
14. Climate control system si gnal 27. Ai r condi ti oni ng relay feed
7
Engi ne
Fuel syst em
10.
DIAGRAM SHOWING FUEL SUPPLY CI RCUI T
Bravo ft
20v
1. Fuel suppl y mani fol d
2. Suppl y pipe from the tank to the filter
3. Filter
4. Suppl y pipe from filter to i nj ectors
5. Return pipe
6. Breather pipe
7. Filler wi t h ventilation and safety val ve
8. Tank
9. El ect ri c pump
11. Inj ectors
NOTE Given the special shape of the tank,
when fuel is being introduced an air
pocket tends to form in the lower
part preventing it from being filled
completely; the pipe (6) allows the
air to flow from the bottom thereby
enabling the tank to be filled com-
pletely.
8 Print no. 506.660/10
Bravo
U 20v
En g i n e
Fuel syst em
10.
DIAGRAM SHOWING AIR INTAKE CIRCUIT
1. Inlet manifold
3. Butterfly casi ng
4. Butterfly val ve posi ti on sensor
6. Fl ow meter
7. Ai r filter
8. Lower resonator
9. Upper resonator
10. Inlet openi ng
Engi ne Bravo ft
2 0 v
Fuel system
10.
DIAGRAM SHOWING FUEL ANTI-EVAPORATION CIRCUIT
P4A10FJ01
The anti -evaporati on system has the task of preventi ng the fuel vapours, made up of the lightest sect i ons
of hydrocarbons whi ch form in the tank, from bei ng di scharged into the atmosphere.
1. Fuel vapour cut out val ve
2. Charcoal filter
3. Inj ect i on/i gni t i on control unit
4. Saf et y and ventilation val ve
5. Mul ti -purpose val ve
6. Tank
7. Inl et manifold
8. Fuel vapour intake
10 Print no. 506.670
Bravo ft En g i n e
Fuel syst em
10.
SYSTEM FOR RECI RCUL ATI NG GA SES COMI NG FROM THE ENGI NE CRA NK CA SE
Thi s system control s the emi ssi ons, from the engi ne cr ankcase, of breather gases made up of ai r/pet rol
mi xtures and burnt gases whi ch escape from the piston seal s, in addi ti on to lubricant oi l vapour s, reci r-
cul ati ng them to the inlet.
The breather gases, directedd by speci al wal l s, rise by the engi ne oil filler and then pass t hrough the
labyrinth (7), under the tappet cover, wher e they l ose part of the oil whi ch they cont ai n, in the form of
dropl ets, falling on the camshaf t s through the pipe (6).
The si phon shape of the pipe (6) prevents the breather gases from escapi ng and only al l ows the r eci r cu-
lation of the dropl ets of oi l .
The remaining gases escape from the intake (5) i nsi de of whi ch there is a spark out (4) (to prevent the
phenomenon of combust i on due to flame returns from the butterfly casi ng).
From the intake (5) the breather gases reach the T uni on (3).
Wi t h the butterfly open, the gases fl ow through the i ntakes (1) and (2) to be drawn into the mani f ol d.
Wi th the butterfly cl osed, the vacuum in the inlet mani fol d draws in the gases through the i ntake (1)
whi ch contai ns a PVC restricting valve (8) (Posi ti ve Crank Venti l ati on) whi ch shutters the i ntake.
The PCV valve can, in effect, be modul ated and the quanti ty of gas whi ch passes through is proporti onal
to the vacuum in the inlet mani fol d.
When the butterfly val ve is compl etel y open (condi ti on A) , the vacuum inside the inlet mani fol d i s mi ni -
mal , the spring (10) is fully extended and the PCV val ve al l ows the maximum f l ow of breather gases.
Vi ceversa, wi th the butterfly compl etel y cl osed (condi ti on B) , the vacuum inside the mani fol d i s maxi -
mum, this causes the movement of the pi ston (9) whi ch shutters the sect i on through whi ch the breather
gases fl ow inside the PCV val ve thereby restricting the i ntake of the actual gases in the mani fol d.
A
P4A11FJ01
Engi ne Bravo i gi uov
Fuel system
10.
DIAGRAM SHOWING ENGINE EXHAUST ASSEMBLY
P4A12FJ01
Key
1. Exhaust manifold
2. Lambda sensor
3. Catal yti c si l encer
4. Si l encers
12 Print no. 506.670
Bravo fti
20v
En g i n e
Fuel syst em
10.
LOCATION OF INJECTION/IGNITION SYSTEM COMPONENTS
P4A13FJ01
Key
1. Charcoal filter 12. Ai r temperature sensor
2. Fuel vapour sol enoi d val ve connect i on 13. Vehi cl e speed sensor
3. Inj ecti on/i gni ti on control unit 14. Lambda sensor
4. Fuses and relays 15. Joi n between front cabl e and i nj ecti on
cabte
6. Injectors
7. Rpm sensor
17. Earth connect i on
9. Butterfly valve posi ti on sensor
19. Ti mi ng sensor
10. General system protecti ve fuse
11. Fl ow meter
21. Phase transformer sol enoi d val ve
22. Fuel vapour sol enoi d val ve
Engi ne Bravo
Fuel system
10.
WIRING DIAGRAM SHOWING INJECTION/IGNITION SYSTEM
P4A14FJ01
14 Print no. 506.670
Bravo B
20v
En g i n e
Fuel syst em
10.
Connection of control unit/ignition coi l s and i nj ectors
Key:
2. Cl i mate control relay
3. Cl i mate control on button
4. Fi at /Lanci a Tester di agnost i c sock-
et
5. Fiat CODE control unit
8. Detonati on sensor 1
9. Detonati on sensor 2
10. Water temperature sensor
11. Ti mi ng sensor
16. I.E. system fai l ure war ni ng light
17. Fl ow meter
relay
19. Engi ne idle speed act uat or
21. I.E. system relay feed
23. Battery
24. El ectri c fuel pump rel ay and
Lambda sensor
25. Inertia swi t ch
27. Lambda sensor
28. Injector for cyl i nder N1
30. Injector for cyl i nder IM3
33. Ignition coi l for cyl i nder N1
Engi ne
Fuel system
10.
Bravo
y 20v
FUSES, RELAYS AND EARTH POINTS
1. General protective f use
The genera! protective f use (EFI -30A) for the
i nj ecti on/i gni ti on syst em (1) is housed i nsi de
a contai ner; to gai n access to it, remove the
cover rel easi ng the si de cl i ps.
2. Fuses and relays
These are l ocated under the glove compart -
ment, in front of the el ectroni c control unit.
1. Phase transformer sol enoi d val ve relay
2. Inj ecti on system relay
3. El ectri c fuel pump relay
4. Lambda sensor f use (10A)
5. El ectri c fuel pump fuse (10A)
3-4 Earth points
In order to improve el ect ro-magnet i c com-
patibility and operati onal reliability speci al
care has been taken over the number and l o-
cation of the earth poi nts:
3. secondary coi l s connect ed bel ow the
cyl i nder head cover;
4. earth control unit (pi n 2, 14, 19, 24,42),
Lambda sensor heater, f l ow meter and
phase transformer sol enoi d val ve con-
nected to the inlet manifold mounti ng
bracket.
16 Print no. 506.670
Btavo
!
5Pi 20v En g i n e
Fuel system
10.
INJECTION/IGNITION SYSTEM COMPONENTS
The i nj ecti on/i gni ti on system is basi cal l y made up of wi ri ng, an el ectroni c control unit (I.E. control uni t)
and the fol l owi ng sensors/act uat ors:
Sensors
- Speedometer sensor
- Rpm and T.D.C. sensor
- Detonati on sensors
- Ti mi ng sensor
- Butterfly valve posi ti on sensor
- Intake air fl ow rate sensor (f l ow meter)
- Lambda sensor
Actuators
- Engi ne idle speed actuator
- Phase transformer sol enoi d val ve
- Fuel vapour cut out sol enoi d val ve
- El ectri c fuel pump
- Inj ectors
- Ignition coi l s
- Spark pl ugs
INJECTION/IGNITION SYSTEM WIRING
The connecti on between the different system component s is achi eved by means of a si ngl e set of wi ri ng
wi th various type connect ors grouped together in speci al condui t s fitted on the engi ne.
INJECTION/IGNITION ELECTRONIC CONTROL UNIT
It is made up of t hi ck film hybrid ci rcui ts and is connect ed to the el ectri cal wi ri ng by means of a 55 w a y
(or pol e) multiple connect or.
All the information on the engi ne operating condi t i ons transmitted by the vari ous sensors f l ows into the
control unit.
By means of thi s data and wi t h the ai d of characteri sti c programmes written indelibly in its memory, the
control unit is capabl e of achi evi ng the fol l owi ng obj ecti ves:
1. Managi ng the i nj ecti on time and frequency; in other words, it provides the quantity of fuel cal cul at ed
for each cyl i nder wi t h a sequent i al , timed operation (1 - 2- 4- 5- 3) .
In practice, the ai r/fuel ratio shoul d al ways remain wi thi n the optimum val ue, defi ned duri ng setti ng
up, in order to limit fuel consumpt i on, reduce harmful exhaust emi ssi ons and ensure opti mum ther-
modynami c effi ci ency for the engi ne.
2. El ectroni cal l y control l i ng the moment of ignition (ignition advance)
3. Controlling the air f l ow rate at the rotation speed through the speci f i c sensor in order to al l ow the
smooth runni ng of the engi ne as the envi ronmental parameters and l oads appl i ed vary.
4. Detecti ng, by carryi ng out the programmes, any operating defects for the different sensor s recorded
in the RAM and repl aci ng the i ncorect data or data not recei ved wi t h repl acement val ues to ensure
the operation of the engi ne even in emergency condi ti ons ( RECOVERY) .
5. Suppl yi ng the Fi at /Lanci a Tester, if connect ed, via the seri al line (di agnosti c socket ) wi t h the data
relating to the operati ng defects detected and memori zed.
Engi ne Bravo ft**
Fuel syst em
10.
IDENTIFICATION OF CONTROL UNIT CONNECTIONS (PIN-OUT)
P4A18FJ01
2. Engi ne earth
3. El ectri c fuel pump relay feed and Lambda
sensor
6. Rev count er signal
7. Intake air fl ow meter
8. Ti mi ng sensor
10. Lambda sensor
12. Ti mi ng sensor
13. Not connect ed
14. Engi ne earth
15. Injector for cylinder N3
18. Suppl y (+30)
19. Engi ne earth
23. Not connect ed
24. Engi ne earth
25. Not connect ed
26. Not connect ed
27. Suppl y ( + 15/54)
28. Lambda sensor
30. Suppl y for vari ous sensors
31. Not connect ed
32. Cl i mate control go ahead relay
33. Not connect ed
36. I.E. system relay
37. Suppl y (+)
41. Air condi ti oni ng on si gnal
42. Engi ne earth
43. Not connect ed
44. Not connect ed
46. Not connect ed
47. Fi at CODE control unit
50. Not connect ed
51. I.E. system failure warni ng light
52. Phase transformer solenoid valve relay
55. Di agnosti c socket for Fi at /Lanci a Tester
18
Print no. 506.670/07
Bravo ft
20v
En g i n e
Fuel syst em
10.
E L E C T R O N - REMOVI NG- REFI TTI I MG
I C CONT ROL UNI T
The el ectroni c control unit is l ocat ed under
the gl ove compartment (right hand si de). To
remove the control unit proceed as f ol l ows:
- Undo the bolts fixing the cont rol unit t o the
mounti ng bracket.
- To remove the multiple connect or , pul l t he
connect or cl i p upwards.
A
There could be tension at the termi-
nals not connected therefore no
connections should ever be made
because there is the risk of a short
circuit with damage to the control
unit.
The operations of fitting and remov-
ing the multiple connector should
be carried out with the ignition
switched off.
I GNI TI ON COI L S (0 221 504 006)
The " static advance" el ectroni c ignition has been improved wi t h a si ngl e coi l for each spark pl ug (SI N-
GL E COI L); in addi ti on, the power modul es are cont ai ned i nsi de the control unit; in pract i ce t hi s sol u-
ti on eliminates the H.T. ci rcui t, further i ncreasi ng reliability and safety and decreasi ng the risk of interfer-
ence due to the hi gh tensi on l eads and connect i ons.
They are normal coi l s whi ch i ncrease the t ensi on of the i mpul se sent to the spark pl ugs: each i ndi vi dual
coi l , located on the cyl i nder head, directly suppl i es a spark pl ug wi t hout intermediate H.T. l eads.
Engi ne
Fuel system
10.
Bravo ft
20v
El ect r i cal f eat ur es
Primary wi ndi ng i nduct ance 3 mH
Primary wi ndi ng resi stance 0,4 O
Interference resi st ance 1 KQ
Diagram showi ng el ectri cal connecti ons
A. Operati ng si gnal
X. Primary wi ndi ng
Y. Secondary wi ndi ng
1. Suppl y vi a i gni ti on swi t ch
2. Si ngl e coi l
4. Spark plug
Checki ng coi l ci rcui t resi stance
A. Primary ci rcui t
The resi stance is checked by connect i ng an
ohmmeter to the connect or outer pi ns, as
shown in the di agram.
Pr i mar y r esi st ance: 0.4 ohm
1 2 3
1 2 3 4 5
1 120! 39121138 M
L
27
Wi ri ng connector
The numbers indicate the corresponding pins
for the control unit arranged in the order of
the number of cylinders.
20
Print no. 506.670
Bravo ft
20v
En g i n e
Fuel syst em
10.
TI MI NG SENSOR (0.232.101.036)
The Bosch Motroni c M 2.10.4 syst em uses a
sequenti al ti med system, i.e. the i nj ecti on of
the fuel takes pl ace in sequence for each
cyl i nder duri ng the inlet stroke.
To achi eve t hi s, the el ectroni c control uni t al -
so uses a timing si gnal to determi ne t he i n-
j ecti on point in addition to the rpm and TDC
si gnal .
The si gnal sent to the control unit is pro-
duced by a Hall effect sensor fitted by the
camshaft drive pul l ey, exhaust si de.
Oper at i ng pr i nci pl e
P4A21FJ01
A semi -conduct or layer wi th current passi ng t hrough, i mmersed
in a normal magneti c field (l i nes of force perpendi cul ar to t he di -
rection of the current) generates a difference in power, known as
" HALL" t ensi on.
If the intensity of the current remai ns const ant , the t ensi on gen-
erated depends onl y on the i ntensi ty of the magnet i c f i el d; it i s
therefore suffi ci ent for the intensity of the magneti c fi el d to be
vari ed peri odi cal l y to obtain a modul ated el ectri cal si gnal wher e
the frequency is proportional to the speed wi t h whi ch the mag-
neti c field changes.
To obtain thi s change, a metal ring (inner part of the pul l ey) wi t h
an openi ng i s made to pass through the sensor. When it moves
the metal part of the ring covers the sensor bl ocki ng the magnet i c
fi el d wi t h the consequent l ow output si gnal ; vi ceversa, by the
openi ng and therefore where the magneti c fi el d is present, the
sensor generates a high si gnal .
As a result the hi gh si gnal alternates wi th the l ow si gnal once every t wo revol uti ons of the engi ne and
preci sel y when cyl i nder N1 i s 78 before TDC.
Thi s si gnal , together wi t h the rpm and TDC si gnal , al l ows the control unit to recogni ze the cyl i nders and
determine the i nj ecti on poi nt. For each revolution of the engi ne the control unit checks that the ti mi ng
si gnal is present; if thi s si gnal is l acki ng for t wo consecut i ve revol uti ons, the control unit si gnal s t he f ai l -
ure (warni ng light in the instrument panel comes on) and the engi ne cannot be started up.
1. Deflector (pul l ey seal )
Wi r i ng connect or
The numbers i ndi cate the corresondi ng pi ns
for the control unit
Removing-refitting
Thi s operation i nvol ves removi ng the ti mi ng
belt and the camshaft pul l ey, exhaust si de.
When these operati ons have been carri ed out
it is necessary to:
- di sconnect the el ectri cal connect or;
- Undo the fi xi ng bolts and remove t he sen-
sor.
When refitting carry out the procedure in the
reverse order, f ol l owi ng the i nst ruct i ons for
fitting and t ensi oni ng the toothed bel t.
NOTE The sensor does not require any
type of adjustment.
En g i n e
Fuel system
10.
Bravo
1) 20v
1. Rpm sensor
2. Toot hed pulley
3. Engi ne fl ywheel
P4A22FJ02
RPM AND TDC SENSOR
(0.281.002.102)
The sensor desi gned to detect the rpm and
TDC is the i nducti ve type, i.e. it operates by
varyi ng the magneti c field created by the
teeth on a toothed pulley (f l ywheel ) i nsi de
the crankcase and fixed to t he rear coun-
t er-wei ght for the crankshaft. In thi s way the
sensor is fi xed to the crankcase and the
checks and adj ustments of the gap and the
angul ar posi ti on are no longer necessary.
The teeth whi ch pass in front of the sensor,
alter the gap between the pul l ey and the sen-
sor; the f l ow di spersed, whi ch consequent l y
vari es, produces an alternating vol tage whi ch
depends on t he number of revs.
The fl ywheel has 58 teeth pl us a space equi v-
al ent to the t wo mi ssi ng teeth.
The reference defi ned by the space for the
t wo mi ssi ng teeth consti tutes the basi s for
detecti ng the synchroni sm poi nt ( TDC) .
For a more detai l ed descri pti on of the operat-
i ng pri nci pl e, refer to the Fuel Syst em sect i on
for the 1581 16v engi ne.
Removing-refitting
Posi ti on the vehi cl e on a lift, then worki ng
from underneath the vehi cl e:
- Di sconnect the el ectri cal connect or;
- undo the bolt fi xi ng the sensor and remove
it from its housi ng.
Wiring connector
The sensor is connect ed to the el ectroni c
control unit (pi ns 48 and 49) by means of
t wi st ed cabl es covered by a scr eened ant i -i n-
terference outer casi ng connect ed to earth.
NOTE The numbers indicate the corre-
sponding control unit pins
Checki ng the resi stance
The resi stance of the sensor can be measured
by di sconnect i ng the connect or and con-
necti ng an ohmmeter to the sensor.
Resi stance: 774-946 ohm at 20 C
22 Print no. 506.670
Bravo
I) 20v
P4A23FJ01
When measuring the distance it is
necessary to be sure that you are at
right angles with the flywheel and
by a tooth and not a hollow.
En g i n e
Fuel syst em
10.
Checki ng t he gap
The rpm and TDC sensor is fi xed di rect l y to
the engi ne crankcase and therefore no ad-
j ustments of the gap or the angul ar posi t i on
are requi red. If a problem i s suspect ed it is
possi bl e to check the gap, proceedi ng as f ol -
l ows:
- remove the rpm and TDC sensor;
- check that the di stance bet ween t he sur -
f ace of the sensor and the f l ywheel tooth
corresponds to the sum of the l ength of the
sensor probe (34.5 mm) wi t h the gap (0.8 -
1.5 mm).
DETONATI ON SENSORS
(0.261.231.095)
The detonati on sensors are l ocat ed in the
monobl oc bel ow the inlet mani f ol ds and be-
t ween cyl i nders 1 -2 and 4-5, respect i vel y.
These sensors have a bush to prevent i ncor-
rect torque wrench ti ghteni ng. If t hey ar e
r epl aced, do not pl ace was h er s or
shi ms bet ween t he engi ne c r ank c as e
and s ens or cont act s ur f ac es .
When there is engi ne knocki ng (det onat i on)
vi brati ons of a certai n f requency are creat ed
in the cyl i nder bl ock/cr ankcase.
The phenomenon creates mechani cal reper-
cussi ons on a pi ezoel ectri c cryst al whi ch
sends a si gnal to the control uni t whi ch, on
the basi s of this si gnal , makes provi si ons to
reduce the ignition advance (from 3 to a
maxi mum of 9.7) until the phenomenon di s-
appears. Afterwards the advance is gradual l y
restored to the basi c val ue.
Wiring connector
The numbers i ndi cate
control unit pi ns.
the correspondi ng
Recovery
The ignition advance i s cal cul at ed accordi ng to the temperature of the engi ne cool ant and the t empera-
ture of the intake air.
Engine
Fuel system
10.
Bravo ft
20v
EL ECTRI C FUEL PUMP (0.580.453.408)
The submerged el ectri c fuel pump is l ocated i nsi de the tank, housed in a mounti ng al so cont ai ni ng the
fuel gauge.
The el ectri c pump is the cell type wi th rol l ers, operated by an electric motor wi th permanent magnet
wi ndi ngs, immersed in the fuel .
A di sc rotor (1) si tuated eccentri cal l y in the pump casi ng cont ai ns the cel l s arranged al ong its ci rcumfer-
ence and metal rollers (2) whi ch are thrust by centri fugal force agai nst the outer race wi t h the effect of
ensuri ng the hydraul i c seal .
2 1
Cr os s sect i on of el ect r i c pump
3 2 5
Longi t udi nal sect i on of el ect r i c pump
The fuel f l ows in the empty housi ngs and is compressed in the suppl y duct (3). A one-way val ve (4)
prevents the suppl y pipe from bei ng drai ned wi t h the engi ne swi t ched off.
An excess pressure val ve (5) short ci rcui ts the suppl y in the inlet chamber (6) when the pressure ex-
ceeds 7.5 bar.
The el ectri c pump starts to work when the i gni ti on swi t ch i s turned to the starting posi ti on. When the
starting stage is over, the el ectri c pump cont i nues to operate wi t h the swi t ch in the ON posi ti on, unl ess
the engi ne speed goes bel ow 225 rpm or the ignition swi t ch i s turned to the OFF posi ti on.
If the engi ne cuts out for any reason, wi t h the ignition swi t ch in the ON posi ti on, the operati on of the
pump is automati cal l y interrupted, thereby creati ng a safety condi t i on.
Di agr am showi ng l ongi t udi nal
P 4 A 2 4 F J 0 3
24 Print no. 506.670
Bravo ft En g i ne
Fuel syst em
10.
FUEL FI L TER (A.450.024.262)
The fuel filter is fitted under the floor panel , on the fuel suppl y pi pe. For the removi ng-refi tti ng pr oce-
dure, refer to the fuel syst em secti on for the 1581 16v engi ne.
FUEL SUPPL Y MANI FOLD AND PRESSURE REGUL ATOR
The fuel suppl y mani fol d, whi ch has the functi on of distributing the fuel to the i nj ectors, i s made from
steel and is equi pped wi t h housi ngs for the i nj ectors and for the pressure regulator and the fuel inlet and
outlet uni ons.
The fuel manifold is fi xed to the inlet manifold by four brackets.
The pressure regulator is a necessary el ement in keepi ng the rise in pressure at the i nj ectors const ant .
It is a differential di aphragm type devi ce, regulated at a pressure of around 3 bar.
The pressure regulator is made up of a metal casi ng whi ch houses a moving element compri si ng a metal
casi ng (8) and a di aphragm (4) l oaded by a spring (5). When the pre-set force, made up of the vacuum
in the opposi te part of the diaphragm and the spri ng (5) l oadi ng, is exceeded, the fuel thrust by the
pump causes the openi ng of a val ve (7) whi ch al l ows the excess fuel to f l ow through t he pi pe to the
tank (2).
The chamber housi ng the spri ng is in cont act wi t h the engi ne inlet manifold (6) (vacumm si gnal ). The
difference between the pressure of the fuel and the vacuum in the inlet mani fol d is kept const ant for al l
engi ne operating condi t i ons.
Longi t udi nal sect i on of f uel suppl y mani f ol d and pr essur e regul at or
1. Fuel return uni on
2. Fuel arrival uni on
3. Injectors mounti ng and fuel mani fol d
4. Diaphragm wi th f l ow val ve
5. Adj ustment spri ng
6. Connect i on to inlet mani fol d
7. Fl ow val ve
8. Metal casi ng
4
25
Engi ne
Fuel system
10.
Bravo ft
20v
I NJ ECTORS (0.280.150.443)
The doubl e j et type i nj ectors are fitted on the inlet mani fol ds, immediately before the inlet val ve.
These i nj ectors are speci fi cal l y for engi nes wi t h 4 val ves per cyl i nder, maki ng it possi bl e to di rect the j et s
t owards the t wo inlet val ves.
The j et s of fuel at a differential pressure of 3 bar whi ch l eave the i nj ector are instantly atomized formi ng
t wo cones of about 10 each.
The operati on of the i nj ectors is the ((sequential timed t ype, i.e. the fi ve injectors are operated accordi ng
to the engi ne cyl i nder inlet sequence, whi l st t he suppl y can already start for each cyl i nder duri ng the ex-
pansi on stroke until the inlet stroke has al ready begun.
The i nj ectors are fi xed by the fuel manifold whi ch presses them into their housi ngs in the inlet mani fol ds.
In addi ti on they are anchored to the fuel mani fol d by means of safety clips. Two rubber seal s (10) and
(11) ensure the seal for the inlet mani fol d and the fuel mani fol d.
1. Injector casi ng
2. Needle
3. Magneti c core
4. Coi l spri ng
Wiring connector
5. Wi ndi ng 9.
6. Injector nose 10.
7. Adj ust abl e spri ng pusher 11.
8. Fuel filter
P4A26FJ01
El ectri cal connect i on socket
Fuel seal
Vacuum seal
NOTE The numbers indicate the corresponding
control unit pins arranged in the order of
the number of cylinders.
Checking t he resi stance
The resi stance of the i nj ector can be mea-
connect i ng an ohmmeter as shown in the di -
agram.
Resi stance value 16.2 ohm
26 Print no. 506.670
Bravo En g i n e
Fuel system
10.
B U T T E R F L Y CA SI NG
The quantity of air drawn in is determined by the openi ng of the butterfly l ocated at the start of the inlet
mani fol d. The butterfly casi ng is fi xed to the inlet manifold by four bolts; the butterfly is operated by the
accel erator pedal by means of l i nkage whi ch produces an openi ng system where in relation to the pedal
travel , small butterfly openi ng angl es are produced wi t h the pedal slightly pressed and greater openi ng
angl es are produced wi t h the pedal more depressed.
The air required to support the engi ne during i dl i ng and in load condi ti ons wi th the butterfly val ve
cl osed is regulated and by-passed excl usi vel y by the engi ne idle speed actuator.
A speci al screw (1), makes it possi bl e to adj ust the butterfly cl osure to prevent interference wi t h the sur-
roundi ng duct; thi s scr ew is not used for adj usti ng the idle as it is adj usted by fluxing in product i on and
shoul d not be tampered wi th under any ci rcumst ances.
The f l ow of engi ne cool ant arriving from the thermostat f l ows through the inlet and outlet duct s (3) and
(5) in the area of the butterfly val ve has the aim of preventi ng condensat i on and the formati on of i ce
whi ch coul d be produced in particular l ow external temperature and/or high humidity condi t i ons.
The gases whi ch f l ow from the engi ne crankcase are drawn into the inlet manifold downst ream of the
butterfly through the PCV val ve (4).
P4A27FJ01
1. Butterfly val ve adj ustment and anti -tamper scr ew (not t o be t amper ed wi t h)
2. Butterfly openi ng control levers
3. Attachment for engi ne cool ant suppl y pipe
4. Attachment for engi ne crankcase vapour recovery and reci rcul ati on pi pe
5. Attachment for engi ne cool ant return pipe
Engi ne
Fuel system
10.
Bravo ft
20v
B UTTERFL Y VAL VE POSI TI ON SEN-
SOR (0.280.122.001)
The sensor is made up of a potentiometer i n-
serted in a pl asti c contai ner whi ch has t wo
fi ns, in whi ch there are t wo openi ngs WI TH-
OUT SL OTS whi ch have the functi on of en-
suri ng the anchorage and the posi ti oni ni ng
of the sensor in relation to the butterfly val ve.
A three pi n socket in the contai ner guar an-
tees the el ectri cal connect i on wi t h the el ec-
troni c control unit.
Duri ng operati on, the i nj ecti on/i gni ti on con-
trol unit provi des the potentiometer wi t h a
suppl y of 5 Vol ts at pi ns (1) and (2).
There is a vol tage at pin 3 whi ch is i nversel y
proportional to the openi ng posi ti on of the
butterfly val ve. Accor di ng to the vol tage sent
by pi n 3 t he control uni t recogni zes the open-
ing condi t i on for the butterfly val ve and sui t -
ably correct s the mixture strength.
Wi th the butterfly cl osed an el ecri cal vol tage
si gnal of around 0.5 Vol t s reaches the control
unit whi ch recogni zes the idle and cut off
condi t i ons (di st i ngui shi ng them on the basi s
of the engi ne speed).
The potentiometer automati cal l y recogni zes
the butterfly idle posi ti on by means of a " sel f-
Recovery -adj ust ment " f unct i on. Thi s el i mi nates the
, , ., . , ,. , adj ustment operati ons and makes it possi bl e
If the sensor fails, the control unit est abl i shes
t 0 a |
,
o w f o r a n y w e a r w h i c h m a y o c c u r f o r
the f ol l owi ng parameters:
t h e b u t t e r f
|
y d o s u r e
posi ti on.
Butterfly openi ng angl e = 10
idle state: air fl ow rate < 12.8 m3/h;
exit from idle state: air f l ow rate > 8 m3/h;
full load state: engi ne load > 6,5 ms and si mul taneous speed > 2000 RPM;
exit from full load state: engi ne load < 6,5 ms or speed < 2000 RPM.
Additional provisions
The engi ne idle speed gradual decrease (dashpot ) and idle sel f -adj ust ment strategi es are st opped.
Wiring connector
P 4 A 2 8 F J 0 2
NOTE The numbers indicate the corresponding control unit pins
28
Print no. 506.670
Bravo
b 20v
En g i n e
Fuel syst em
10.
ENGI NE I DL E
(0.280.140.553)
SPEED ACTUATOR
It is composed of an electric motor whi ch, by
openi ng the f l ow of suppl ementary air (in par-
allel to the fl ow from the butterfly wi th the ac -
celerator released) in the butterfly casi ng more
or l ess, automatically keeps the engi ne i dl e
speed constant, irrespective of the load condi -
ti ons (additional consumers swi t ched on or
not, engi ne hot or col d, et c.).
The openi ng caused by the rotation of the di s-
tributor is control l ed by el ect ri cal ' i mpul ses
processed by a speci al secti on in the i nj ecti on
control unit whi ch causes the distributor to ro-
tate in one direction or the other dependi ng on
the speed at whi ch the engi ne is rotating.
Recovery
If the actuator fai l s, the control unit acti vates different recovery strategies dependi ng on the butterfly
val ve openi ng angl e.
Recovery 1: val ve in recovery posi ti on, near the idle air f l ow rate for:
- short ci rcui t battery V at openi ng or cl osi ng wi ndi ng or openi ng and cl osi ng wi ndi ng;
- open circuit at openi ng or cl osi ng wi ndi ng or at openi ng and cl osi ng wi ndi ng
- short circuit battery V at openi ng wi ndi ng and open ci rcui t at openi ng wi ndi ng
- short circuit battery V at cl osi ng wi ndi ng and open ci rcui t at openi ng wi ndi ng.
Recovery 2: val ve open 0% for:
- short circuit battery V at openi ng wi ndi ng and short ci rcui t to earth at cl osi ng wi ndi ng;
- open circuit at openi ng wi ndi ng and short ci rcui t to earth at cl osi ng wi ndi ng.
- short circuit to earth at openi ng wi ndi ng or cl osi ng wi ndi ng or openi ng and cl osi ng
- short circuit battery V at cl osi ng wi ndi ng and short ci rcui t to earth at openi ng wi ndi ng;
- open circuit at cl osi ng wi di ng and short ci rcui t to earth at openi ng wi ndi ng.
Locki ng the idle sel f -adj ust ment at the current val ues and l ocki ng the i dl e control .
Wi ri ng connector
sponding control unit pins.
Engi ne
Fuel system
10.
Bravo
I) 20v
AIR TEMPERATURE
(0. 280. 130. 073)
SENSOR
The intake air temperature sensor i s, in thi s
versi on, separate from the air f l ow meter: it is
made up of an NTC sensor (Negati ve Tem-
perature Coeffi ci ent) where the el ectri cal re-
si st ance decreases as the temperature i n-
creases.
Si nce the control unit input ci rcui t is de-
si gned as a tensi on divider, thi s t ensi on is di -
vi ded between a resi stance in the control unit
and the sensor NTC resi stance. As a result the
control unit is capabl e of eval uati ng the vari -
ati ons in the resi stance of the sensor through
the changes in vol tage and of thereby obtai n-
ing the temperature information.
Recovery
If, 3 mi nutes after starting, the control unit
detects a temperature (air T) < -35 C or >
130 C for 30 seconds, it assumes air T=20.4
C as a fixed parameter
Additional provi si ons
Locki ng the sel f -adj ust ment of the mixture
strength at current val ues
Wi ri ng connector
P4A30FJ03
2. Fl ow meter
FLOW METER (0.280.217.111)
The air f l ow meter is the " heated fi l m" type;
the operati ng pri nci pl e i s based on a heated
di aphragm whi ch is pl aced in a measuri ng
duct through whi ch the intake air entering
the engi ne f l ows.
The film di aphragm is kept at a const ant t em-
perature (~ 120 C above the temperature of
the ai r) by the heati ng resi stance in cont act
wi t h it.
The mass of air whi ch passes through the
measuri ng duct t ends to remove heat from
the di aphragm therefore, to mai ntai n the l at-
ter at a const ant temperature, a current must
f l ow through the heati ng resi st ance; thi s cur -
rent is measured by a sui tabl e Wheat st one
bri dge.
The current measured i s therefore propor-
ti onal to the mass of air fl ow.
30 Print no. 506.670
Bravo ft
20v
En g i n e
Fuel syst em
10.
1. Connect or
2. Measuri ng duct
3. Hot film sensor
A= Ai r intake
IM OTE This flow meter directly measures the mass of air (and not the volume as on previous versions)
thereby dispensing with the problems of temperature, altitude, pressure, etc.
Description of the operation
The Wheatstone bridge (made up of R3, R2, Rs, Rt +R1) is bal anced when the Rs is at about 120 C
above the temperature of the air. The air whi ch passes through the di aphragm removes heat from the Rs,
therefore the bridge is unbal anced. Thi s si tuati on is detected by the ci rcui t at IC1 whi ch cont rol s the
transistor T1 in a manner whi ch is proportional to the bri dge i mbal ance and as a result more current is
passed through Rh to heat Rs and therefore restore the bal ance for the bridge. The ci rcui t IC2 measures
the current whi ch passes through Rh. Thi s current makes it possi bl e to keep the bridge bal anced and
therefore proportional to the mass of air whi ch passes through the air f l ow meter.
Recovery
In the absence of a si mul taneous error at the
butterfly potentiometer, the idle engi ne load
i s cal cul ated accordi ng to the speed if the en-
gi ne is idling, otherwi se a fi xedengi ne l oad is
al l ocated. If there is a si mul taneous error at
the butterfly potentiometer, the engi ne load
and advance val ues are al l ocated accordi ng
to a table dependi ng on the number of revs.
I C2
Uk(=)
R3Q
C 4 RS
-Hf
R2
RT
I C1
Usub I RS T
- o - t r c r
1 2 3 4
Additional provi si ons
Locki ng the sel f -adj ust ment of the mi xture
strength and idle at current val ues.
Wiring connector
Engi ne
Fuel system
10.
Bravo ft
20v
The graph bel ow shows the sensor char ac-
teristics whi ch can be measured by di scon-
necting the connector and connect i ng an
ohmmeter as shown in the di agram at the
side.
COOLANT TEMPERATURE SENSOR
(0.280.130.026)
The sensor is fitted near the thermostat cas-
ing wi t h the sensi ti ve part in cont act wi t h the
cool ant . It is made up of a brass casi ng
whi ch protects the actual resi sti ve el ement
compri si ng an NTC (Negati ve Temperature
Coeffi ci ent) thermistor, where the el ectri cal
resi stance of the sensor decreases as the t em-
perature i ncreases).
It provi des the control unit wi t h a vol tage
whi ch vari es accordi ng to the temperature of
the engi ne in order to correct the information
concerni ng the air f l ow rate from the f l ow
meter so that accordi ng to the si gnal recei ved
by the sensor the control unit can control the
i nj ecti on of the fuel for a greater length of
ti me, providing the necessary enri chment
when the engi ne is operating at temperatures
bel ow operating temperature.
5000
4000
3000
2000
1000
500
400
300
200-
- 40 - 30- 20- 10 0 60 80 100 120 c
Recovery
If air T < 19.9 C, it is assumed that engi ne T
= air T for three mi nutes, then it i s assumed
that engi ne T = 80 C. If air T ^ 19.9 C, it i s
assumed that engi ne T = 80 C i mmedi atel y.
Locki ng the sel f -adj ust ment of t he mixture
strength and idling at current val ues.
Wiring connector
The numbers indicate the corresponding
control unit pins
32 Print no. 506.670
Bravo
I) 20v
En g i n e
Fuel system
10.
SPEEDOMETER SENSOR
The speedometer sensor (vehi cl e speed sen-
sor) it is composed of a Hall effect sensor and
is l ocated at the differential outlet.
The sensor transmits a si gnal to t he control
unit where the frequency vari es accor di ng to
the speed of the vehi cl e.
The control unit uses thi s i nformati on to i m-
prove the management of t he engi ne i dl e ad-
j ustment actuator and for the CUT- OFF strat-
egy.
The speedometer sensor signal is also
processed to calculate and memorize
the mileage travelled in the control
unit; this information can be read us-
ing the Fiat I Lancia Tester.
PHASE TRANSFORMER
In order to achi eve a good compromi se between the high performance in terms of power at hi gh speeds
and good torque at low speeds, a phase transformer (el ectroni cal l y and hydraul i cal l y operated) i s fitted
for the inlet camshaft.
Thi s devi ce makes it possi bl e to alter the ti mi ng diagram (i nl et phase) accordi ng to the engi ne l oad con-
di ti ons; this parameter is processed by the MOTRONI C control unit on the basi s of the el ectri cal si gnal s
received by the air fl ow meter and the rpm sensor and sent to the phase transformer sol enoi d val ve.
The constructi on of the devi ce i nvol ves a main assembl y fitted on the inlet camshaft whi ch has t he task
of altering the angul ar posi ti on of the act ual shaft in relation to the drive pul l ey.
In addition there is a val ve, operated by an el ectro-magnet, both of whi ch are on the inlet mani fol d and
connected hydraulically to the main assembl y by appropriate ducts.
The operating pri nci pl e is as fol l ows:
- wi th the temperature of the cool ant bel ow 40 C and when the engi ne is idling or the speed exceeds
4800 rpm, the el ect ro-magnet (1) is de-energi zed, therefore the val ve (2) thrust by the opposi ng
spri ng (3) remains rai sed not al l owi ng the oil whi ch is arriving from the duct (A) to reach t he trans-
former.
In this case the timing of the inlet val ves remains unal tered.
With the temperature of the cool ant above 40 " C and wi t h the engi ne speed above idle and bel ow
4800 rpm wi t h the butterfly angl e greater than about 8, the el ectro-magnet (1) is energi zed, thereby
thrusting the val ve (2) downwar ds. In thi s position the oi l , comi ng from the duct (A), enters t he pi s-
ton chamber (B) and from here f l ows vi a a speci al openi ng into the duct (C) i nsi de the latter.
The oil can onl y leave the above menti oned duct vi a the upper port (in cont act wi t h duct (D) suppl y-
ing oil to the transformer) because wi t h the val ve (2) l owered, the l ower port is not in cont act wi t h the
di scharge duct (E).
The oil reaches the chamber (G) through ducts (D) and (F) movi ng the pi ston (4) axi al l y t owar ds the
engi ne; because this pi ston has hel i cal teeth on the out si de this axial movement causes it to rotate in a
cl ockwi se di recti on (as seen from the ti mi ng si de).
Thi s rotation is transmi tted, by means of a straight toothed spl i ed profile, to the pi ni on (5) whi ch,
bolted onto the threaded end of the camshaf t (6), transmi ts the rotation to the shaft, thereby varyi ng
the timing of the inlet val ves by an advance of 9.
When the el ectro-magnet i s de-energi zed, the val ve (2) returns to the original posi t i on, i nterrupti ng the
fl ow of oil under pressure to the chamber ( G) , but al l owi ng the return of the oil to the exhaust , t hanks to
the force of the opposi ng spri ng (7).
Engi ne
Fuel system
10.
Bravo
l j 20v
An addi ti onal duct ensures the l ubri cati on of the bearing on the camshaft even when the devi ce i s not
acti vated.
The oil whi ch reaches the chamber (H) for the el ectro-magnet is di scharged through the drainaqe duct
(E).
Recover y
If the solenoid valve fails, the final stage (driver) in the control unit is deactivated.
1. Sol enoi d valve
2. Val ve
3. Val ve spring
4. Pi ston
5. Pi ni on
6. Camshaft end secti on
7. Pi ston spring
8. Battery
9. Inj ect i on/i gni t i on system relay
10. Phase transformer sol enoi d val ve relay f eed
11. Inj ect i on/i gni t i on control unit
34
Print no. 506.670
Bravo 0 * * En g i n e
Fuel syst em
10.
LAMBDA SENSOR (0.258.003.466)
To meet the strict l egi sl ati on governi ng the
emi ssi on of harmful resi dues from i nternal
combust i on engi nes whi ch require i ncr eas-
ingly more preci se metering of t he ai r/f uel
mixture, the vehi cl e has been equi pped wi t h
a heated Lambda sensor wi t h four wi r es
whi ch measures the oxygen cont ent of the
exhaust gases. For a compl ete descri pt i on of
the Lambda sensor, refer to the Fuel Syst em
sect i on for the 1581 16V engi ne.
The sensor can be rapidly put out of
action by even the slightest
amounts of lead in the fuel.
- Posi ti on the vehi cl e on a lift.
- Di sconnect the negati ve l ead from t he bat-
tery.
- Di sconnect the el ectri cal connect i on under
- Raise the vehicle.
- Remove the Lambda sensor from its hous-
i ng.
- When ti ghteni ng, do not exert force on the
component or it wi l l be irreparably dam-
aofid.
If the Lambda sensor is being re-
placed, when refitting smear anti--
seize grease on the threaded part
(e.g. Bosch VS 14016- FT).
Tightening torque 5 - 6 daNm
Recovery
The Lambda data i s ignored (open l oop) if the
sensor voltage i s > 1,099 V or bet ween 0.400
and 0.518 V for more than 2.55 s.
Locki ng of sel f -adj ust ment of mixture st r en-
gth for sensor vol t age < 0,0879 V for more
than 2.55 s.
Open l oop is consi dered the maxi mum Lam-
bda integrator val ue (FR) for the l ast good
sensor vol tage readi ng < 0.0879 V and s i -
mul taneousl y FR=1. 4.
Locki ng of FR at limit val ue reached for FR >
1.25 or < 0.75 for at least 15 s.
Wiring connector
The numbers i ndi cate the correspondi ng
control unit pi ns.
Engi ne
Fuel system
Bravo
10.
Checki ng the resi stance
The resi stance of the sensor heater can be
measured by di sconnect i ng the connect or
and connect i ng an ohmmeter as shown in
the di agram.
Resi st ance: 4.5 0.5 ohm at 20 C
CHARCOAL FILTER AND FUEL VAPOUR
CUT OUT SOLENOID VALVE
The charcoal filter and the sol enoi d val ve are
l ocated in the right wheel arch.
For the descri pti on of the charcoal filter refer
to the Fuel System sect i on for the 1581 16V
engi ne.
1. Vapour cut out sol enoi d val ve
2. Charcoal filter
Vapour cut out sol enoi d) val ve
(0.280.142.300)
The f unct i on of thi s val ve is to control the
quantity of petrol vapours drawn in by the
acti ve charcoal filter and di rected to the inlet
mani fol d by means of the el ectroni c control
unit.
If this valve is not supplied it is in the open po-
sition; if the key is turned to the ON position, it
cl oses preparing for operation. In effect, if en-
ergized the solenoid val ve (6) attracts the shut -
ter (4) whi ch, overcoming the spring (3) l oad-
i ng, cl oses the port (5) preventing the f l ow of
petrol vapours.
The operati on is control l ed by the el ect roni c
control uni t as f ol l ows:
- during starting the sol enoi d valve remai ns
cl osed, preventing the petrol vapours from
excessi vel y enri chi ng the mixture;
- when t he engi ne has been started up, the
el ectroni c control unit sends a si gnal to the
sol enoi d val ve whi ch modul ates the open-
ing.
In this way the control unit control s the
quantity of petrol vapours sent to the inlet,
thereby preventing consi derabl e vari ati ons
(above al l during i dl i ng) in the mixture
strength.
NOTE The solenoid valve must be fitted
correctly: the arrow on its casing
should be facing the vacuum inlet on
the inlet manifold.
1. Inlet uni on
2. One-way val ve
3. Spri ng
4. Shutter
5. Outlet port
6. Sol enoi d val ve
7. Outlet uni on
36 Print no. 506.670
Bravo
$20v
En g i n e
Fuel syst em
10.
Removi ng-r ef i t t i ng
The procedure is val i d for both the charcoal filter and the vapour cut out sol enoi d val ve. .
- Rai se the vehi cl e;
- remove the right front wheel ;
- remove the rear liner for the right front wheel arch;
- undo the bolt whi ch fi xes the component concerned to the mounting bracket;
- remove the el ectri cal connect i on and the pi pes connect ed;
- remove the component concerned.
Recovery
Locki ng sel f-adj ustment of mixture strength.
Locki ng the sel f -adj ust ment of the fuel anti -evaporati on syst em.
Wiring connector
I NERTI A SWI TCH
In order to i ncrease the degree of safety for
the occupant s of the vehi cl e in t he case of an
i mpact, the vehi cl e is equi pped wi t h an i nt e-
ria swi t ch l ocated inside the passenger com-
partment, under the driver's seat .
Thi s sensor reduces the possi bi l i ty of fire (as
a result of fuel escapi ng from the i nj ecti on
syst em) by de-act i vat i ng the el ect ri c pump
whi ch suppl i es the injection ci rcui t .
For the complete description and the remov-
ing-refitting procedure, refer to the Fuel Sy s -
tem section for the 1581 16V engi ne.
A
After even a slight impact, if there is a
smell of fuel or there are leaks from
the fuel system, do not turn the switch
back on, but search for the problem
and correct it to prevent the risk of
fire.
Engi ne Bravo
| 20v
Fuel system
10.
MULTI-PURPOSE VALVE AND SAFETY AND VENTILATION VALVE
These val ves bel ong to the fuel vapour anti -evaporati on and reci rcul ati on syst em. For their descri pti on
refer to the Fuel System sect i on for the 1581 16V engi ne.
CHECK S/ A DJ USTMENTS AND REPAI R OPERATI ONS TO BOSCH MOTRONI C M 2.10.4
I NJ ECTI ON/ I GNI TI ON SYSTEM APART FROM FAUL T DI AGNOSI S WI TH THE FI -
AT/ L ANCI A TESTER
A
WHEN WORKING ON A VEHICLE EQUIPPED WITH A MOTRONIC INJECTION/IGNITION
SYSTEM THE FOLLOWING PRECAUTIONS MUST BE OBSERVED:
- do not start up the engine with the electrical connection terminals not properly connected or
slack at the battery poles;
- never use a rap'id battery charger to start the engine;
- never disconnect the battery with the engine running;
- to rapidly charge the battery it must be disconnected first from the vehicle's electrical system;
- if the vehicle is going in a drying oven after painting where the temperatures are in excess of
80 C, it is necessary to remove the injection/ignition electronic control unit;
- never attach or disconnect the electronic control unit multiple connector with the ignition
switch in the ON position;
- always disconnect the negative battery lead before carrying out electrical welding on the vehi-
cle.
Remember that this system has a memory which is always supplied (stand-by memory)
wherethe self-adjustment values are memorized. The operation of disconnecting the battery re-
sults in this information being lost but it can be acquired again after a certain mileage; this oper-
ation should therefore be restricted.
EE
A DJ USTMENT OF A CCEL ERA TOR
CONTROL CABL E
The adj ustment of the accel erator cabl e i s ob-
tai ned by movi ng the cl i p (4) in the different
bush (3) spl i nes.
Posi ti on the cl i p in such a way that the head
(1) of the accel erator cabl e freely enters the
sl ot (2) wi t hout altering the engi ne idle
speed.
38 Print no. 506.670
Bravo ft En g i n e
Fuel syst em
10.
REMOVI NG- REFI TTI NG FUEL MANI FOLD COMPL ETE WI TH I NJ ECTORS AND PRES-
SURE REGUL ATOR
Proceed as f ol l ows:
- Di sconnect the fuel suppl y pipe (5) from the
uni on.
- Loosen the band for the return pi pe and di s-
connect the fl exi bl e rubber pi pe from the rigid
pi pe.
- Di sconnect the el ectri cal connect ors from the
i nj ectors.
- Undo the fi xi ng bol ts (7).
- Extract the injector manifold assembly..
- To remove the i nj ectors from the fuel mani -
fol d, remove the cl i p (9).
1. Fuel manifold P4A 39FJ O2
3. Inj ectors
4. Vacuum pick up from engi ne inlet mani fol d
5. Fuel suppl y pi pe from the el ect ri c pump
6. Fuel return pi pe to the tank
7. Bol ts fixing fuel manifold and i nj ectors
8. Pressure regulator clip on fuel mani fol d
9. Inj ector cl i p on fuel manifold
Engi ne
Fuel syst em
10.
Bravo
b 20v
CHECK S ON FUEL SUPPL Y CI RCUI T
1st Tes t
Checki ng f uel r egul at i on pr essur e
- Di sconnect the fuel suppl y pipe to the
mani fol d from the uni on shown by the ar-
row;
- Pl ace pressure gauge 189589000 wi t h
both taps A and B in the open posi ti on be-
t ween the end of the pipe di sconnect ed
and the fuel mani fol d;
I FI HAI TI
- operate the el ectri c fuel pump wi t h the en-
gine swi t ched off wi t h the help of the Fi -
at /Lanci a Tester acti vati ng the " fuel pump"
test;
- the pressure reading on the pressure gauge
shoul d stabi l i ze in these test condi t i ons at
around 3 bar. If the pressure is i nsuffi ci ent,
carry out the 2nd test.
2 n d Tes t
Checki ng maxi mum f uel suppl y pr es-
sur e (or el ect r i c pump ef f i ci ency)
The same connect i ons as for the previ ous test
appl y.
- Cl ose lever A for the fuel tap (downst ream
of the pressure gauge);
- operate the el ectri c pump wi th the engi ne
swi t ched off, as descri bed in the previ ous
test: the pressure shoul d reach 6 bar and
not exceed 7.5 bar (pump safety val ve cal i -
brati on). If thi s is not the case, repl ace the
el ectri c pump because it i s defecti ve.
40 Print no. 506.670
Bravo S i En g i n e
Fuel syst em
y i o J
1
i r - r r ITrf ~ ^ r - f T
10.
i Fl l l Al Tl
If in the 1 st test (see previ ous page) the pres-
sure val ue was more than three bar it is nec-
essary to:
- di sconnect the fuel return pi pe (at the con-
necti on point (1) wi th the rigid fuel return
pipe to the el ectri c pump) and pl ace it in a
sui tabl e contai ner for col l ect i ng the f uel .
- pl ace both taps A and B in the open posi -
ti on;
- operate the el ectri c pump wi t h the engi ne
swi t ched off, as descri bed on the previ ous
page, then read off the val ue reached on
the pressure gauge:
a. if it reaches 3 bar, check the fuel return
pipe to the tank because it i s obstructed
or bent;
b. if it exceeds 3 bar, then the pressure r eg-
ulator must be replaced because it is de-
fective.
3r d Tes t
Checki ng i nj ect or s seal
To check whether the i nj ectors are dri ppi ng,
si mpl y implement the connect i ons for the 1 st
test (checki ng regulation pressure), then op-
erate the el ectri c pump wi t h the engi ne
swi t ched off. When the regul ati on pressure i s
reached, cl ose the control lever B and, at the
same time, restrict the fuel return pipe to the
tank; a pair of pliers shoul d be used so as not
to damage the pi pe.
Thi s operation is necessary to di st i ngui sh be-
t ween a real leak from the i nj ectors and the
imperfect seal of the fuel pressure regulator
f l ow val ve.
Then:
- swi t ch off the el ectri c pump;
- observe whether the pressure remains const ant for around 60 seconds as soon as it stabi l i zes (i .e. de-
creases sl i ght l y).
If thi s is not the case, there is a leak from one or more injector or from a uni on.
- If thi s is the case, remove the fuel mani fol d from the inlet mani fol d, keepi ng the connect i on wi t h t he
pressure guage.
- Repeat the previ ous test l eavi ng the pressure gauge tap open.
- After having operated the el ectri c pump wi t h the engi ne swi t ched off, vi sual l y i nspect for dri ps from
the injectors or from any connect i ng sect i ons.
Repl ace any i nj ector whi ch is dripping and/or renew the defecti ve seal whi ch is l eaki ng.
Bravo fti
20v
Engi ne
Fuel system
10.
CHEKCI NG ENGI NE I DLE SPEED
If the engi ne idle speed is not 750 50 rpm and the i nj ecti on/i gni ti on control unit is the sel f -adj ust i ng
type, it i s not possi bl e to adjust it, therefore it is necessary to check that the accel erator l i nkage is cor -
rectly adj usted and to then search for the cause of the problem by carryi ng outa compl ete fault di agnosi s
using the Fi at /Lanci a Tester.
CHECKI NG CONCENTRATI ON OF POLLUTANT EMI SSI ONS
The Motroni c M 2.10.4 system ensures a const ant check on the idle speed and the CO percentage
through t he sel f-adj ustment of the syst em, thereby making any outsi de adj ustments superf l uous (there
are no adj ustment scr ews). However, a check on the content of the exhaust gases downst ream of the
catal yzer can provide preci ous i ndi cat i ons on the operation of the i nj ecti on/i gni ti on syst em, the engi ne
parameters and the catal yzer.
Checki ng i dl e concent r at i on of CO and HC
The concentrati on of carbon monoxi de (CO) and unburnt hydrocarbons (HC) is measured wi t h the cat -
alyzer at operating temperature (300 - 350 C) (it is advi sabl e to drive " hard" for around 5 - 1 0 mi nutes
to make sure that the catalyzer reaches operati ng temperature), t hen insert the sui tabl y tester probe at
least 30 cm into the end of the exhaust pipe as shown in t he di agram.
If the shape of the end secti on of t he exhaust pi pe is such that the sensor cannot be compl etel y i ntro-
duced, a speci al ext ensi on pipe must be added whi ch ensures the seal in t he j oi n area.
1. Check that the CO and HC concent rat i ons are wi thi n the val ues gi ven in the table;
2. If t he CO value is not wi thi n t he recommended fi gures, it is necessary to check:
- the correct operati on of the Lambda sensor, usi ng the Fi at /Lanci a Tester;
- the presence of air penetration in the area surroundi ng the Lambda sensor housi ng;
- the injection and ignition syst em (i n par t i cul ar t he st at e of wear of t he spar k pl ugs).
3. If the HC value is outsi de of the recommended limits, the cause of the problem shoul d be sought in
the i ncorrect engi ne timing or t he decreased effi ci ency of the catal yzer.
CO (%) HC (p.p.m.) C02 (%)
< 0,35 ^ 90 > 13
Tabl e summar i zi ng pol l ut ant
emi ssi on t ol er ances down-
st r eam of t he cat al yzer
42 Print no. 506.670
Bravo ft
20v
En g i n e
Fuel syst em
10.
DIAGNOSIS
The complete di agnosi s of the system is possi bl e through active di al ogue wi t h the Fi at /Lanci a Test er.
If a failure is detected for the sensors the el ectroni c control unit repl aces the information comi ng from
the faulty sensor wi th information memorized (r ecover y) so that the engi ne can still operate. The de-
tecti on of the problem i nvol ves it being memorized permanently and the excl usi on of the sensor from t he
system until the si gnal is compati bl e once agai n.
The same procedure is appl i ed if the problem i nvol ves an actuator or its control holder. The detecti on of
the problem and the repl acement wi th recovery data i nvol ves si gnal l i ng the problem by the speci al war -
ni ng light in the instrument panel comi ng on.
The parameters whi ch can, in the case of a breakdown, be managed by the control unit are: f l ow meter,
i dl e adjustment actuator, cool ant temperature sensor, butterfly valve posi ti on sensor, Lambda sensor, air
temperature sensor, battery voltage and detonati on sensors. If there are problems wi t h the control uni t,
the timing sensor or the i nj ectors, the system does not detect the problem and the vehi cl e breaks down.
The problems can be read by an operator on the control unit usi ng the Fi at /Lanci a Test er.
Detecting problems
Thi s is carried out duri ng the basi c functi on whi ch manages the sensor/act uat or.
Memorizing the error and the structure of the errors memory
The errors are memorized in the control unit in the order in whi ch they occur in the RAMS. For each of
them the l ocati on and type of error, 2 envi ronmental condi t i ons (speci f i c to each type of probl em) mea-
sured the moment in whi ch the problem is detected and a frequency counter is memori zed.
Cl assi fi cati on of the defect
If a defect is recogni zed for the first time and the error state persists for a time t > 0.5s, the defect is me-
morized as " permanent" . If this defect then di sappear, it is memorized as " intermittent" and " not pre-
sent " . If it then reappears, it remains memorized as " intermittent" , but becomes " present" .
The cl assi fi cati on of a problem as " permanent" acti vates the recovery f unct i ons; when the problem di s-
appears the normal functi on of reading or implementation is restored.
Certai n types of problem are cl assi fi ed as " important" , i.e. in terms of anti -pol l uti on regul ati ons. The pre-
sence of these problems is si gnal l ed to the user by means of the failure warni ng light in the i nstrument
panel comi ng on.
Frequency counter
For each error there is a frequency counter, whi ch is used to determine the moment in whi ch a probl em
whi ch is no longer present has been memori zed. The first time the problem is detected, the counter is set
at 10. If the fault di sappears, the counter remai ns at the current val ue. If it reappears, it is i ncreased by 1
(to an upper limit of 50).
The counter is decreased each time the engi ne is started up wi thout the fault reappeari ng. If the count er
reaches zero then the fault is automati cal l y cancel l ed from the memory.
If after having decreased the counter the fault shoul d reapper, the counter returns to a val ue of 10 (if, ho-
wever, it is greater than 10, it is not al tered).
Signalling fai l ures
The failure warni ng light comes on when there is a defect memorized as " present" and " i mportant" .
The delay time between detecti ng the problem and the warni ng light comi ng on is 0.1 seconds; the de-
lay time between the di sappearance of the problem in the memory and the warni ng light goi ng out is 4
seconds.
The warning light comes on each time the ignition key i s turned to the ON posi ti on. If there are " i mpor-
tant" problems already present, the warni ng light goes out after 4 seconds.
Engi ne Bravo ft**
Fuel system
10.
Cancelling the error
When the frequency counter reaches the val ue 0, the error is cancel l ed and so are the parameters associ -
ated wi t h it.
The immediate cancel l i ng of the entire errors memory takes pl ace in the f ol l owi ng cases:
- by means of the " cancel errors memory" command sent by the tester;
- by interrupting the suppl y to the i nj ectors control unit (di sconnect i ng the battery or the connect or for
the control uni t).
Fault diagnosis wi t h the Fi at /Lanci a Test er
On the right hand si de of the engi ne compartment (near the engi ne oil di p st i ck) is the di agnost i c socket
to whi ch the Fi at /Lanci a Tester is connect ed.
The exchange of data between the control unit and the Tester takes pl ace vi a a two di recti on serial line
(line K) usi ng the standard Bosch communi cat i on protocol .
The Test er can suppl y the f ol l owi ng i nformati on:
- di spl ay of the errors;
- di spl ay of engine parameters;
- acti ve di agnosi s.
List of errors
Rpm sensor
Butterfly potentiometer
Battery
Lambda sensor
Injector
Idle speed actuator
Petrol vapour sol enoi d val ve
Actuator relays
Control unit
Fl ow meter
Ti mi ng sensor
Detonati on sensor
Speedometer sensor
Phase transformer
Fiat CODE
Loss of si gnal
C C .
C C .
C A - C C .
Suppl y> 16,01V.
Suppl y < 10V.
C A - C C - Incorrect CO val ue
C C
C C
C C
C C
Operati ng problems for the mi cro-processor or
control unit memori es are si gnal l ed.
C C
Si gnal mi ssi ng or not pl ausi bl e
C C
C C
Code not recogni zed or not recei ved
44 Print no. 506.670
Bravo fti
20v
En g i n e
Fuel syst em
10.
Parameters displayed
Engi ne rpm
Inj ecti on time
Advance
Intake air temperature
Butterfly valve openi ng angl e
Battery voltage
Lambda sensor
Sel f-adj ustment
Fl ow meter
Engi ne knocki ng (detonati on)
Vehi cl e speed
Petrol vapour cut out sol enoi d valve
Fiat CODE
Mi l eage travelled
Active diagnosis
The fol l owi ng acti ve tests can be carried out usi ng the Fi at /Lanci a Tester:
- Phase transformer
- Injector
- Failure warni ng light
- Petrol vapour sol enoi d val ve
- Air condi ti oni ng
- Cancel l i ng errors.
If there are problems wi t h the sensors, the control unit repl aces the val ue transmitted by the sensor wi t h
a so called Recovery val ue whi ch, dependi ng on the different probl ems, is stored in the control unit
memory or is speci al l y reconstructed from the other information avai l abl e, in order to al l ow the vehi cl e to
reach a servi ce centre.
Thi s value is al so transmitted to the Fi at /Lanci a Test er, therefore, during the fault di agnosi s it i s wort h
bearing in mind that in t he case of probl ems the Fi at /Lanci a Tester wi l l si gnal the error for the sensor
concerned and the Recovery val ue wi l l be di spl ayed.
Permanent memory
The control unit is equi pped wi th a permanent t ype errors memory ( EEPROM) , i.e. the error i ndi cati on
is preserved even if the cause of the problem no longer exi sts and the key has been turned to the OFF po-
si ti on; it also has a volatile type memory (RAM) whi ch, on the other hand, l oses the error i nformati on
as soon as the cause di sappears.
Thi s also al l ows the more effective detecti on of errors of an occasi onal nature.
Before ending the fault di agnosi s the cont ent s of the permanent memory shoul d be cancel l ed usi ng
the Fi at /Lanci a Tester in Act i ve Di agnosi s.
The contents of the permanent errors memory can be cancel l ed in the fol l owi ng ways:
1 - Usi ng the Fi at /Lanci a Tester in acti ve di agnosi s.
If thi s is not the case, when the Fi at /Lanci a Tester is reconnect ed the errors al ready exami ned are si g-
nal l ed.
2 - If the cause of the error is no longer present and the engi ne has been started up 5 ti mes (worki ng for
^ ^ ^ e a s t 20 mi nutes) wi t h a gap of at l east 2 mi nutes between one starting and the next.
Disconnecting the control unit from the system, even for long periods of time, does not cancel
the contents of the ((permanent)} memory.
Recovery
Bravo-Brava Engi ne
Contents
10.
FUEL SYSTEM
page
Removi ng-refi tti ng i nj ecti on pump on
vehi cl e 1
- Removi ng i nj ecti on pump 1
- Refitting i nj ecti on pump 4
- L UCAS FT05 i nj ecti on pump . 5
Adj ust i ng pump ti mi ng on engi ne 6
- Fitting pump and checki ng advance
on engi ne 6
- Fitting i nj ecti on pump 6
- Fi nal check 7
Possi bl e adj ustments on i nj ecti on pump
fitted to engi ne 7
- Ant i -st al l speed adj ustment 7
- Checki ng antistall scr ew setti ng 8
- Adj ust i ng engi ne top speed 8
Bl eedi ng pump hydraul i c ci rcui t 9
- Bl eedi ng air from di esel fuel 10
- Repl aci ng cartri dge fuel filter 10
Faul t di agnosi s 11
- Introducti on 11
- Test tabl es ] 2
Checki ng exhaust smoke usi ng
opaci meter 16
Fuel system diagram " 18
Ai r intake ci rcui t di agram 19
Copyright Fiat Auto
Bravo-Brava ft En g i n e
Fuel syst em
10.
REMOVING-REFITTING INJECTION
PUMP ON VEHI CLE
Removing injection pump
1. Unscr ew the bolts indicated and remove
air intake assembl y wi t h connect i on
sl eeve to air cl eaner contai ner.
2. Remove the fol l owi ng parts from t he
pump:
1. Fast idle cabl e.
2. Accel erat or cabl e.
3. El ectri cal connect i on for engi ne st op
sol enoi d (el ect rost op).
4. Fuel del i very line.
5. Fuel return line to tank.
6. Fuel return line from i nj ectors.
3. Di sconnect fuel delivery l i nes from i nj ec-
tors usi ng tool 1852138000.
4. Di sconnect fuel delivery l i nes from i nj ec-
ti on pump to i nj ectors.
P4A01DJ04
Engi ne
Fuel syst em
Bravo-Brava
!
SP>
10.
P4A02DJ03 P4A02DJ02
1. Remove timing belt by unscr ewi ng the
nuts i ndi cated and the two retai ni ng bolts
and nuts l ocated on the rear end.
2. Loosen the scr ew retaining the mobi l e belt
tensi oner.
3. Remove the ti mi ng belt.
4. Prevent i nj ecti on pump pul l ey turni ng us-
ing tool 1860765000 and unscr ew the
pul l ey retaining bolt.
5. Use tool 1860886000 to remove the i n-
j ect i on pump pul l ey from the tapered fit-
t i ng.
P4A02DJ05 P4A02DJ04
P4A02OJ07 P4A02DJ06
Bravo-Brava ft En g i n e
Fuel syst em
10.
1. Unscr ew the bolts i ndi cated and di scon-
nect the i nj ecti on pump retaining bracket
from the support beam fastened t o t he en-
gi ne bl ock
2. Use tool 1850167000 to unscrew the nuts
shown.
3. Unscr ew the socket scr ew retai ni ng the
i nj ecti on pump to the mount.
4. Di sconnect the rear retaining bracket and
remove the pump from the engi ne bay.
P4A03DJ03
P4A03DJ04
Engi ne
Fuel system
Bravo-Brava fti
10.
P4A04DJ05 P4A04DJ03
Refitting injection pump
To refit the injection pump, reverse
the order of removal operations and
carry out the following checks:
1. Position the i nj ecti on pump drive pul l ey
so that the reference mark on the gear i s
al i gned wi t h the reference mark on the
rear timing belt cover.
2. Check not ches on alternator pul l ey
(dampi ng f l ywheel ) and cool ant pump are
properly al i gned.
3. Cheek that the notch on the timing dri ve
gear is al i gned wi th the hol e on the rear
timing belt cover.
4. Al so check that the notch on the gearbox
bell housi ng corresponds wi t h the not ch
on the f l ywheel .
5. Fit the timing belt.
Check belt condi t i on every 60000 km and
repl ace if:
- it is soaked in oil or cool ant ;
- it shows si gns of cr acks or broken
teeth;
- it is frayed or tooth profi l es are wor n.
A
Replace the toothed belt every
120,000 Km or during service opera-
tions involving removal at mileages in
excess of 30,000 Km.
P4A04DJ07 P4A04DJ06
Fuel syst em
10.
Adjust toothed timing belt tension as follows:
Fit part 1860745200 to tool 1860745100.
Then posi ti on wei ght at a di st ance of 120 mm
along the calibrated rod and secure.
Appl y the resul ti ng tool to the mobi l e belt
tensi oner as shown in fi gure. Adj ust j oi nt to
move cal i brated rod to a hori zontal posi t i on.
Then ti ghten j oi nt retaining scr ew.
Settle the toothed belt by turni ng the
crankshaft through t wo turns in t he di recti on
of rotation. Ti ghten mobile belt t ensi oner re-
taining scr ew.
The cal i brated rod may move away from the
horizontal duri ng the final st age. In t hi s case,
adj ust j oi nt agai n to restore cal i brated rod to
its original position and repeat the operat i on.
Ti ghten mobi l e belt tensi oner to the speci f i ed
final torque.
LUCAS FT05 injection pump
1. Maxi mum rpm adj ustment scr ew.
2. Ant i -st al l adj ustment scr ew.
3. Fitting for adj usti ng pump ti mi ng on en-
gi ne.
4. Fast idle adj ustment scr ew.
5. Fast i dl e control lever.
6. Choke advance valve control rod.
7. Choke advance val ve.
8. Engi ne stop sol enoi d protecti ve cover.
9. Transfer pressure val ve (*).
10. Fi tti ngs for di esel del i very l i nes to i nj ec-
tors.
11. Fitting for di esel return line from i nj ec-
tors.
12. Fitting for di esel return line to tank.
13. Accel erat or control lever.
14. Fi tti ng for di esel delivery line from filter.
15. Enri chment f l ow cut -out or suppl ement
val ve.
16. Aut omat i c advance devi ce.
17. Fi at CODE system interface ECU.
(*) Thi s val ve performs the fol l owi ng f unc-
tions:
a. Creat es transfer pressure generated by
vane pump.
b. Control s transfer pressure on the basi s of
engi ne rpm
c. Al l ows pump to fill wi t h di esel duri ng
st art -up (pri mi ng)
P4A05DJ03
Engi ne
Fuel system
Bravo-Brava ft
10.
INJECTION PUMP OPERATION ON ENGINE
Fi tti ng pump and checking advance on engine
A
Tools required: n 1865091000 comprising probe sty-
lus (C), mount (B) and centesimal dial gauge (A) no.
1895885000.
Pump must also bear label (E) glued to the top. Above
this is the installation gap in mm.
Fi tti ng injection pump
Fi rst of al l , check accuracy of timing as a precauti on:
- Move pi ston of first cyl i nder to a posi ti on cl ose to TDC.
- Fit i nj ecti on pump (D) to its mount. Ensure ridge on pump
gear is al i gned wi t h inner pump drive shaft spl i nes but do
not ti ghten nuts retaining pump to mount ful l y.
- Remove al umi ni um cap wi t h fitting for socket wr ench from
fitting on top of pump.
- Turn crankshaft agai nst di recti on of rotation through about
20.
- Ti ght en tool (B) wi t h probe (C) and di al gauge (A) into the
threaded seat on top of the pump.
N OTE In this position, probe (C) will come into contact with
a seat in the pump and not against pump distributor
ce between pump seat and the position of a
(or rotor) drive dowel is used to achieve
mp setting on engine: when pump is tur-
; touches drive dowel. The above fitting di-
indicated on label (E) attached to each
A. Dial gauge.
B. Tool 1865091000 for checki ng advance.
C. Probe pl unger.
D. Inj ecti on pump.
E. Label wi t h fitting gap.
P4A06DJ02
Bravo-Brava fto En g i n e
Fuel syst em
10.
- Secure di al gauge (A) on plunger ( C) . Ensure that gauge i s fitted wi t h a preload of 10 - 1 5 mm, t hen
zero.
- Turn pump in its sl ots to move top of pump away from the cyl i nder assembl y (maximum del ay posi -
t i on).
- Turn the crankshaft in its direction of rotation until piston no. 1 is turned exactly to TDC.
Never turn crankshaft against its direction of rotation. Otherwise tool or pump may be damaged.
Read di stance off di al gauge. Then turn pump sl owl y in its sl ot s until di al gauge shows exact fi tti ng
di stance i ndi cated on pump label (e.g. 8.52 mm).
Now tighten pump retaining scr ews ful l y.
Fi nal check
- Turn crankshaft in its direction of rotati on by a f ew revol uti ons (at least 2) until piston no. 1 i s exact l y
at TDC. The dial gauge reading shoul d correspond to the readi ng printed on the pump l abel . Ot her-
wi se, repeat procedure descri bed above wi th greater accuracy.
POSSIBLE ADJUSTMENTS ON INJECTION PUMP FITTED TO ENGINE
Before adjusting pump, engine must be at service temperature, i.e. radiator cooling fan must
have come on at least twice.
Ant i -st al l speed adjustment
1. Interpose a spacer measuri ng exact l y 2
mm bet ween anti -stal l adj ust ment
scr ew (2) (see figure on previ ous page)
and accel erator control lever.
2. Turn on engi ne and adj ust speed to 1600
100/mi n, usi ng a socket wr ench to
turn anti -stal l adj ustment scr ew (2).
3. Remove 2 mm spacer.
Copyright Fiat Auto
1.
1
Engi ne Bravo-Brava fti *
Fuel system
10.
4. Adj ust idle speed to 78050/ mi n by means of idle adj ustment scr ew (4) (see fi gure on page 7) after
l ooseni ng l ocknut. After adj ustment, ti ghten idle adj ustment scr ew l ocknut.
5. Move idle control and fuel cut-off lever (18) by hand (see figure on page 7) t oward cut-off posi ti on
by 0.5 -1 mm. The engi ne shoul d tend to stal l or at l east speed shoul d drop. If thi s does not occur, re-
peat the previ ous adj ustments descri bed at poi nts 1 - 2 - 3 - 4 to obtai n a new engi ne speed that still
lies between 78050 rpm: then repeat test until a posi ti ve result i s obtai ned.
Checking anti stal l scr ew setti ng
Accel erate engi ne to maxi mum speed, then rel ease accel erator compl etel y: speed shoul d drop steadi l y
to idle level wi t hout fl uctuati ons or j udder. Ot herwi se adj ust anti -stal l scr ew as f ol l ows:
- if decel erati on is too sl ow, unscrew anti -stal l adj ustment screw (2) by 1/4 turn
- if decel erati on is too fast, ti ghten anti -stal l adj ustment scr ew (2) by 1 / 4 turn.
Adjusting engine top speed
Move accel erator control lever to end of its travel . If maxi mum speed of 5150 50 rpm is exceeded, ad-
j ust maximum speed scr ew (1) by ti ghteni ng until engi ne speed is as speci f i ed. Then ti ghten nut of
screw (1) and appl y a l ead seal .
1. maximum rpm adj ustment scr ew
2. anti -stal l adj ustment scr ew.
P4A08DJ01
Fuel syst em
10.
BLEEDING PUMP HYDRAULIC CIRCUIT
If engi ne stalls due to lack of fuel or if fuel l ow pressure l i nes have been di sconnect ed or fuel filter has
been changed, proceed as f ol l ows to facilitate pump sel f -pri mi ng:
- unscrew fittings fasteni ng delivery l i nes to i nj ectors (A);
- start engi ne and run until fluid emerges from open injector fittings;
- keep engi ne runni ng and ti ghten injector fittings.
If engi ne wi l l not start, check all fuel inlet pipe uni on points (D) and al so fittings (E). Repl ace seal was h-
ers to eliminate the possi bi l i ty of air l eaks.
P4A09DJ01
Diagram showing fuel system connections
Engi ne Bravo-Brava
Fuel system
10.
Bl eedi ng ai r f r om di es el (See illustration on previ ous page)
Each time the oil is changed, bleed off the water from the fuel filter as f ol l ows:
- unscrew water bleed scr ew (B) under filter,
- unscrew air bleed scr ew (C) above the filter.
Start up engi ne and let water and fuel emerge until no more water is present, then ti ghten water bl eed
screw (B) beneath filter and air bleed scr ew (C) above filter.
Replacing cartridge fuel filter
Change di esel filter every 15,000 km. Proceed as f ol l ows to change:
- lubricate rubber cartri dge seal ,
- fill filter cartridge wi t h di esel (in order to reduce sel f -bl eedi ng peri od),
- tighten cartridge until it t ouches the mount,
- tighten cartridge by 6/8 turn (to obtai n torque of 1.3 - 1.6 daNm).
Thi s is achi eved usi ng numbered not ches engraved on the cartridge. For exampl e when the cartri dge is
moved into contact wi t h the mount, make a mark on the mount agai nst one of the not ches engraved on
the filter. Then tighten filter through 6 further not ches after the reference not ch.
Reference Reference
mark
/ * \
mark
f * Cartridge CO -J h-* Cartridge i n-]
3
Tightening by hand Tightening to torque
(6 notches)
P4A10DJ01
Method for tightening cartri dge fuel filter to torque
Bravo-Brava $ En g i n e
Fuel syst em
10.
FAULT DIAGNOSIS
Introduction
The main di fferences experi enced when worki ng on a Di esel engi ne, compared to a petrol engi ne, are as
f ol l ows:
1) The diesel fuel system is dri ven by an i nj ecti on pump and al so compri ses:
- a tank and t wo fuel feed and return l i nes;
- a fuel filter (wi t h hand pump for bl eedi ng fuel syst em);
- injectors wi t h high pressure inlet l i nes;
- preheating devi ce for starti ng engi ne when col d;
- an engi ne arrest devi ce.
A
The injection pump is the most reliable part of the fuel system due to very low component wear
and low likelihood of incorrect adjustment.
Engine failure should not immediately be attributed to the injection pump but more probably to
one of the other fuel system components.
2) The combusti on process wi t hi n a Di esel spont aneous fuel sel f -i gni t i on engi ne produces very hi gh
temperatures. Coupl ed wi th the fact that the fuel i nevi tabl y cont ai ns t races of sul phur, thi s deter-
mines:
- greater t endency than petrol engi nes to produce sparks and t hus greater wear on movi ng parts,
particularly t hose cl ose to the combusti on chamber;
- greater t endency of piston rings to become bonded in their seats.
It is very important to change the fuel filter every 15,000 km.
Use only specified lubricant oil grade. Engine oil must be changed every 7500 km. If vehicle is
used under heavy conditions (mainly town driving, continuous mountain driving, towing of
trailers or caravans, routes through dusty areas) change oil more frequently, particularly when
the temperature exceeds 25C.
Make sure injectors are always efficient in order not to increase productiorrvf uncombusted
products during engine operation.
3) The combusti on process in spont aneous sel f-i gni ti on di esel engi nes al so gives rise to higher engi ne
noi se levels (*) wi t h the producti on of combust i on knock cl earl y di scerni bl e from outsi de.
Al though thi s phenomenon has been greatly reduced in present -day engi nes wi th prechambers, it is
still present, particularly at l ow speed, but tends to di mi ni sh at medi um-hi gh speeds.
NOTE If the injection pump is advanced only slightly in relation to correct timing setting, combus-
tion knock is considerably accentuated.
4) An indirect i nj ecti on Di esel engi ne needs a prechamber preheati ng devi ce (rapid gl ow pl ugs and
ECU) to faci l i tate fuel sel f -i gni t i on when the engi ne is col d and hence engi ne st art -up.
A speci al sol enoi d is used to turn off the engi ne (whi ch occur s when the fuel suppl y to the i nj ect i on
pump ceases). Thi s opens up fuel f l ow in the i nj ecti on pump when the ignition key is in MARCI A
position and turns it off when the ignition key is turned to STOP.
(*) Engine running noise: this is due to an excessive fuel pressure gradient, i.e. the ratio between pressure developed by
combustion and corresponding crankshaft angles of rotation.
Engi ne Bravo-Brava fto
Fuel system
10.
Test t abl es
This fault diagnosis table is applicable only if the engine is efficient and the electrical equipment
has been properly checked.
ANOMALY CAUSE REMEDY
When warm, the engine
wi l l not start or st art s
wi t h difficulty
Tank empty, ventilate blocked tank
Water in fuel
Air in fuel system
Injection order does not corre-
spond to firing order
Engine arrest sol enoi d short-ci r-
cuited
Fittings loose, leaks from pipes,
pipes broken
Injectors defective or excessively
dirty
Incorrect injection pump timing
Incorrect injection pump setting
Drain water from filter, cl ean filter
and bleed air
Bleed and eliminate air leaks into
system
Fit pipes from pump to injectors in
correct order
Check electrical leads and/or re-
place sol enoi d
Tighten fittings and eliminate leaks
Clean injectors, check and/or re-
place
Restore correct injection pump
timing and adjust advance
Check injection pump timing at
bench
When col d, engine does
not st art or st art s wi t h
di ffi cul ty
Tank empty, ventilate blocked tank
Water in fuel
Air in fuel system
Heavy paraffin bui l d-up in fuel fil-
ter
spond to combustion order
cuited
pipes broken
Pre-heati ng circuit defective
dirty
Drain water from filter, cl ean and
bleed
Bleed air and eliminate leaks in sy-
stem
Replace filter and use wi nter-type
fuel
Fit injection pipes from pump to i n-
jector in the correct order
place sol enoi d
Check gl ow plugs and ECU
Clean injectors, check and/or re-
place
Check injection pump timing at
bench
1
Bravo-Brava
!
SPi En g i n e
Fuel syst em
10.
Engine mi sses when
idling
Fuel outlet and inlet fittings on i n-
jection pump exchanged
Fit fittings correctly
Check injection pump setti ng at
test bench
correct order
Air in fuel system Bleed and eliminate air leaks into
system
Uneven idling wi t h en-
gine warm
pipes broken
dirty
Cl ean injectors, check and/or re-
place
Incorrect injection pump setting Check injection pump setting at
test bench
Tank ventilation defective Check tank ventilation
Fuel delivery and return lines on i n-
jection pump changed over
system
Fuel filter blocked Replace filter
Engine runs irregularly
or mi sses
pipes broken
Fuel and injection lines blocked or
restricted
Check lines: repair or replace
Water in fuel Drain water from filter
Incorrect injection pump timing Restore correct injection pump
timing on test bench
dirty
Cl ean injectors, check and/or re-
place
Incorrect injection pump setting Check injection pump setti ng at
test bench
Copyright Fiat Auto
13
Engi ne Bravo-Brava
Fuel system
10.
spond to combusti on order
correct order
Fuel delivery and return lines on i n-
j ecti on pump changed over
system
Engi ne not effi ci ent
(road performance un-
sat i sf act ory)
Fuel filter bl ocked
pipes broken
Fuel and injection lines blocked or
restricted
Replace filter
Tighten fittings and eliminate l eaks
Check lines, repair or replace
Air cleaner bl ocked
Replace filter element
Engine will not reach maximum
rated speed
Adjust top speed by means of
screw on injection pump
Injectors defective
Check and/or replace injectors
(delayed)
test bench
spond to combusti on order
Fit injection pump lines in correct
order
pipes broken
Excessi ve fuel con-
sumpti on
Idle speed too high Adjust idle speed by means of
screw on injection pump
test bench
Engi ne wi l l not st op
cuited
place solenoid
Bravo-Brava $<> En g i n e
Fuel syst em
10.
correct order
Air cleaner blocked
Replace filter element
Black smoke at exhaust
Injectors defective Check and/or replace injectors
test bench
Fuel inlet and outlet lines changed
over on injection pump
system
Fuel filter blocked
Replace filter
White smoke at exhaust Fuel and injection lines blocked or
restricted
Check lines, repair or replace
-
Injectors defective
(delayed)
Check injection pump setting at
test bench
system
Engine wi l l not reach
maximum rated rpm
Injectors defective
(delayed)
Injectors defective Check and/or replace injectors
Excessi ve engine noi se
(advance)
test bench
Engi ne
Checks and adj ustments
Bravo-Brava fti
10.
CHECKING EXHAUST SMOKE USING
OPACIMETER
Start up vehi cl e engi ne and al l ow to warm
up to servi ce temperature (radi ator cool i ng
f an comes on t wi ce).
Posi ti on opaci meter measurement unit f i rm-
ly near the vehi cl e exhaust pi pe (pl ace
opaci meter fume exhaust down wi nd)
Connect hose of measurement unit to vehi -
cl e exhaust pi pe.
Connect and adj ust equi pment as i nstructed
by the Manufacturer.
Pump accel erator pedal three ti mes qui ckl y to
the floor until rpm limiter t hreshol d speed i s
reached.
Carry out measurements over fi ve successi ve
full accel erator pedal pumps.
Note maximum val ues achi eved.
Take the ari thmeti c mean of t he three cl osest
readi ngs to obtai n the test resul t.
If more than one set of three readi ngs is sui t -
abl e, choose the one wi t h t he hi ghest mean.
If exhaust smoke level exceeds 70%,
carry out the tests desribed overleaf.
A
Bravo-Brava fto En g i n e
Checks and adj ustments
1
P4A17DJ 01
Check air cl eaner condi ti on
3
b
Check valve cl earance and/or ti mi ng
P4A17DJ 05
Check injectors are perfectly cl ean
Numbers at top of illustrations indicate order of operations.
10.
P4A17DJ 02
Check i nj ecti on pump timing and/or output
4
P4A17DJ 04
Check i nj ector setting
P4A17DJ 06
Check compressi on ratio
Copyright Fiat Auto
17
Engi ne
Fuel system
Bravo-Brava ft
10.
FUEL CIRCUIT DIAGRAM
NOTE Due to the specific shape of the tank,
an air pocket will build up at the bottom
fuel is added and prevent the tank be-
ing properly filled. Line (4) allows air to
flow form the lower part to allow the
tank to be completely filled.
1. Inj ecti on pump.
2. Fuel delivery line from filter to pump.
3. Excess fuel return line from pump to
tank.
4. Air breather l i ne.
5. Fuel tank.
6. Fuel delivery line from tank to filter.
7. Fuel filter.
8. Scr ew for drai ni ng wat er from fuel
filter.
9. Inj ectors.
Bravo-Brava ft
En g i n e
Fuel syst em
AIR INTAKE CIRCUIT DIAGRAM
10.
1. Inlet manifold.
2. Upper resonator.
3. Ai r cleaner.
4. Lower resonator.
5. Inlet fitting.
Copyright Fiat Auto
19
t
Bravo-Brava Br ak i n g s y s t em
Contents
33.
page
HYDRAU LIC SYSTEM
- Di agram of hydraul i c braking system
(front di sc brakes arid rear drum
v
brakes) and mechani cal handbrake
system ' 1
- Brake pedal 2
- Brake fl ui d reservoir 3
- Brake pump 4
- Servo uni t 5
- Vacuum unit 10
FRONT BRAKES
-Removi ng-r ef i t t i ng
- Brake cal i per
- Brake di scs
- Brake pads - Bl eedi ng
REAR BRAKES
- Drum brakes 15
- Aut omat i c adj uster assembl y for recov-
ering shoe-dr um cl earance 19
- Brake drums - Shoes 20
- Wheel cyl i nders - Bl eedi ng 21
- Di agram of hydraul i c braki ng system
(front and rear di sc brakes) and mechani -
cal handbrake system 22
- Di sc brakes 23
- Brake cal i per 25
- Aut omat i c adj uster assembl y for recov-
eri ng cl earance bet ween rear brake pads
and di scs and handbrake sl ack 27
- Brake di scs 28
- Brake pads - Bl eedi ng 29
- Brake pressure proporti oni ng val ve 31
- Handbrake 32
11
12
13
14
Copyright Fiat Auto
Bravo-Brava
Br ak i ng s y s t em
33.
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Copyright Fiat Auto
1
Hydraulic system
Bravo-Brava
33.
BRAKE PEDAL
To remove the brake pedal , proceed as f ol -
l ows:
- remove the split pin and wi t hdraw the ser-
vo unit pushrod from the pin on the brake
pedal ;
raise the cl ut ch pedal , undo the bolt and
remove the brake pedal ;
NOTE To refit the brake pedal, reverse the
procedure for removal.
f^M Lubricate the parts concerned with
grease before final assembly.
2
Bravo-Brava
Hydraulic syst em
33.

BRAKE FLUID RESERVOIR
Checki ng l ow brake fluid level i ndi cator
NOTE Periodically check the operation of
the indicator by pressing on the top
of the reservoir cover (as shown by
the arrows); with the ignition ON,
the braking system fault warning
light should come on.
To remove the brake fluid reservoi r, proceed
as f ol l ows:
- di sconnect the sensor connect or and undo
the cap;
- remove the brake fluid from t he reservoi r,
usi ng the speci al syri nge;
pull the reservoir upwards to remove it.
A
Take care should any residual fluid
emerge from the reservoir.
NOTE To refit the brake fluid reservoir, re-
verse the procedure for removal.
A
Before filling the reservoir, make sure
that it is thoroughly clean.
Bleed the hydraulic system
Br ak i ng s y s t em Bravo-Brava
Hydraulic system
33.
BRAKE PUMP
Removing-refitting
To remove t he brake pump, proceed as f ol -
l ows:
- undo the brake pipe connect ors usi ng tool
1856132000, so as not to damage t hem;
P4A004D01
When overhaul i ng the brake pump, repl ace
t he seal i ng ri ngs; if there are traces of fri cti on
or sei zure on t he pump casi ng, repl ace the
compl ete brake pump.
4
Bravo-Brava
Hydraulic operation
33
P4A005D01
Longitudinal section of brake pump
SERVO UNIT
Servo unit mounted on the car
Checki ng hydraulic pushrod recess usi ng a
depth gauge
NOTE The servo unit is adjusted using the
adjustment screw located on the end
of the rod.
At the rest position, the end of the
adjustment screw should be re-
cessed by 22.45 - 22.65 mm in rela-
tion to the plane of the front cover.
P4A005D03
Hydraulic operation
Bravo-Brava
33.
Removing-refitting
To remove the servo uni t, proceed as f ol l ows:
NOTE The arrows shows the sound-proof-
ing panel. To facilitate dismantling,
remove the accelerator pedal, whose
attachment plate rests on the sound-
-proofing panel.
P4A006D03
di sconnect the accel erator cabl e from its
pedal;
undo the nuts and remove the at t ach-
ment plate and the accelerator pedal ;
Bravo-Brava Br ak i ng s y s t em
Hydraulic syst em
33.
remove the attachment buttons (1) and (2)
on the sound-proof i ng panel ;
NOTE The button (1) cannot be reused, so
during assembly, after fitting the
plate (3), a new button should be
fitted.
A
The sound-proofing panel need not
be fully removed; it is sufficient to
move it over to the right to permit ac-
cess to the servo unit's attachment
nuts.
wi t hdraw the spl i t pin to rel ease the servo
unit pushrod from the pin l ocated on the
pedal ;
- undo the servo unit nuts (arrowed) from
the pedal assembl y mounti ng; '
Hydraulic system
33.
- undo the nuts securing the brake pump to
the servo unit;
P4AOO8D01
- withdraw the brake pump complete with
reservoir from the servo unit and rest it in
the engine compartment to facilitate the re-
moval-refitting of the servo unit;
P4AOO8D02
- disconnect the vacuum connection pipe
(arrowed) and withdraw the servo unit
from inside the engine compartment.
P4A0O8DO3
Hydraulic syst em
33.
<t>
Vi ew of servo unit from attachment si de to
pedal assembl y mounting
P4A009D01
22.45 - 22.65 mm
P4A009D02
Longitudinal secti on of Iso-Vac 8" servo unit
22.45 - 22.65 mm = Di stance between hydraul i c piston pushrod and brake pump cont act plate. If nec-
essary, adj ust nut (1) to obtain correct adj ustment of the servo uni t.
Bravo-Brava
Br ak i ng s y s t em Bravo-Brava ftoftiTD
Hydraulic system
33.
VACUUM UNIT
Vacuum gauge wi t h connecti ons for check-
ing operation of vane-type vacuum unit
P4A010D01
Checki ng operating faul ts
If the braking syst em i s faulty, before repl ac-
ing the vacuum unit, the vacuum ci rcui t
shoul d be checked compl etel y in accor dance
wi th the f ol l owi ng procedure:
- wi t h the engi ne off, empty the brake vacu-
um ci rcui t fully by pressi ng the brake pedal
to the floor several ti mes;
- fit the vacuum gauge 1895899000 (3) be-
t ween the one-way val ve l ocated on the
vacuum unit (1) and the servo unit con-
necti ng pipe (2) (as shown in the drawi ng
opposi t e);
- start the engi ne; after runni ng the engi ne at
idling speed for 20 seconds, the vacuum
readi ng on the vacuum gauge (3) shoul d
be over 0.6 bar.
If the vacuum is under 0.6 bar, the servo unit
connect i ng pipe (2) shoul d be di sconnect ed
and the free end shoul d be pl ugged wi t h the
speci al pl ug (4).
Re-st art the engi ne; after runni ng the engi ne
at i dl i ng speed for 20 seconds, the vacuum
readi ng on the vacuum gauge shoul d be over
0.6 bar.
If it i s, the fault shoul d be sought in the air
ci rcui t or the servo unit.
If not, the vacuum unit is faulty and shoul d be
repl aced.
P4A010D03
Front brakes
33.
REMOVING-REFITTING
Di smantl e the component s of t he brak-
ing system as descri bed bel ow:
1. di sconnect the brake hose usi ng t ool
1856132000 on t he connect or s; di s-
connect the brake pad wear sensor
wi ri ng connector;
NOTE The hose must not be swollen
or cracked, otherwise it must
be replaced.
I V I A
Wehn refitting the brake hose, check
that the mounting rubber is posi-
tioned correctly to prevent the pipe
coming into contact with the whee-
larch or mechanical parts of the car,
whatever the travel or turning angle
of the wheels.
2. remove the retaining spri ng;
3. undo the bolts and remove t he brake
caliper;
The caliper case attachment bolts are
self-locking and should always be re-
newed whenever they are slackened
or unscrewed.
4. remove the brake pads;
5. undo the bolts securi ng the cal i per
mounting bracket and remove the latter.
Front brakes
Bravo-Brava
33.
BRAKE CALIPER
Di smantl i ng-reassembl y
Pl ace the cal i per in a vi ce, fitting the protec-
t i ons, then proceed as descri bed bel ow:
1.
2.
3.
4.
di rect a j et of compressed air into the
brake fluid inlet hol d in order to di smantl e
the piston from the cal i per case;
undo the air bl eed scr ew and remove it;
remove the seal ;
check the component s; the piston and
cal i per case must not show si gns of f ri c-
ti on or sei zure; if they do, the cal i per com-
plete wi t h pi ston shoul d be repl aced. It is
neverthel ess al ways necessary to repl ace
the dust excl uder (1) and seal (2), and to
check that the bl eed scr ew (3) is not
bl ocked.
A
Use a solution of FIA T LDC detergent
in hot water to wash the metal parts.
NOTE To refit the brake caliper, reverse the
procedure for removal.
Lubricate the parts concerned with
brake fluid before final assembly.
Before fitting the piston in the caliper
case, fit the dust excluder on the rear
end of the piston. Insert the piston
gradually, taking care not to damage
the dust excluder.
A
Front brakes
33.
BRAKE DISCS
Undo the brake di sc attachment bol ts and re-
move the di sc. When refitting, el i mi nate any
t races of rust to ensure that the di sc is per-
fectl y perpendi cul ar to the hub.
Checki ng and measuring di sc t hi ckness
The mi ni mum permissible brake di sc t hi ck-
ness after wear is i ndi cated in the t abl e; if the
measured val ue is l ess than the val ue in the
tabl e, the di sc shoul d be renewed.
In the case of damage or deep scor i ng, the
brake di sc surfaces can be ski mmed; after
ski mmi ng, the brake di sc t hi ckness must not
be l ess than the val ue stated in the t abl e;
Brake di sc t hi ckness (val ues in mm)
1370 12v
1581 16v
1929 D
1747 16v
1998 20v
1910TD
after wear 10.2
20.20
after ski mmi ng 11.1
20.55
Checki ng brake di sc run-out
Al so check that the run-out does not exceed
0.15 mm; thi s shoul d be checked 2 mm from
the di sc' s outer diameter.
Front brakes
Bravo-Brava
33.
<>
BRAKE PADS
Check
1. The brake pads must be renewed if the
t hi ckness of the friction material i s l ess
than 1.5 mm.
Check that brake pads of the same
type are fitted to each pair of wheels.
BLEEDING
2. Manual bl eedi ng.
The old brake fluid should not be
reused.
Top up the level with fresh brake flu-
id.
Bleeding wi t h Jol l yf ren device
3. Connect the devi ce' s pipe to the brake f l u-
id reservoir;
4. connect the devi ce to the compressed air
pipe and bl eed the system as descri bed in
the devi ce' s i nstructi ons sheet .
P4AD14D03 P 4A014D04
Bravo-Brava ft^vft l e v f t Br ak i ng s y s t em
Rear brakes
33.
DRUM BRAKES
Removing - refitti ng
To di smantl e the rear drum brakes,
proceed as f ol l ows:
- undo the t wo bolts and remove the
brake drum;
NOTE Before removing the brake
drum, eliminate any traces of
rust on the contact surfaces.
Br ak i ng s y s t em Bravo-Brava ftiavft^ft^
Rear brakes ^
33.
sheath from t he brake backpl ate;
16
Bravo - Brava !{pi izvVBk ^ i f t
16v Br ak i ng s y s t em
Rear brakes
33.
remove the lower shoe return spring;
remove the left self-adjuster spring;
- withdraw the shoe hold-down pins;
Copyright Fiat Auto
17
Braking system
Rear brakes
Bravo-Brava Ip^ Jcpi i 6 v f t 1 6 v
33.
- remove the shoes;
P 4A018D02
di smantl e the sel f-adj uster from t he right
shoe.
<s >l A
After refitting, adjust the handbrake
by following the procedure described
on page 32.
Rear brake components
1. Shoes
2. Lower shoe return spri ng
3. Shoe hol d-down pin
4. Sel f -adj ust er
5. Upper shoe return spri ng
NOTE The arrow shows the washer-clip
which must be replaced whenever
the shoes are replaced.
P 4A018D04
18 XI-97 - Update Publication no. 506.670/13
Bravo-Brava ftizvfti i e v f t i e v Br ak i ng s y s t em
Rear brakes
33.
AUTOMATIC ADJUSTER ASSEMBLY FOR RECOVERING SHOE-DRUM CLEARANCE
P4A019DQ1 sembly each time the brakes are operatee.
should any adjustment be necessary at that mo-
ment.
The device consists of a link rod ( 1 ) inside
which an adjustment screw ( 2 ) freely slides. A
ratchet wheel ( 3) is screwed onto this screw.
In the rest position, the front shoe return spring
( 6 ) compresses the automatic adjuster assem-
bly, so the ratchet wheel ( 3) pushes the frame
( 4 ) into contact with the end of the link rod ( 1 ) .
P4A019D03
The frame ( 4) is also subjected to a pushing force from the flexible blade ( 5 ) . During the braking action
the two shoes move apart and come into contact with the drum; the two ends of the adjuster assembly
are held in contact with the shoes by means of the springs ( 7) and ( 8 ) .
The frame ( 4) is pushed by the flexible blade ( 5) against the ratchet wheel ( 3) , and by means of the
pawl ( 9) (-permanently in contact with the ratchet wheel), causes it to rotateCD.
During brake release, the automatic adjuster assembly is again compressed by the action of the upper
shoe return spring ( 6 ) ; the ratchet wheel ( 3) stops at the angle assumed during braking. This stop dur-
ing rotation is caused by the friction between the frame ( 4 ) and the ratchet wheel ( 3 ) . With the ratchet
wheel ( 3) locked during rotation, if the brake linings are sufficiently worn from previous use of the
brakes, the pawl ( 9) slips onto and engages with the next tooth LU. The maximum travel of the ratchet
wheel ( 3) on the adjustment screw ( 2) is one tooth ( 0 . 0 2 0 - 0 . 0 2 5 mm). An exception to this is when
the brakes bed in after dismantling, when the travel is two teeth ( 0 . 0 4 - 0. 05 mm).
If after excessive braking the brakes overheat and the temperature reaches 1 0 0 - 1 1 0 C , the flexible
blade ( 10) in the adjuster assembly comes into action by bending and locking the frame ( 4 ) in a neutral
position [3.
During braking the ratchet wheel ( 3 ) is no
longer subjected to the pushing action of the
flexible blade ( 5 ) , so the pawl ( 9 ) assumes the
same angle as the ratchet wheel tooth, which
will be free to slide with the adjustment screw
( 2 ) on the pawl ( 9) without compensating for
the distance created by the expansion of the
drum.
During overhaul, before fitting the brake linings,
the ratchet wheel ( 3) of the adjuster assembly
must be brought into contact with the spring
( 7 ) and then unscrewed by half a turn.
P4A019D04
Br ak i n g s y s t em
Rear brakes
Bravo- Brava S i izvi&i ^ ftiiev
33.
BRAKE DRUMS
Checki ng and measuring brake drums
If the brake drums are deepl y scored or are
unevenl y wor n, they must be ski mmed.
The maximum permitted diameter i ncrease
on the brake drums is 0.8 mm.

Location on brake drum of hole for i nspect-
ing t hi ckness of shoe fri cti on material
<>
SHOES
Checki ng shoe
^The minimum permitted t hi ckness of t he
brake lining is 1.5 mm.
20
Bravo-Brava l A t î fi M^ f t i
16v
Rear brakes
33.
WHEEL CYLINDER
Removing-refitting
To remove the wheel cylinder, proceed as fol-
lows:
- using tool 1856132000, undo the brake
pipe connection;
- undo the bolts and remove the wheel cylin-
der.
P 4 A 0 2 1 D 0 4
Checki ng wheel cylinder components
During overhaul, always replace the seals
and dust excluders; if the cylinder barrel or
pistons show faults, replace the assembly.
Make sure that the bleed screw is not
blocked.
BLEEDING
Do not re-use the old fluid.
The level should be topped up with fresh
brake fluid.
The rear brakes should be bled on a
platform ramp with the rear suspen-
sion resting on the ground, so that
the brake pressure proportioning
valve enters into operation.
NOTE The brakes can also be bled using
the Jollyfren device, using the pro-
cedure described for the front
brakes.
Adjust the handbrake as described on
page 32.
Copyright Fiat Auto
XI-97 - Update
21
Bravo i g j j u o v
Bravo-Brava ft
1
20v Br ak i ng s y s t em
Rear brakes
33.
DISC BRAKES
Removing-refitting
To di smantl e the rear di sc brakes,
- wi t hdraw the retaining cl i p (1);
- undo the hose connect or usi ng
tool 1856132000;
P4A023O02
undo the scr ew (arrowed) to sl acken the
tensi on on the handbrake cabl e, in order to
facilitate its di sengagement;
release the handbrake cabl e;
Copyright Fiat Auto
23
Rear brakes
Bravo-Brava
\ 20v
33.
undo the attachment bol ts and remove the
brake cal i per;
A
self-locking and should be renewed
whenever they are slackened or un-
screwed.
NOTE After replacing the brake calipers,
adjust the handbrake.
- remove the brake pads;
NOTE Before fitting the new brake pads,
make the caliper piston go in fully by
turning it clockwise using tool
1856133000.
Also adjust the handbrake.
undo the cal i per support bracket bol ts and
remove t he bracket.
A
A
Before refitting the caliper support
bracket, check that the rubber gaiters
are in good condition; if not, they
should be replaced.
When refitting, remember to fit the
shim between the bolts and support
bracket.
Bravo-Brava fti
20v
Rear brakes
33.
1856133000
BRAKE CALIPER
Di smant l i ng
Pl ace the cal i per in a vi ce, fi t-
ti ng the prot ect i ons, then
proceed as descri bed bel ow:
- undo the connect or and re-
move the brake hose;
- undo the bl eed scr ew and
remove it;
NOTE The hose must not be
swollen or cracked,
otherwise it must be
replaced. It is advis-
able to replace both
hoses.
remove the pi ston and dust excl uder usi ng
tool 1856133000;
remove the seal
Copyright Fiat Auto
25
Rear brakes
Bravo-Brava ft
20v
33.
<>
1856133000
Checki ng caliper assembl y components
The pi ston and cal i per case must not show
si gns of friction or sei zure, ot herwi se the
cal i per compl ete wi t h piston wi l l need to be
repl aced.
The dust excl uder and seal shoul d al ways be
repl aced; al so make sure that the bl eed scr ew
is not bl ocked.
Use a solution of FIAT LDC detergent
with hot water to wash the metal
parts.
1. Cal i per mounti ng bracket
2. Bl eed scr ew
3. Cal i per case
4. Seal
5. Dust excl uder
6. Brake pads
7. Shi m
Refitting
Fit the pi ston in the cal i per case usi ng tool
1856133000.
A
Before fitting the piston in the caliper
case, fit the dust excluder on the rear
end of the piston.
Lubricate the parts concerned with
brake fluid before final assembly.
Fi l l i ng brake caliper
After overhaul i ng the brake cal i per and be-
fore fitting it to the car, it shoul d be fi l l ed in
accor dance wi t h the f ol l owi ng procedure:
- undo the bleed scr ew;
- insert the end of a transparent t ube in the
bleed scr ew hol e;
- usi ng a normal contai ner wi th brake fl ui d,
fill the cal i per wi t h fl ui d until air bubbl es
emerge from the threaded hole wher e the
brake hose pipe i s connect ed;
- l ock the bl eed scr ew.
P4A026D02
Bravo-Brava ft a* Br ak i ng s y s t em
Rear brakes
33.
AUTOMATIC ADJUSTER ASSEMBLY FOR RECOVERING CLEARANCE BETWEEN REAR BRAKE
PADS AND DISCS AND HANDBRAKE SLACK
The rear brake cal i per pi ston cont ai ns a devi ce for automati cal l y adj usti ng the di stance bet ween the di sc
and friction pads. Thi s devi ce consi st s of a nut screw (2), whi ch rotates on the shaft (5) onl y in the di r ec-
tion of advance because of the acti on of the Bel l evi l l e washer (4) and a shaft (5), on whi ch the nut -
scr ew (2) i s scr ewed. Thi s shaft cannot rotate as it is secured to the cal i per case by the retainer (6).
The shaft and nut screw are connect ed by a four-start threaded connect i on wi th a cl earance (A) of a
pre-establ i shed val ue.
Duri ng braking, the pi ston (1), pushed by hydraul i c pressure, moves t owards the brake pad wi t h t he
nutscrew (2), the latter being secured to the pi ston by the retaining ring (3) and Bel l evi l l e washer (4).
If the brake pads are excessi vel y wor n, the endfl oat (A), even if recovered, is not suffi ci ent to absorb by
itself the entire travel of t he piston (1). The nut screw (2) then momentarily moves away from its poi nt of
cont act wi t h the pi ston (1), but the intervention of the Bel l evi l l e washer (4) makes the nut screw (2) ro-
tate on the shaft (5) until it returns in cont act wi t h the pi ston (1).
When the handbrake i s operated, the mechani cal effort is transmitted from the lever to the link (7) and
t hen, through the shaf t -nut screw connect i on, it reaches the piston (1) and from the latter to the brake
pads.
The nutscrew (2), and t hus the pi ston (1) j oi ned to the latter, can rotate, si nce during the braking act i on
the piston is engaged on the brake pad plate.
Cr oss section of rear brake caliper cylinder
1. Pi ston
2. Nutscrew
3. Retaining ring
4. Belleville washer
P4A027D01
5. Shaft
6. Retainer
7. Li nk
A. Cl earance bet ween nut screw and shaft
Rear brakes
Bravo-Brava ft**
33-
BRAKE DISCS
Di smantl i ng-reassem-
bly
Undo the the bol ts se-
curi ng the brake di sc
and remove it; when re-
fitting, el i mi nate any tra-
ces of rust to ensure that
the di sc is perfectly per-
pendi cul ar to the hub.
Checki ng and measuring di sc t hi ckness
The mi ni mum permi ssi bl e brake di sc t hi ck-
ness after wear is 9.20 mm; if the val ue is l o-
wer, the di sc shoul d be repl aced.
In the case of damage or deep scori ng the
brake di sc surfaces can be ski mmed; after
ski mmi ng, the brake di sc t hi ckness must not
be l ess t han 10.10 mm.
Checki ng brake di sc run-out
' Al so check that the di sc run-out does not ex-
ceed 0.15 mm. Thi s val ue shoul d be mea-
sured 2 mm from the di sc' s outer diameter.
28
\
Bravo-Brava fti
20v
Rear brakes
33.

BRAKE PADS
To replace the brake pads, proceed as fol-
lows:
1. undo the bolts securing the brake caliper
to the mounting bracket and secure the
brake caliper in an appropriate manner;
2. remove the brake pads.
self-locking and should be renewed
whenever they are slackened or un-
screwed.
A
NOTE When refitting, make the caliper pis-
ton go back in before fitting the
brake caliper.
Checki ng brake pads
The brake pads must be renewed when the
thickness of the friction material is less than
1.5 mm.
Check that brake pads of the same type are
fitted on each pair of wheels.
Bleeding
The old fluid should not be reused. Top up
the level with new brake fluid.
The brakes can also be bled using the J ol -
lyfren device, following the procedure de-
scribed for the front brakes.
P 4A023D03
Copyright Fiat Auto
29
Rear brakes
Bravo-Brava
33.
BRAKE PRESSURE PROPORTIONING
VALVE
Removing-refitting
To remove the brake pressure proporti oni ng
val ve, proceed as f ol l ows:
1. di sconnect the exhaust pi pe end sect i on
mounti ng;
2. di sconnect the exhaust pi pe intermediate
sect i on mount i ng;
3. undo the bol ts and remove the heat shi el d
from the exhaust pipe to faci l i tate access
to the brake pressure proporti oni ng val ve;
4. uncrew the brake hose connect i ons
and di sconnect the spri ng i ndi cat ed;
The connectors fitted on the brake
pressure proportioning valve are
11 and 13 mm; use the spanner
1856132000 for the 11 mm ones,
and for the 13 mm ones use an
open spanner taking care not to
damage the connectors.
P4A030D04
Rear brakes
33.
P 4 A 0 3 2 D 0 3 P 4 A 0 3 2 D 0 4
Handbrake lever
1. Working as illustrated on the preceding
page, remove the lever cover and undo the
adjustment nut underneath, then discon-
nect the wiring connector for the hand-
brake warning light switch.
2. Raise the car on the ramps and remove the
heat shield illustrated.
3. Undo the bolts (arrowed), lower the car
and remove the lever from its seating.
A
Refit the dismantled parts in reverse or-
der to removal, and then adjust the
handbrake.
Handbrake cabl es
4. Working as described above, remove the
lever cover, undo the adjustment nut, raise
the ramps and remove the heat shield,
then undo the bolts securing the hand-
brake cable to the bodyshell.
Copyright Fiat Auto
XI-97 - Update 3 2 / 1
Rear brakes
Bravo-Brava
33.
1.2. Detach the cables from the handbrake
control by undoing the points illustrated.
Remove the protective cover illustrated
and release the handbrake cable from
the anchor on the lever, then withdraw
the sheath with the handbrake cable and
remove it.
handbrake.
Adjusting handbrake
The handbrake cables are connected to a bracket which acts directly on the automatic adjuster. When-
ever repairs are carried out on the rear brake which involve dismantling the cables, the cables must be
adjusted to ensure the correct operation of the automatic adjuster.
Proceed as follows:
- Undo the handbrake cable adjustment nut two or three turns, to make sure that the cable is fully slack.
- Start the car with the gear lever in neutral, and with the engine idling, depress the brake pedal fully at
least 30 times.
- Retighten the cable adjustment nut previously unscrewed, making sure that the rear wheels turn freely
when the handbrake lever is at rest.
- Check that the braking action starts from the first or second notch, and then at the end of adjustment
the lever does not engage more than five notches on the sector gear.
4A056D
32/2
XI-97 - Update Publication no. 506.670/13
Rear brakes
33.
P4A032D03
Handbrake lever
1. Working as illustrated on the preceding
page, remove the lever cover and undo the
adjustment nut underneath, then discon-
nect the wiring connector for the hand-
brake warning light switch.
2. Raise the car on the ramps and remove the
heat shield illustrated.
3. Undo the bolts (arrowed), lower the car
and remove the lever from its seating.
handbrake.
Handbrake cabl es
Working as described above, remove the
lever cover, undo the adjustment nut, raise
the ramps and remove the heat shield,
then undo the bolts securing the hand-
brake cable to the bodyshell.
Copyright Fiat Auto XI-97 - Update 32/1
Rear brakes
Bravo-Brava
33.
P4A033D09
A
Detach the cables from the handbrake
control by undoing the points illustrated.
Remove the protective cover illustrated
and release the handbrake cable from
the anchor on the lever, then withdraw
the sheath with the handbrake cable and
remove it.
handbrake.
Adjusting handbrake
The handbrake cables are connected to a bracket which acts directly on the automatic adjuster. When-
ever repairs are carried out on the rear brake which involve dismantling the cables, the cables must be
adjusted to ensure the correct operation of the automatic adjuster.
Proceed as follows:
- Undo the handbrake cable adjustment nut two or three turns, to make sure that the cable is fully slack.
- Start the car with the gear lever in neutral, and with the engine idling, depress the brake pedal fully at
least 30 times.
- Retighten the cable adjustment nut previously unscrewed, making sure that the rear wheels turn freely
when the handbrake lever is at rest.
- Check that the braking action starts from the first or second notch, and then at the end of adjustment
the lever does not engage more than five notches on the sector gear.
4A056D
32/2
XI-97 - Update Publication no. 506.670/13
Rear brakes
33.
Operation
The handbrake operates by means of a cabl e
on the rear brakes.
At the bottom, thi s cabl e is attached to the
bracket (1), the top of whi ch i s hi nged onto
the shoe (2) by the retaining washer (3) (thi s
shoul d be repl aced whenever t he rear brakes
are overhaul ed).
The top of the bracket (1) is al so connect ed
to the automati c adj uster assembl y for recov-
ering the cl earance caused by shoe wear, so
the handbrake does not require adj ustment.
The bracket (1) homes on the shoe (2) vi a
the lug (5).
Handbrake components
1. Handbrake lever compl ete wi t h
sector gear
2. Handbrake cabl e compl ete wi t h
anchorage
3. Sheat h wi th cabl e
4. Mounti ng plate
NOTE Check the operation of each component and
that the cable slides freely in its seating. If
wear or tight spots are found, replace the
parts concerned.
Contents
33.
page
ANTI-LOCK BRAKING SYSTEM
- Introducti on 1
- Method of operation of the TEVES
MK20 ant i -l ock braking system
(A.B.S.) 1
- Component s of the TEVES MK20
A. B. S. 4
- Di agram of braking syst em wi t h ant i -
l ock braking system 4
- Wi ri ng di agram of TEVES M K20
A. B. S. 6
- Control uni t 7
- Faul t di agnosi s 8
- Wheel rpm sensor 10
- St op l i ghts swi t ch 11
- A. B. S. f aul t warni ng light 12
- El ectrohydraul i c control unit 12
- Hydraul i c di agram of TEVES MK20
A. B. S. 13
- Descri pti on of hydraul i c operati on of
TEVES MK20 A. B. S. 14
- Requi rements to be observed on cars
fitted wi t h ant i -l ock braking system 19
- Precaut i ons to be observed duri ng re-
pairs i nvol vi ng component s of the ant i -
l ock braking system 19
r Removi ng-refi tti ng component s of the
ant i -l ock braki ng system 20
Copyright Fiat Auto
Anti-lock braki ng syst em
33.
INTRODUCTION
The braking system must be rated to take account of the wei ght of the vehi cl e when ful l y l aden and t he
maxi mum t yre/ground grip coeffi ci ent that may be achi eved, in order to bring about effi ci ent sl owi ng
down or stoppi ng in the shortest possi bl e di stance and under any dri vi ng condi ti on.
However, thi s is over-rated for the most common condi t i ons of partial l oad and reduced gri p.
Appl yi ng the maximum braking force under those ci rcumst ances l eads to the wheel s l ocki ng i mmedi at e-
ly, resul ti ng in a reducti on in the gri p-fri cti on coeffi ci ent and deterioration of braking ef f i ci ency.
In order to arrest the forward moti on of a vehi cl e qui ckl y and efficiently under any cont i ngent si t uat i on,
it is necessary to mai ntai n the rol l i ng state of the tyres, despi te the fact that, because of desi gn requi re-
ments, the braking force appl i ed on the friction l i ni ngs is often excessi ve in relation to the dri vi ng wei ght
and normal grip coeffi ci ents.
It is therefore necessary to prevent the wheel s l ocki ng by means of an el ect roni cal l y-cont rol l ed ant i -l ock
braking system whi ch is i ncorporated in the vehi cl e' s braking syst em.
Si nce it is not possi bl e to assess the grip condi t i ons in advance, the braki ng effi ci ency has to be c on-
trolled onl y after the detecti on of any effects of initial ski ddi ng of the tyre caused by excessi ve braki ng
force in relation to the grip coeffi ci ent present.
Thi s detecti on by speci al sensors l eads to the modulation of the braking force by the act i on of a set of
sol enoi ds and recycl i ng pumps whi ch, driven by a control uni t, act on t he braking ci rcui t .
METHOD OF OPERATION OF THE
TEVES MK20 ANTI-SKID SYSTEM
(A.B.S.)
The TEVES MK20 ant i -l ock braki ng s y s -
tem is i ncorporated in the vehi cl e' s or di -
nary braking system in order to prevent t he
wheel s l ocki ng during braki ng.
Its operati on is descri bed briefly bel ow.
Bl ock diagram of Teves MK20 A.B.S.
1. Battery
2. Rpm sensor
3. Control unit
4. Di agnosi s warni ng light
5. Rel ays
6. Recycl i ng pump
7. Modul ator
8. Brake pump
9. Servo uni t
10. Brake cal i pers
Anti-lock braking system
33.
1. Act ual vehi cl e speed
2. Vehi cl e ref erence speed
3. Peri pheral wheel speed
4. Wheel accel erat i on/decel er-
ati on
5. Braki ng system pressure
6. Permi ssi bl e accel erat i on
band
7. Permi ssi bl e decel erati on
I band
P4A02AD01
The si gnal s (alternating or anal ogue) sent by the rpm sensors to the el ectroni c control unit are converted
by the input amplifier into squar e-wave (or di gi tal ) si gnal s. The frequency of t hese si gnal s provi des the
control unit wi th the correspondi ng speed (3) and accel erat i on/decel erat i on (4) of t he i ndi vi dual
wheel s. From the combi nat i on of the i ndi vi dual peri pheral speeds of the wheel s, a reference speed (2) is
worked out whi ch, const ant l y updat ed, provi des an i ndi cati on of the vehi cl e' s actual speed (1).
The el ectroni c control unit also has stored in its memory the decel erat i on/accel erat i on t hreshol ds (6)
and (7) whi ch each i ndi vi dual wheel must not exceed. So by means of a syst emat i c, cont i nuous and
very rapid compari son between the wheel ' s decel erat i on/accel erat i on val ues and those of the memo-
rized band, the rolling of the tyres duri ng braki ng is moni tored.
When the driver presses the brake pedal , the wheel s may decel erate to different extents.
The sl owi ng down or total stoppage of the vehi cl e wi t h decel erati on wi t hi n the memori zed permi ssi bl e
band, does not lead to any intervention of the syst em in terms of control .
However, at the moment when excessi ve braking f orce causes the wheel speed to decrease in relation to
the vehi cl e' s reference speed, the syst em starts t he decel erati on cal cul at i on cycl e (poi nt A) .
If the deceleration t hreshol d (7) is exceeded, t he system i ntervenes by dri vi ng the sol enoi ds to reduce
the pressure (point B) . After the pressure reduct i on, and after the first i nstants in whi ch the decel erati on
i ncreases further because of the inertia of the syst em, the wheel whi ch i s no l onger braked reverses the
tendency to lock, so regai ni ng speed.
When the decel erati on returns wi t hi n the t hreshol d (7), the intervention of the control syst em is modi -
fied, starting the pressure mai ntenance phase (poi nt C.)
Anti-lock braking syst em
33.
If the wheel does not regain its speed wi thi n a pre-determi ned ti me (t ), a new pressure reduct i on phase
is started.
The wheel normally regai ns speed unti l it exceeds the reference speed; at thi s point a new braki ng cycl e
(poi nt D) commences, characteri zed by the three regulation phases for reduci ng, mai ntai ni ng or r e-est a-
bl i shi ng on the brake cal i pers the pressure generated by the driver on the brake pedal .
The l ogi c descri bed is not fi xed, but adapts to the dynami c behavi our of the tyres in accor dance wi t h t he
different grip coeffi ci ents and the rel evant decel erat i on/accel erat i on threshol ds at the vari ous speeds.
The number and f requency of the correcti on i nterventi ons is determi ned by the dynami c behavi our of
the chai n consi st i ng of the brake ci rcui t and A. B. S. component s, but even more so by the t yr e/r oad sur -
face grip coeffi ci ent.
Duri ng braking on dry t armac, si x-ei ght interventions per second can be reached; thi s f requency is c on-
si derabl y l ower on i ce or wet roads.
The el ectroni c control unit control s the various phases, suppl yi ng pul ses of different current i ntensi ty to
the sol enoi ds. It al so ensures that both rear wheel s are suppl i ed wi t h the same braking force appl i cabl e
to the rear wheel whi ch is most l i abl e to lock, i.e. that wi th l east grip on t he ground (to ensure t he best
stability of the traj ectory).
NOTE During the intervention cycle, the brake pedal moves slightly depending on the increase or re-
duction of the controlled pressure.
If a wheel is rolling wi t h a flat tyre, the A.B.S. i ntervenes if necessary to control the braki ng.
The A. B. S. is al so acti ve duri ng braki ng in reverse gear.
The intervention of the devi ce usual l y ceases at speeds of under 2.75 km/h to permit compl et e l ocki ng
of the wheel s when the vehi cl e i s st opped.
NOTE Since the parameters monitored by the control unit (wheel speed and acceleration) are influ-
enced by the inertia of the wheel/tyre assembly, vehicles with the anti-lock braking system
must only be fitted with the rims, tyres and brake linings recommended and chosen by the
manufacturer.
If snow chai ns are fi tted, the resul ti ng rolling condi t i on l eads to si gnal s whi ch, sui tabl y fi l tered in the
control unit, do not excl ude the ant i -l ock braking devi ce in t he event of dri vi ng on hard and compact
snow.
In aquaplaning condi t i ons, the el ect roni c control unit detects from the rpm sensor a faul ty condi t i on
even duri ng ordinary dri vi ng, wi t h no braki ng, as the driving wheel s tend to rotate at a hi gher speed than
the dri ven wheel s.
Thi s condi ti on woul d cause the el ect roni c control uni t to carry out a regulation cycl e whi ch di d not meet
requirements; for thi s reason the ant i -l ock braking syst em temporarily swi t ches itself off (for such a short
time that the warni ng light does not necessari l y come on) and swi t ches itself on agai n as soon as the
aquaplaning ceases.
33.
COMPONENTS OF THE TEVES MK20 A.B.S.
P4A04AD01
The main component s of the A. B. S. are:
- el ectrohydraul i c unit (1) shown in the fi gure above whi ch compri ses the el ectroni c control unit (A),
the el ectrohydraul i c control unit (B) whi ch modul ates the braking pressure to the brake cal i pers by
means of eight sol enoi ds (t wo per wheel ) and a dual -ci rcui t recycl i ng pump ( C) ;
- four wheel rpm sensors, one (5) for each front wheel and one (11) for each rear wheel , whi ch mea-
sure the rotation speed of the wheel s;
- a swi t ch on the brake pedal (8) for detecti ng the braking condi ti on;
- a warni ng light (7) l ocated on the i nstrument panel i ndi cati ng when the A. B. S. system is worki ng
(light goes out after a test) or not worki ng (light stays on).
The system is compl eted by the hydraul i c pi pes, speci f i c el ectri cal wi ri ng and a di agnost i c socket for the
F/ L Tester (or Computeri zed Di agnost i c St at i on).
The presence of a fault causes the A. B. S. to be deacti vated immediately.
The fault information present can be read by connect i ng the Fi at /Lanci a Tester or Comput eri zed Di ag-
nostic Stati on to the di agnost i c socket .
Bravo-Brava
DIAGRAM OF BRAKING SYSTEM WITH ANTI-LOCK BRAKING SYSTEM
I Hydraul i c ci rcui t for front right and rear left brakes
J J J J Hydraul i c ci rcui t for front left and rear right brakes
1. El ectrohydraul i c control unit
2. Brake pump
3. Servo unit
4. Brake fl ui d reservoir
5. Front wheel rpm sensors
6. Front di sc brakes
7. Fault warni ng light
8. St op l i ghts swi t ch
9. Handbrake lever
10. Brake pressure proporti oni ng val ve
11. Rear wheel rpm sensors
12. Rear drum brakes (excl udi ng 1998 16v)
13. Rear di sc brakes (1998 16v onl y)
Bravo-Brava
33
P4A05AD02
Copyright Fiat Auto
5
Br ak es
Wheel anti -l ock system
Bravo-Brava
33.
TEVES MK20 A.B.S. SYSTEM ELECTRICAL DIAGRAM
11
18*
3*"
11 *
4"
1 *-
17*-
2*
10*"
24*
8*-
13*-
9*
25*-
12*.
23*
16*"
+*
1
2-^31
+ 3
i-F/LT
5
+30
A o
o o ^
+30
o
7
+15
^-[ B hfe-t-o
10
18 3
11 4
1 17
2 10
1. Wheel speed sensors
2. Wheel speed sensor connect or (vi ewed from insertion si de)
3. Cont rol unit ground
4. F/ L Tester di agnosi s socket
5. Fuse A (60A)
6. Brake pedal swi t ch
7. Fuse B (10A)
8. Instrument panel wi t h failure warni ng l amp
9. Connect or i nterconnecti ng ABS wi ri ng and dashboard
10. Pump motor
11. Cont rol unit
NOTE The numbers printed inside boxes refer to the control unit pins.
6
33.
CONTROL UNIT
The el ectroni c control unit (E.C.U.) consi st s of:
- input ci rcui t s for fi l teri ng, condi ti oni ng and di gi ti zi ng the si gnal s recei ved from the syst em vi a wi r i ng;
- integrated logic ci rcui t s for processi ng si gnal s and managi ng program memories;
- speci fi c data memory for the appl i cati on for whi ch it is i ntended;
- output or power st ages for dri vi ng, wi t h suffi ci ent current i ntensi ty, the regulating sol enoi ds, recy-
cl i ng pump motor and fault warni ng light.
P4A07AD01
NOTE In the event of a fault, the complete
assembly is supplied as a spare part,
so the connector (B) must never be
disconnected.
A. Socket for connector on cabl es bet ween
control unit and system
B. Connect or for cabl es connect i ng recy-
cl i ng pump to control unit
Teves MK 20 A.B.S. control unit output pins
1. Rear right sensor earth
2. Rear left sensor earth
3. Front right sensor si gnal
4. Front left sensor si gnal
5. N.C.
6. N.C.
7. N.C.
8. Power earth
9. Suppl y from battery (+VB)
10. Rear left sensor si gnal
11. Front left sensor earth
12. Brake pedal swi t ch
13. F/ L Tester connect i on
14. N.C.
15. N.C.
16. Syst em fault warni ng l i ght
17. Rear right sensor si gnal
18. Front right sensor earth
19. N.C.
20. N.C.
21. N.C.
22. N.C.
23. Ignition swi t ch suppl y (+15)
24. Power earth
25. Suppl y from battery (+VB)
Br ak i n g s y s t em
Bravo-Brava
33.
The control unit (1) is suppl i ed:
- directly from the battery (+VB) on pi ns
9 and 25, through a 60A fuse (2);
- under ignition key (+15) on pin 23,
through a 10A f use (3).
P4A0SAD01
FAULT DIAGNOSIS
The system has a sel f-test functi on whi ch checks if there are any faul ts on the f ol l owi ng component s:
- wheel rpm sensors (4 sensor s);
- input sol enoi ds (4 sol enoi ds);
- output sol enoi ds (4 sol enoi ds).
If a mal functi on is identified, the control uni t' s safety ci rcui t excl udes the A. B. S. syst em, nevert hel ess
ensuri ng normal operation of the convent i onal braking syst em.
When the A. B. S. system is swi t ched off, t hi s i s' i ndi cated to the driver by the warni ng light on the i nst ru-
ment panel comi ng on. For safety reasons, the el ectroni c control unit, by means of t wo mi croprocessors,
control s all the l ogi c f unct i ons, its sof t ware and all the i nput si gnal s.
If the t wo mi croprocessors recei ve i denti cal input si gnal s, they suppl y i denti cal output si gnal s.
If there is a l ogi c di screpancy between i nput si gnal s and output response over a certai n period of ti me,
the safety system detects the fault and the A. B. S. is de-act i vat ed.
The el ectroni c control unit al so has a safety ci rcui t whi ch monitors the effi ci ency of the system before
every st art -up and during dri vi ng.
The safety ci rcui t carries out the f ol l owi ng sel f -t est s:
1. after the ignition has been swi t ched on and for about 2 seconds, it checks the operati on of the control
unit, the relays whi ch operate the sol enoi ds and the connect i on of the sensors;
2. after the engi ne has started, as soon as the speed of 6 km/h is exceeded, it acti vates the sol enoi ds and
recycl i ng pump for an operati ng check; it al so checks that the 4 speed si gnal s are present;
3. whenever the speed of 24 km/h is exceeded, starting from a st andst i l l , it checks that the 4 speed si g-
nal s are present;
4. duri ng driving it cont i nuousl y checks t he peripheral speed of the wheel s agai nst the cal cul at ed refer-
ence speed, it checks the memory condi t i ons and supervi ses the operati on of the t wo rel ays;
5. duri ng driving it constantl y checks the battery vol tage.
33
J j Fj.
16
+15
Dl
NOTE The fault warning light is connected
so that it is on if the connector is not
connected to the control unit or if
the wire (1) is shorting to earth.
Supplied by the instrument panel, it
is only off if the battery voltage re-
aches the wire (1) from the control
unit interface.
D1 : protective di ode
D2 : LED
R1 & R2 : load resistors
1) Posi ti ve from control unit pi n 16
P4A09AD01
Di agnosi s of the syst em wi t h the F/ L Tester is onl y feasi bl e if the peripheral speed of the wheel s i s bel ow
4 km/h, the battery vol t age is over 7 Vol ts and the A. B. S. system is not operati ng.
Ful l di agnosi s of the syst em consi st s of the f ol l owi ng three stages:
1. di spl ay of a set of operati ng parameters;
2. di spl ay of any errors that may be present and their del eti on;
3. acti vati on of the actuators (acti ve di agnosi s).
1. PARAMETERS DISPLAYED 2. PROCEDURE 3. PARTS ACTIVATED
Speed of the i ndi vi dual wheel s
State of recycl i ng pump motor
State of brake pedal swi t ch
State of fault warni ng light
Detecti on of faul ts
Memori zati on of the error
Deletion of the error
Input sol enoi ds (4)
Output sol enoi ds (4)
Fault warni ng light
Recycl i ng pump motor
Detection of faul ts
Thi s is carried out duri ng performance of basi c f unct i ons and di agnost i c tests relating to the sensor s/ ac-
tuators.
Memorization of the error and structure of the error memory.
The error type code and t he error count er are memori zed for each error in the order in whi ch t hey ari se.
Thi s parameter consi st s of the code of the last faul t whi ch has occurred and the relevant count er. The
latter is set at 31 in the event of a faul t, and subsequent l y decreased by 1 for every st art -up and subse-
quent i ncrease in speed to over 20 km/h whi ch t akes pl ace wi t hout the faul t.
Error deletion
The error is deleted as f ol l ows:
- by a command from the F/ L Tester;
- when the error count er reaches zero.
NOTE As the start-up of the procedure involves disabling the system, the fault warning light remains
on throughout the duration of the procedure.
The procedure is interrupted if the vehicle exceeds the speed of 10 km/h.
Copyright Fiat Auto
9
33.
P4A10AD01
Bravo-Brava
WHEELRPM SENSOR
The vehicle speed measurement system consists of
a wheel or toothed crownwheel (phonic wheel)
fitted on the hub or wheel axle, and a variable re-
luctance sensosr.
This assembly generates an electrical signal whose
frequency is proportional to the speed of rotation.
1. Brass bush
2. Permanent magnet
3. Plastic casing of the sensor
4. Winding or coil
5. Polar core
6. Toothed crownwheel or phonic wheel
7. Coaxial twin cable
P4A10AD03
The signals are obtained from magnetic flow lines which close through the teeth of a metal toothed
wheel facing the sensor, which rotates with the wheel.
The passage from full to empty, due to the presence or absence of the tooth, causes a change in the
magnetic flow sufficient to generate an induced alternating voltage, derived from the count of teeth lo-
cated on a ring (or phonic wheel). Measuring the period gives the speed data, while comparing succes-
sive periods gives the wheel acceleration/deceleration data.
The specified gap for obtaining correct signals, between the end of the sensor and the phonic wheel,
must be 0.9 0.4 mm.
This gap is not adjustable so, if the gap is outside the tolerance limits, check the condition of the sensor
and the phonic wheel.
33.
If one or more phoni c wheel s break or become deformed, causi ng a difference in speed of 25% in rel a-
tion to the reference speed, the el ectroni c control unit swi t ches off the devi ce and swi t ches on the fault
warni ng light. The ti me for detecti ng the fault is about 120 seconds wi t h a vehi cl e speed of over 6 km/h.
NOTE Whenever fitting an rpm sensor, smear it with water-repellent grease, otherwise it could be da-
maged during subsequent withdrawal as a result of temperature variations over a period of time.
STOP LIGHTS SWITCH
The si gnal that the brake pedal has been operai
swi t ch (1) control l i ng the stop l i ghts to pin 12.
P4A11AO03
reaches the control unit by the connect i on of the
Thi s information is useful not onl y for cont rol l i ng
braki ng, but al so under particular condi t i ons, for
exampl e if sudden accel erati on whi ch makes the
wheel s ski d i s fol l owed by heavy braki ng, or in the
case of rough road surfaces (bumps et c.) whi ch
coul d cause vari ati ons in wheel speed for reasons
not associ at ed wi th the braking in progress.
Under t hese condi t i ons the mi croprocessors work
out a strategy linked to the changes in wheel
speed at t hese moments, ensuri ng that braki ng is
wi thi n correct parameters. As t hese are parti cul ar
ci rcumst ances of braking control , t he ef f i ci ency of
the syst em i s not impaired if the brake pedal swi t ch
is not connect ed to t he control uni t. For thi s r ea-
son it is not i ndi cated by the warni ng l i ght comi ng
on, nor i s the A. B. S. di sabl ed.
Bravo-Brava
33.
A.B.S. FAULT WARNING
LIGHT
Under normal operating condi-
tions, the red warning light (ar-
rowed) is off.
During starting, when the ignition is switched on, the control unit carries out a static self-last lasting
about 2 seconds, during which time the warning light stays on.
If there are no faults after this time, the warning light goes out.
During driving, the control unit carries out continuous self-tests. If an error is recognized, the warning
light comes on and the A.B.S. is disabled, without affecting the operation of the conventional braking
system.
NOTE If the battery has insufficient charge, the warning light and the A.B.S. may be excluded (for ex-
ample in towns, travelling at low engine speeds, with all the electrical devices switched on).
ELECTROHYDRAULIC CONTROL UNIT
The electrohydraulic control unit is connected to the brake pump and brake caliper cylinders by brake
pipes and is incorporated in the electronic control unit.
Its purpose is to vary the pressure of the brake fluid in the brake caliper cylinders in accordance with the
control signals coming from the electronic control unit.
It consists of eight two-way solenoids (two for each hydraulic circuit) and a dual-circuit recycling pump
all driven by the electronic control unit.
In particular, the pump enables brake fluid to be recovered during the pressure reduction phase, making
it available again upstream of the solenoids for the subsequent pressure increase phase.
The accumulators allow brake fluid to be absorbed during the pressure reduction phase.
NOTE The electrohydraulic control unit cannot be overhauled. If found to be faulty, it must be fully re-
placed. The spare part is supplied filled with brake fluid (DOT 4). The braking system is bled in
the same way as a conventional system.
o o o o
AS PD PS AO
o CP A cs o
Name Colour Connector
CP Pump primary M12x 1
AS Front left YELLOW M12x 1
PD Rear right BLUE M10x 1
PS Rear left RED M12x 1
AD Front right GREEN M10x 1
CS Pump secondary - M12x 1
NOTE The colour is also shown on the relevant pipe.
Bravo-Brava
Anti-lock braki ng system
33.
HYDRAULIC DIAGRAM OF TEVES MK20 A.B.S.
P 4A13AD01
1. Brake pump
2. Servo unit
3. Hi gh-pressure accumul ator (dampi ng
chamber)
4. Hi gh-pressure accumul ator (dampi ng
chamber)
5. Recycl i ng pump motor
6. Recycl i ng pump
7. Recycl i ng pump
8. Low-pressure accumul at or (reservoir)
9. Low-pressure accumul at or (reservoir)
10. Rapi d pressure reduci ng val ve
11. Rear right inlet sol enoi d
12. Rear right outlet sol enoi d
13. Front left inlet sol enoi d
14. Front left outlet sol enoi d
15. Front right inlet sol enoi d
16. Front right outlet sol enoi d
17. Rear left inlet sol enoi d
18. Rear left outlet sol enoi d
19. Rear right brake caliper
20. Front left brake caliper
21. Front right brake caliper
22. Rear left brake caliper
C P . Primary suppl y connector
C S . Secondary suppl y connect or
P.D. Delivery connect or to rear ri ght cal i per
A. S. Delivery connect or to rear left cal i per
A.D. Delivery connect or to front right cal i per
P.S. Delivery connect or to rear left cal i per
33.
DESCRIPTION OF HYDRAULIC OPERATION OF TEVES MK20 A.B.S.
Rest position
P4A14A001
1. Electronic control unit 8. Rapid pressure reducing valve
2. Low-pressure accumulator (reservoir) 9. Inlet solenoid (A) open (B) closed
3. Recycling pump motor 10. Outlet solenoid (A) closed (B) open
4. Recycling pump 11. Brake caliper
5. High-pressure accumulator (damping 12. Rpm sensor
chamber) 13. Phonic wheel
6. Brake pump 14. Constriction
7. Servo unit
The Teves MK20 A.B.S. has two two-way solenoids for each hydraulic circuit.
When de-activated (not earthed by the control unit), the inlet solenoid (9) is in the open position, thus
allowing fluid to pass to the brake caliper. The pressure is maintained by closing this valve, i.e. supplying
it electrically.
When de-activated (not earthed by the control unit), the outlet solenoid (10) is in the closed position
and does not allow fluid to discharge to the low-pressure accumulator (2).
The accumulators (2) and (5) temporarily store the brake fluid which becomes available during the
pressure reduction phase. The recycling pump (4) sends the brake fluid, which flows from the brake
calipers during the pressure reduction phase, to the brake pump through the relevant accumulator. On
the basis of the signals received from the rpm sensors located on the front and rear wheels, the electronic
control unit drives the electrohydraulic control unit which in turn varies the pressure of the brake fluid
sent to the caliper in accordance with three phases: increase, maintenance or reduction of pressure.
33.
Presssure i ncrease phase
P4A15AD01
1. El ectroni c control unit 8. Rapi d pressure reduci ng val ve
2. Low-pr essur e accumul at or (reservoir) 9. Inl et sol enoi d (A) open (B) cl osed
3. Recycl i ng pump motor 10. Outl et sol enoi d (A) cl osed (B) open
4. Recycl i ng pump 11. Brake caliper
5. Hi gh-pressure accumul at or (dampi ng 12. Rpm sensor
chamber) 13. Phoni c wheel
6. Brake pump 14. Constri cti on
7. Servo unit
When the driver presses the brake pedal , the pressure generated by the brake pump (6) reaches the
brake calipers wi t hout undergoi ng vari ati ons, as the sol enoi ds (9) and (10) of the hydraul i c unit are not
earthed by the el ectroni c control unit.
When the braking force i ncreases, the wheel decel erati on consequent l y i ncreases: thi s causes faster de-
celeration of t he car (i.e. the wheel sl i p i ncr eases).
The sl i p value must not exceed a particular val ue beyond whi ch the wheel l oses grip wi t h the ground
and begins to ski d, resul ti ng in l oss of di recti on control and i ncrease in braking di st ances.
The wheel speed sensor (12) i ndi cates when decel erati on val ues whi ch coul d impair the wheel ' s grip on
the ground are reached; at thi s point the el ectroni c control unit (1) drives the sol enoi ds on the el ect ro-
hydraul i c control unit, reduci ng the braking force and al l owi ng the wheel to i ncrease its speed and so re-
cover grip.
33.
Pressure maintenance phase
P4A16A001
7. Servo unit
In this phase the electronic control unit (1) earths the inlet solenoid (9) which closes, while the outlet
solenoid (10), not being connected to earth, is already closed.
The hydraulic connection between the brake pump (6) and brake caliper (11) is interrupted (waiting
position).
The pressure in the brake caliper (11) is kept constant at the value reached previously, whatever the
pressure on the brake pedal.
Even though the braking force maintains a continuous slowing down action, the wheel varies its speed
in accordance with the grip on the ground, until the rpm sensor (12) measures a value which is compa-
rable to the reference speed calculated by the electronic control unit (1).
At this point, the control unit passes from the maintenance phase to the pressure increase phase (if the
wheel accelerates) or reduction phase (if the wheel is tending to lock).
Bravo-Brava
33.
Pressure reduction phase
P4A17AO01
1. El ectroni c control unit 8. Rapi d pressure reduci ng val ve
2. Low-pressure accumul ator (reservoi r) 9. Inlet sol enoi d (A) open (B) cl osed
3. Recycl i ng pump motor 10. Outl et sol enoi d (A) cl osed (B) open
4. Recycl i ng pump 11. Brake cal i per
5. Hi gh-pressure accumul ator (dampi ng 12. Rpm sensor
chamber) 13. Phoni c wheel
6. Brake pump 14. Const ri ct i on
7. Servo unit
The el ectroni c control unit (1) detects t he wheel ' s t endency to l ock and acti vates the* el ect rohydraul i c
unit to limit the wheel decel erati on to wi t hi n the permitted threshol d val ues.
The el ectroni c control unit (1) earths the inlet sol enoi d (9) and outlet sol enoi d (10).
The inlet sol enoi d (9) remai ns cl osed, mai ntai ni ng the break in connect i on between brake pump (6) and
brake caliper (11); the outlet sol enoi d (10) opens t hus hydraul i cal l y connect i ng the brake cal i per (11)
to the l ow-pressure accumul at or (2) and recycl i ng pump (4), in order to remove some of the fl ui d from
the brake cal i per (11) and reduce the pressure on that cal i per.
At the same time the el ectroni c control uni t (1) suppl i es the motor (3) for driving the recycl i ng pump (4)
whi ch returns fl ui d removed from the brake caliper (11) into the main ci rcui t. The accumul at or (2) or
l ow pressure reservoir present in the ci rcui t stores some of the brake fluid removed from the cal i pers.
Through the ci rcui t of the recycl i ng pump (4), the brake fl ui d is drawn in and sent, through the dampi ng
chamber (5) and constri cti on (14), into t he main ci rcui t of the brake pump (6). Duri ng thi s phase, a se-
ries of pressure waves (or hydraul i c t hrust s) is generated, and t hese are attenuated by the presence of
the damping chamber (5) and constri cti on (14). Duri ng thi s phase, because of the reducti on in the
braking force, the wheel t ends to assume the reference speed cal cul at ed by the el ectroni c control unit
(1)-
33.
The braking is therefore intermittent or in steps, and follows a succession of phases dictated by the rol-
ling conditions of the braked wheel in accordance with a repetitive cycle in the form of jerks. This is not
perceived by the driver, because of the speed and frequency with which it takes place and because it is
regulated by the inertia of the wheel which, in relation to the speed of intervention of the device, pre-
vents the wheel from reaching extreme skid coefficients.
On a car with no A.B.S., the driver is able to intervene intermittently on the brake pedal with a frequency
of 2 cycles per second (2 presses and 2 releases).
With the A.B.S. system, the cycles increase to 4-10 per second (depending on the grip).
The intervention of the A.B.S. usually ceases at speeds of less than 2.75 km/h to permit complete lock-
ing of the wheels with the car stopped.
NOTE The recycling pump is of the dual-circuit free piston type, and is driven by an electric motor
which is always turning during recycling. The pistons are not coupled to the electric motor, but
are only moved along their travel, by the cam, when the brake fluid arrives. The pump can there-
fore only accomplish one pushing travel, and cannot draw in fluid because there is no mechani-
cal connection between motor and pump.
Rel ease of brake pedal
P4A18AD01
7. Servo unit
To permit a rapid reduction in pressure on the brake caliper (11) when the brake pedal is released, the
system has a non-return valve (8) located in parallel with the inlet solenoid (9).
33.
REQUIREMENTS TO BE OBSERVED ON CARS FITTED WITH ANTI-LOCK BRAKING SYSTEM
Before carryi ng out wel di ng work wi t h el ectri c wel der s, di sconnect the connector from t he el ect roni c
control unit.
If the battery is removed, after refitting it make sure to tighten the terminals fully.
To replace t he el ectroni c control uni t, removee the entire hydraul i c unit for space reasons and in order
not to damage the i nternal connector.
Before di smantl i ng the el ectrohydraul i c control uni t, di sconnect the battery's negative l ead.
The entire A. B. S. system must be checked wi th t he Fi at /Lanci a Tester whenever the el ect rohydraul i c
unit, an rpm sensor, the el ectroni c control unit or wi ri ng is repl aced.
After every intervention on the hydraul i c ci rcui t of the A. B. S. or braking syst em, fill the syst em wi t h DOT
4 brake fl ui d, bleed t he air out and check that there are no l eaks from the connect i ng poi nt s.
The el ectrohydraul i c control unit is suppl i ed fi l l ed wi t h DOT 4 brake fluid and the sol enoi ds not sup-
pl i ed. The syst em is bl ed and filled wi t h brake fl ui d in the same way as a conventi onal braki ng syst em,
al though it takes l onger.
Check that the pi pes are not in cont act wi t h the bodywork at any poi nt, in order to avoi d not onl y the risk
of damagi ng the pi pe protecti on, but al so the t ransmi ssi on of noi se during operation of t he A. B. S.
If connect i ng pi pes have to be sl ackened or removed, leak tests must be conduct ed on t he A. B. S. s y s -
tem.
Bravo-Brava
Do not put mineral oil in the brake circuit, as this would damage all the seals.
If it is put in accidentally, the following must be replaced:
- hydraulic unit;
- brake pump;
- calipers.
PRECAUTIONS TO BE OBSERVED DURING REPAIRS INVOLVING COMPONENTS OF THE ANTI-
LOCK BRAKING SYSTEM
After any repair whi ch has involved the el ectri cal syst em of the ant i -l ock braking system or t he rpm sen-
sors, during either speci f i c interventions or operati ons for the di smantl i ng and repl acement of mechani -
cal parts (for exampl e spri ng-damper assembl y, const ant vel oci ty j oi nts, drive shafts and wheel hubs), a
very short road test shoul d be carri ed out as f ol l ows:
1. i ncrease the car speed to over 12 km/h and mai ntai n thi s speed, in order to al l ow the el ect roni c con-
trol unit to conduct a dynami c check on the sensor s and detect any faul ts, i nsecure cont act s, i ncor-
rect posi ti ons or t he absence of a phoni c wheel ;
2. after carryi ng out the above operati on, if the war ni ng light does not i ndi cate a faul t, cont i nue the test
at a speed of 50-60 km/h for 10 mi nut es, usi ng t he brakes normal l y but wi thout braki ng sharpl y. Thi s
stage of the test enabl es the el ect roni c control unit to recogni ze the presence of an i ncorrect phoni c
wheel .
Bravo-Brava
33.
REMOVING-REFITTING COMPONENTS
OF THE ANTI-LOCK BRAKING SYSTEM
El ectrohydraul i c control unit
To remove the el ectrohydraul i c unit, proceed
as f ol l ows:
1. undo the cl i ps securi ng the inlet pi pe;
2. undo the cl i p securi ng the oil vapour reci r-
cul ati on pipe and remove the compl et e i n-
let pi pe;
remove the battery then undo the bol ts i n-
di cated and move asi de the battery cage;
20
33.
disconnect the sensor connector on the
brake fluid reservoir cap and unscrew the
cap;
remove the brake fluid from the reservoir
using the special syringe;
A
Take care should residual fluid in the
reservoir come out.
undo the bolts and move aside the brake
fluid reservoir;
A
Ensure that the reservoir is absolutely
clean before filling it.
Bleed the hydraulic system
P4A21AO03
Bravo-Brava
33.
3.
use a screwdri ver to rel ease the t wo f uses
and move them asi de;
undo the bolt securi ng the connect or
bl ock bracket and move asi de the connec-
tor bl ock wi t h the f uses;
undo the brake pi pe connect i ons usi ng a
13 mm wrench and tool 1856132000;
A
Take care not to damage the pipe
connections.
P4A22AD03
move asi de the brake pi pes in order to be
abl e to wi t hdraw the el ectrohydraul i c unit;
33.
1. undo the front bolt (1) and remove the
si de bolt (2);
2. di sconnect the connect or, pul l i ng the
hooki ng devi ce (3) upwar ds and remove
t he el ectrohydraul i c uni t;
3. undo the scr ews shown and det ach the
mounti ng bracket from the el ect rohy-
draul i c unit.
NOTE To refit reverse the procedure for re-
moval.
El ectrohydraul i c control unit
Bravo-Brava
33.
Front wheel speed sensor
To remove the front wheel speed sensor, pro-
ceed as f ol l ows:
- di sconnect the el ectri cal connect or;
undo the bolt and remove the sensor.
0.645 -1.305 mm
Checki ng gap between wheel speed sensor
and phonic wheel on front wheel const ant
vel oci ty joint
A
The gap is not adjustable since no
shims are supplied for the purpose. If
the value measured is outside the
specified tolerance limits, check the
condition of the sensor and the teeth
on the phonic wheel.
33.
Rear wheel speed sensor
To remove the rear wheel speed sensor, pro-
ceed as follows:
1. remove the rear seat and lift the sound
-proofing trim;
2. disconnect the sensor's connector.
Raise the vehicle, then:
3. undo the bolts securing the fuel filter cov-
er;
4. take out the rubber seal and withdraw the
sensor cable;
Copyright Fiat Auto
25
Bravo-Brava
33.
undo the bolt and remove the sensor.
P4A26AD01
12V ipp i6v mm i6v
D mBjt TD
Checki ng gap between wheel speed
sensor and phonic wheel on res*
wheel hub
20V
The gap is not adjustable since
no shims are supplied for the
purpose. If the value measured
is outside the specified toler-
ance limits, check the condition
of the sensor and the teeth
the phonic wheel.
Bravo-Brava
St eer i n g
Contents
41.
page
UPPER STEERING SYSTEM
- Steeri ng wheel 1
- Stal k unit base 2
- Steeri ng col umn 3
- Ignition swi t ch bl ock 4
STEERING GEAR
- Vari abl e ratio r ack-and-pi ni on steeri ng
' gear 5
- Operati on 6
POWER-ASSISTED STEERING
- Descri pti on and operati on 9
- Front wheel t oe-i n 11
RACK/PINION POWER STEERING GEAR
- Rack-and-pi ni bn power steeri ng gear 12
POWER STEERING PUMP
- 1370 12v engi ne 17
- 1581 16v engi ne 20
- 1747 16v engi ne 22
- 1998 20v engi ne 25
- 1929 D engi ne 27
- 1910 TD engi ne 29
Copyright Fiat Auto
Bravo-Brava
St eer i n g
Upper st eeri ng syst em
4 1 .
STEERING WHEEL
Removing-refitting
To remove the steeri ng wheel , proceed as f ol -
l ows:
1. use a screwdri ver to remove the horn cov-
er;
2. di sconnect the horn wi ri ng connect ors;
3. undo the nut securi ng the steeri ng wheel
to the steeri ng col umn, then remove the
steeri ng wheel .
To remove the steering wheel on ve-
hicles fitted with AIR BAG, see the
procedure described in Section 55.
St eer i n g
Upper st eeri ng system
Bravo-Brava
41.
STALK UNIT BASE
Removing-refitting
To remove the stal k unit base, proceed as f ol -
l ows:
1. undo the bol ts arrowed and remove the
steeri ng col umn bottom shr oud;
2. undo the bol ts arrowed and remove the
steeri ng col umn top shr oud;
3. usi ng an Al l en key, undo the scr ew on the
attachment col l ar of the stal k unit base
and wi t hdraw the col l ar;
4. di sconnect the wi ri ng connect ors of the
stalk unit base, and remove it.
Bravo-Brava St eer i n g
Upper st eeri ng syst em
4 1 .
STEERING COLUMN
Removing-refitting
To remove the steeri ng col umn, proceed as
f ol l ows:
1. remove the bolt securi ng the l ower st eer-
ing col umn to the steeri ng pi ni on;
P4A003F01
P4A003F03 P4A0O3FO4
St eer i ng
Upper st eeri ng system
Bravo-Brava
41.
IGNITION SWITCH BLOCK
Dismantling-refitting
To remove the ignition swi t ch bl ock, proceed
as f ol l ows:
1. use a punch to undo the shear bol ts l ock-
ing the i gni ti on swi t ch bl ock mount i ng;
2. remove the ignition swi t ch bl ock;
3. di smantl e the i gni ti on swi t ch and
l ock from the bl ock.
NOTE When refitting, use new
shear bolts and tighten them
until the hexagonal head
shears off.
Bravo-Brava fti2v St eer i n g
St eeri ng gear
4 1 .
VARIABLE RATIO RACK-AND-PIIMIOIM
STEERING GEAR
Removing-refitting
To remove the steeri ng gear, proceed as f ol -
l ows:
1. remove the bolt securi ng the l ower col -
umn to the steeri ng gear pi ni on;
P4A003F01
P4A005F02
2. di sconnect the transfer l i nkage from the
gearchange control l i nkage.
Rai se the vehi cl e, remove the front wheel s,
then worki ng from both si des:
3. undo the nuts securi ng the right and left
t i e-rods from t he front verti cal l i nks;
4. use tool 1847035000 to pri se off the
t i e-rod heads from the t wo verti cal l i nks;
P4AOOSF03
St eer i ng Bravo-Brava
Steeri ng gear
41.
- prise off the gearchange control lever from
the head on the steeri ng gear;
P4A006F01
- undo the bol ts securi ng the steeri ng gear to
the steeri ng subframe;
P4A0O6F02
P4A006F03
Bravo-Brava ft 12v St eer i n g
St eeri ng gear
4 1 .
Variable ratio rack-and-pi ni on
steeri ng gear
Di smantl i ng-refi tti ng
1. undo the nuts shown and remove
the steeri ng damper;
2. sl acken the ti e-rod l ocki ng nut then un-
scr ew the ti e-rod until you can remove it;
3. undo the cl amps on the dust gai ter and l u-
bricating seal , and remove the gaiter.
NOTE Check that there is no stiffness or ex-
cessive play on the ball joint, other-
wise it will need to be replaced.
NOTE Thoroughly check the gaiter for
holes or tears, and if necessary re-
place it.
Before fitting the last gaiter (pinion
side), insert the specified quantity of
grease.
St eer i ng Bravo-Brava
Steering gear
41.
OPERATION
Its innovative characteri sti c is that it can re-
duce the difference between the maxi mum
force appl i ed to the steeri ng wheel when the
car is on a bend or carryi ng out manoeuvres
with tight steeri ng angl es, and the mi ni mum
force appl i ed when the steeri ng wheel is for
example in the posi ti on for driving on a
straight l i ne.
Graph showi ng the different forces appli-
cable on a constant ratio steering gear and
a variable ratio steering gear.
This characteri sti c is obtai ned thanks to the particular shape of the rack teeth, whi ch can determi ne vari -
able ratios between the force appl i ed to the steeri ng wheel and the force transmi tted to the wheel s, de-
pending on the position assumed by the rack in relation to the pi ni on.
The rack teeth are cut wi t h module and pressure angl e varyi ng from the centre t owards the ends, so that
the pinion engages wi t h teeth of different pitch dependi ng on the steering angl e execut ed.
Thus a more direct ratio i s obtai ned when the pi ni on works on the central part of the rack, and a more
geared-down ratio is obtai ned as the pi ni on engages nearer the t wo ends of the rack duri ng turni ng.
This offers more sensi ti ve handling of the car on strai ght lines and more comfortable handling on
bends and during manoeuves.
P4AO08F02
Cross-secti on of the variable ratio steeri ng gear showi ng a schemati c representation of the rack
and pinion teeth.
P4A008F01
-- Const ant ratio steeri ng gear
Vari abl e ratio steeri ng gear
Power-assi sted st eeri ng
4 1 .
DESCRIPTION AND OPERATION
The power-assi st ed steering system compri ses:
- a feed reservoir located in the engi ne compartment;
- a vane pump driven by the engi ne, wi t h f l ow regulating and pressure relief valve;
- a set of connect i ng pipes between pump-di stri butor val ve-act uat i ng cyl i nder-reservoi r;
- a hydraul i c rack-and-pi ni on steeri ng gear.
1. Drive shaft 3. Vane impeller 5. Impeller si de plate
2. Pump body 4. Seal 6. Regul ati ng val ve
St eer i ng
Power-assi sted steeri ng
Bravo-Brava
41.
Power steeri ng distributor valve
The power steering pump is driven by the engine by a belt, and
can supply a feed pressure varying from 3.5 bar in the "neutral"
position to a maximum of 85 bar in the "full lock" position.
The power-assisted steering assembly is similar to a mechanical
steering gear, except for the following differences:
a. the steering gear contains an actuating cylinder (2) in which a
double-effect piston (1) slides, joined to the rack;
b. in the seating of the worm screw, there is a distributor valve
(3) with its pipes. It is controlled by a torsion device (4), lo-
cated at the end of the worm screw.
Depending on the torsion transmitted by the steering wheel to
the device, the fluid is sent from the pump to the reservoir, or to
one of the two chambers A or B of the actuating cylinder.
The force generated by the fluid pressure on the lateral surface of
the piston causes the piston, and hence the rack, to move.
B
Longitudinal secti on of power-assi st ed rack and pinion steeri ng gear
Checking operation
Check the steering wheel's rolling torque with the car stopped and the engine running. The torque
should be between 0.6 daN with the engine idling and 0.75 daN with the engine at maximum rpm. If it
exceeds these values, check the system pressure with the wheels at full lock. To do this, fit a pressure
gauge, with a T connector, on the pressurized fluid delivery pipe to the power steering gear (from the
pump) and turn the steering wheel to full lock on one side. When the steering wheel is forced to rotate
further, the pressure reading on the pressure gauge should rise to about 85 bar. If this does not happen,
check whether there is a fault in the power steering fluid pump or distributor valve.
The above check should be conducted with the engine running at 2000 - 4000 rpm.
NOTE Under no circumstances should the power steering assembly and vane pump be dismantled in-
to their components; instead they should be returned to the manufacturer for overhaul.
Checki ng f l ui d l evel : the fluid level should be checked with the engine running, and it should be topped
up as necessary.
4 1 .
A
The power-assisted steering system is self-bleeding; it is bled by turning the steering wheel full
lock to the right and left with the engine running and the car stopped.
This procedure should be carried out whenever the connecting pipes are removed and refitted.
NOTE If the steering becomes hard, this may be due to slipping of the pump pulley belt, or to a low flu-
id level.
If there is a fault in the pump, actuating cylinder or distributor valve, the power steering will
function as an ordinary mechanical steering gear.
FRONT WHEEL TOE-IN
On both versi ons wi th mechani cal steeri ng gear and versi ons wi t h power-assi st ed st eeri ng, the front
wheel toe-i n is adj usted by sl ackeni ng the nut l ocki ng the t i e-rod and screwi ng or unscr ewi ng the
t i e-rod until t he speci fi ed t oe-i n val ue i s obtai ned, wi t hout changi ng the posi ti ons of the st eeri ng wheel
spokes.
St eer i ng
Power steeri ng gear
Bravo-Brava
41.
RACK-AND-PIIMION POWER STEERING
GEAR
Before removing the power steering gear,
drain the fluid from the reservoir.
NOTE The old fluid should not be reused.
Top up the level with fresh fluid.
To remove the rack-and-pinion power steer-
ing gear, proceed as follows:
- remove the bolt securing the shaft to the
power steering pinion.
Raise the vehicle, remove the front wheels,
then working on both sides:
- undo the nuts securing the right and left
tie-rods to the vertical links;
- using tool 1847035000 prise off the
tie-rod end heads from the two vertical
links;
Bravo-Brava
St eer i n g
Power-assi sted st eeri ng gear
4 1 .
1. remove the reaction link of the power unit
mounting bracket, differential side;
disconnect the Lambda probe wiring con-
nector; also undo the two nuts on the
clamp securing the front exhaust pipe;
3. undo the nuts securing the front exhaust
pipe to the catalytic converter and remove
the pipe;
Copyright Fiat Auto
13
St eer i n g Bravo-Brava
Power-assi sted steeri ng gear
41.
P4A015F01 P4AO15F02
1. undo the bolts securing the power unit
mounting, differential side, to the body
shell;
2. undo the bolts securing the power unit
mounting bracket to the gearbox;
3. undo the nuts securing the gear engage-
ment lever rod (1) and the reaction rod
(2); remove the split pin securing the gear
selector lever rod (3), then release the
rods from their respective seatings;
P4A015F03
4. undo the nuts (arrowed), then lift and
move to the left the top of the relay
mounting with the gear engagement lever
rod (1) and reaction rod (2);
P4A015F04
41.
1. prise off the head (5) secur i ng the
gearchange lever (4) to the relay mount -
ing and move to the left the gearchange
lever wi t h the gear sel ector lever rod (3);
2. rotate backwards the pi n securi ng the re-
lay mounti ng and wi t hdraw the mount i ng
downwar ds;
3. undo the bolts securi ng the fl ui d del i very
and return pi pes to the power -assi st ed
steeri ng gear;
4. undo the bolts securi ng the power st eer-
ing gear to the steeri ng subframe;
St eer i ng
Power-assi sted steeri ng gear
Btavo-Brava
41.
- wi t hdraw the power steeri ng gear
from underneath the vehi cl e.
NOTE To refit the power steering
gear, reverse the procedure
for removal.
A
Check the front wheel toe-in
whenever the steering gear is
removed-refitted.
1. sl acken the nut l ocki ng the ti e-rod then un-
screw the ti e-rod until you can remove it;
NOTE Check that there is no stiffness or ex-
cessive play on the balljoints.
Power assi st ed rack-and-pi ni on
steeri ng gear
mm
<
1
2. undo the cl amps on the dust gaiter and l u-
bricating seal , and remove the gaiter.
NOTE Thoroughly check the gaiter for
holes or tears, and if necessary re-
place it.
A
Before fitting the last gaiter (pinion
side), insert the specified quantity of
grease.
Bravo-Brava ft
12v St eer i n g
Power st eeri ng pump
41.
Removing-refitting
To remove the power steering pump, proceed
as follows:
1. empty the fluid reservoir using a syringe;
2. undo the clamps and remove the air intake
pipe;
3. undo the bolts indicated and remove the
belt guard;
4. disconnect the fluid inlet and outlet pipes
from the power steering pump.
St eer i n g Bravo-Brava
41.
Pl ace the vehi cl e on ramps, remove t he front
wheel , t hen:
- undo the bol ts, rel ease t he button and re-
move the right wheel ar ch cover;
P4A019F01
- sl acken the pump pul l ey bol ts;
- sl acken the belt t ensi oner and remove the
belt;
P4A019F03
18
Bravo-Brava ft
12v
St eer i n g
41.
undo the bol ts and remove the pul l ey;
undo the bol ts securi ng the pump to the
bracket and remove the pump.
NOTE To refit the power steering pump, re-
Copyright Fiat Auto
19
St eer i ng
Power steeri ng pump
Bravo-Brava ft
16v
41.
Removing-refitting
Before removing the power steeri ng pump,
drai n the fluid from the reservoir.
To remove the power steeri ng pump, proceed
as f ol l ows:
1. remove the alternator cool i ng pi pe;
2. undo the three bol ts (arrowed) and re-
move the pl asti c guard;
3. undo the pul l ey bol ts and belt tensi oner
bol ts;
4. di sconnect the fl ui d inlet and outlet pi pes
from the power steeri ng pump;
20
Bravo-Brava fti* St eer i n g
4 1 .
1. undo the bolts and remove the pulley and
belt;
P4A022F01
St eer i n g
Bravo-Brava ft
16v
41.
Removing-refitting
Before removi ng the power steeri ng pump,
drai n the fluid from the reservoir.
as f ol l ows:
1. undo the pump pulley bol ts;
Pl ace the vehi cl e on ramps, remove the front
right wheel , then:
2. undo the bol ts, rel ease the button and re-
move the right wheel arch cover;
3. sl acken the belt tensi oner and remove t he
belt;
4. undo the bolts and remove the pulley.
Bravo-Brava ft 16v St eer i n g
4 1 .
Worki ng from the engi ne compartment, carry
out the f ol l owi ng operati ons:
1. undo t he t wo bolts securi ng the link to t he
engi ne and the bracket, and remove the
link;
2. undo t he bolts securi ng the bracket and
link to the bodywork and remove the
bracket;
3. di sconnect the wi ri ng connect or and earth
cabl e;
4. di sconnect the fluid inlet and outl et pi pes
from t he power steeri ng pump.
St eer i n g
Bravo-Brava ft 16v
41.
Rai se the vehi cl e, then:
- from the rear, undo the bol ts securi ng the
inlet mani fol d reaction bracket and remove
the bracket;
- undo the bol ts securi ng the alternator
mounti ng bracket and remove the bracket;
- undo the bol ts securi ng the power steeri ng
pump and remove it.
24
Bravo-Brava ft
20v St eer i n g
41.
Removi ng - ref itti ng
Before removing the power steering pump,
drain the fluid from the reservoir.
To remove the power steering pump, proceed
as follows:
- disconnect the fluid inlet pipe from the
power steering pump;
after slackening and removing the belts in
accordance with the procedure described
in Sec. 10, undo the bolt and remove the
pulley from the power steering pump;
- unscrew the delivery pipe connector (ar-
rowed), then withdraw the pump with the
hose.
verse the procedure for removal,
then refit and tension the belts as
described in Sec. 10.
St eer i n g
41.
1860888000
Bravo-Brava igp 20v
P4A027F02
Di smantl i ng-reassembl y power steeri ng
pump bearing
1. Remove the ci rcl i p and fit tool
1860888000 as shown in the fi gure, t hen
tighten the nut until the beari ng is ful l y
wi t hdrawn;
2. fit tool 1860888000 as shown in the f i g-
ure, then ti ghten the nut until the beari ng
is fully i nserted; refit the ci rcl i p.
Lubricate the bearing and tools be-
VI fore final assembly.
P4A027F05
Bravo-Brava fti< St eer i n g
4 1 .
Removing-refitting
as f ol l ows:
1. drai n the fluid reservoir usi ng a syri nge;
2. undo the bolts (arrowed) and remove t he
belt guard; al so undo the pul l ey nut;
3. di sconnect the fl ui d inlet and outlet pi pes
from the power steeri ng pump;
4. undo the bolts (1) and (2), scr ew up t he
belt tensi oner (3) to reduce the belt t en-
si on, then remove the belt;
St eer i ng
Bravo-Brava i o
41.
1. remove the bolts (1) and (2), then remove
the pump body compl ete wi t h pulley and
mounti ng brackets;
2. undo the nut and remove the pul l ey;
Be careful with the washer during
both removal and refitting of the pul-
ley.
3. undo the bolts i ndi cated and remove the
rear bracket; al so undo the nut (1) on the
front bracket;
4. undo the remai ni ng bol ts and remove the
front bracket.
Bravo-Brava ft St eer i n g
4 1 .
The documentation relating to this engine was not yet available at the time of going to print.
The procedure for removing and refitting the power steering pump will be published in a subsequent up-
date.
St eer i ng
41.
1910 TD ENGINE
The documentati on relating to thi s engi ne was not yet avai l abl e at the time of goi ng to print.
The procedure for removi ng and refitting the power steeri ng pump wi l l be publ i shed in a subsequent up-
date.
Bravo-Brava ft
30
Bravo-Brava Su s p en s i o n and wh eel s
Contents
44.
' . page
FRONT SUSPENSI ON
- Diagram of front suspensi on assembly 1
- Wi shbone and steering subframe 2
- Spring-damper assembly 6
- - Vertical l i nLand wheel hub 8
- Components of the front suspensi on
supplied as spare parts 14
REAR SUSPENSI ON
- Diagram of rear suspensi on assembly 16
- Removing-refitting 17
- Dismantling-refitting 22
- Stub axl e-Rear wheel hub 24
- Components of the rear suspensi on sup- .
plied as spare parts 28
WHEEL GEOMETRY
- Front wheel geometry 29
- Rear wheel geometry . 30
Copyright Fiat Auto
Bravo-Brava
DIAGRAM OF FRONT SUSPENSION ASSEMBLY
Su s p en s i o n and wh eel s
Front suspensi on
44
Sus pens i on and wh eel s
Front suspensi on
Bravo-Brava
44.
P4A002G02
WISHBONE AND STEERING
SUBFRAME
Removal
To remove the wi shbone and the
steeri ng subframe, pl ace the car on
ramps, remove the front wheel s and
the front secti on of the exhaust pi pe,
then carry out the f ol l owi ng opera-
ti ons:
1. undo the bolt securi ng the wi sh-
bone balljoint to the verti cal link;
2. undo the t wo nuts securi ng the
anti -rol l bar link and remove the
link;
Front suspensi on
44^
P4A003G02
Copyright Fiat Auto
3
Sos pens i oni e r uot e
Sospensione anteriore
Bravo-Brava
44.
1 . rimuovere il riparo anti cal ore;
2. svitare le viti di fi ssaggi o del l a scatol a ser -
vosterzo al i a traversa anteri ore;
3. posi zi onare un sol l evatore i draul i co a c o-
l onna sotto la traversa, qui ndi svitare le viti
di fi ssaggi o del l a traversa alia scocca
(f recce); abbassare lentamente il sol l eva-
tore e rimuovere la traversa anteriore.
Riattacco
NOTA Per il riattacco della traversa anteriore e del braccio oscillante eseguire in senso inverso le ope-
razioni previste per lo stacco.
Effettuare la convergenza ruote anterior '/ ogni qualvolta si esegua lo stacco-riattacco della tra-
versa anteriore o di un braccio oscillante.
4 Stampato n 506.668
Front suspensi on
44.
Dismantling-refitting anti -
roll bar on steeri ng subf rame
Checking anti -rol l bar
Neither the rubber buffers nor
the bar shoul d show si gns of
damage, ot herwi se the buffers
and the bar must be repl aced.

Checking steeri ng subframe
Check that the steeri ng sub-
frame is not cracked or de-
formed such that its ef f i ci ency
is impaired.
P4A005G03
Refitting steeri ng subframe
to body shel l
The subframe shoul d be se-
cured temporarily, then cen-
tred on the bodywork usi ng
t wo studs of a diameter of
about 12 mm, t hen it shoul d
be secured finally.
BB&B
A
<>
Components of the front suspensi on
supplied as spare parts
1. Ant i -rol l bar
2. Bracket securi ng anti -rol l bar to steer-
ing subframe
3. Steeri ng subframe
4. Li nk connect i ng anti -rol l bar to wi sh-
bone
5. Wi shbone
6. Washer for rubber buffer
7. Rubber buffer
When refitting the anti-roll bar,
fit the washers, shown in the in-
sert, with the face (A) facing
the rubber buffer (2).
Incorrect assembly could impair
the life of the rubber buffer (2).
Front suspensi on
Bravo-Brava
44.
SPRING-DAMPER ASSEMBLY
To remove the spri ng-damper assembl y, pro-
ceed as f ol l ows:
1. undo the bol ts securi ng the damper top
plate to the bodywork;
2. undo the bol ts securi ng the damper to the
vertical link and remove the coi l spri ng
and damper assembl y.
Assembl y wi t h offset coi l spri ng
Det ach the coi l spri ng from the damper as
f ol l ows:
- fit the spri ng-damper assembl y on t he
pneumati c tool 1874555000 and operate
the lever (1) so as to l ock the assembl y;
Bravo-Brava
Front suspension
44.
3.
adj ust the posi ti on of the hooks (2), mov-
ing them cl ose to the spri ng, t hen pl ace
the tool under pressure until the spri ng
begi ns to compress;
pri se off the dust excl uder usi ng a scr ew-
driver;
undo the nut securi ng the top plate to the
damper stem and remove the pl ate, then
wi t hdraw the spacer, spri ng and end-of -
travel stop.
1 0 daNm
NOTE The coil springs are divided into two
categories, identifiable by means of a
strip of paint on the central coil.
Springs of the same category must
be fitted.
Refi t the component s in reverse order,
ti ghten the damper stem nut to the correct
torque then refit the dust excl uder.
Front suspensi on
Bravo-Brava
44.
VERTICAL LINK AND WHEEL HUB
Removal
To remove the front verti cal link and wheel
hub, proceed as f ol l ows:
- undo the nut securi ng the front wheel hub
to the st ub axl e;
P4A008G02
- undo the bolts securi ng the brake cal i per
assembl y to the verti cal link;
P4A008G03
wi t hdraw the brake cal i per compl et e wi t h
mounti ng bracket and secure it in the
wheel arch wi thout di sconnect i ng t he
brake pi pe;
8
Front suspensi on
P4A009G05
Copyright Fiat Auto
9
Su s p en s i o n and wh eel s Bravo-Brava
Front suspension
44.
\
- undo the bolts securing the spring-damper
assembly to the vertical link;
P4A010G01
1 0
P4A010Q03
Front and rear vi ews of verti cal
link complete wi t h hub
P4A010G04
Bravo-Brava
Front suspensi on
44.
Dismantling
To di smantl e the vertical link and wheel hub,
- di smantl e the hub from the verti cal link us-
ing a press;
usi ng a chi sel , separate the
bearing i nner ring from the
hub, t hen wi t hdraw the
bearing usi ng the tool s
shown;
Longitudinal secti on of front wheel hub as-
sembly and di sc brake
P4A011G04
1 . Wheel hub
2. Brake di sc
3. Verti cal link
4. Bal l beari ng
Const ant vel oci t y j oi nt
Copyright Fiat Auto
11
Front suspensi on
44.
Bravo-Brava
dismantle the circlip securing the bearing
outer race;
dismantle the bearing outer race from the
vertical link using a press.
<>
Checki ng front verti cal link
Check that the inner surfaces do not show
signs of seizure and that the arms have not
sustained visible impact and do not show
signs of breakage, otherwise the complete
vertical link will need to be replaced.
Front suspensi on
44.
Refitting
The bearing can be refitted on the verti-
cal link either using a press, or using the
handle 1870007000.
Then fit the bearing circlip.
Fit the hub in the bearing on the vertical link
using a press, supporting the bearing inner
race with a cylinder (1) of suitable diameter.
Front suspensi on
Bravo-Brava
44.

anPa
A
COMPONENTS OF THE FRONT SUSPEN-
SION SUPPLIED AS SPARE PARTS
Components of the damper top mounting
Check that the components have no faults
that might impair their efficiency.
Damper
If faults attributable to the damper are found,
the entire damper assembly should be re-
placed.
Coi l spring
Make sure that it has no cracks or deforma-
tions that might impair its efficiency.
NOTE The coil springs are divided by
means of a yellow or green paint
strip on the central coil. Coils of the
same category should be fitted.
Wishbone
Check that the wishbone is not deformed,
that the balljoint head does not have exces-
sive play, that the dust excluder is not dam-
aged and that the rubber bushes are not
worn, otherwise the complete wishbone will
need to be replaced.
1. Damper
2. Coil spring
3. Damper top plate
4. Spacer
5. Rubber buffer
6. Tube and end-of-travel stop
7. Vertical link
8. Wishbone
9. Constant velocity joint + stub axle
10. Bearing circlip
11. Ball bearing
12. Wheel hub
13. Wheel hub nut
Bravo-Brava Sus pens i on and wh eel s
Front suspensi on
44.
24 daIMm
28 da [Mm
Fitting hub nut and tightening it to correct
torque
The nuts securing the constant ve-
locity joints to the hubs must always
be replaced.
Also check:
Front wheel
geometry
Staking hub nut
To stake the nut, proceed as described below:
- always use a new nut;
- thoroughly clean the threaded end of the
half-shaft using a metal brush, and then
with a compressed air jet;
- clean the thread on the new nut and the
threaded end of the half-shaft using paper
towel moistened with ethyl alcohol or hep-
tane;
- apply Loctite 270 (or an equivalent prod-
uct) on the entire threaded part of the half
-shaft end;
- tighten the new nut, securing it to the spe-
cified torque within 5 minutes of applying
the adhesive;
- stake the nut collar using the chisel shown
in figure 1 (the chisel should be made on
site in accordance with the dimensions
shown on the drawing, and taken from ar-
ticle USAG 362 or similar).
The collar should be cut on the notch of the hub on the side opposite that of tightening the nut, so that
the safety lug opposes accidental uncrewing (see figure 2).
Rear suspensi on
Bravo-Brava
44.
DIAGRAM OF REAR SUSPENSION ASSEMBLY
1. Anti -rol l bar
2. Trai l i ng arm
3. Spri ng
4. Torsi on bar
5. Damper
16
Rear suspensi on
44.
REMOVING-REFITTING
NOTE To remove the rear suspen-
sion, first remove the fuel
tank and the rear section of
the exhaust pipe.
Fuel tank
To remove the fuel tank, proceed as follows:
1. remove the luggage compartment shelf
trim and remove the plastic cover;
2. disconnect the two wiring connectors;
3. undo the nut and disconnect the vent pipe
(1), then release the retaining lugs and
disconnect the fuel delivery and return
pipes (2);
Rear suspensi on
44]
1 8
Bravo-Brava
Rear suspensi on
44.
P4A019G04
1. pl ace a col umn j ack under the tank, undo
the bol ts and remove the attachment but -
tons shown, t hen gently l ower the fuel
tank;
2. open the cl i p and di sconnect t he petrol
vapour pipe;
3. fully l ower the j ack and remove the tank.
Copyright Fiat Auto
19
Rear suspensi on
44.
P4A020G05 P4A020G04
Rear suspensi on
44.
P4A021G01 P4A021G02
Suspensi on assembl y
To remove the rear suspension assembly,
proceed as follows:
1. disconnect the brake pipe connections;
2. slacken the handbrake cable assembly and
disconnect the cables;
3. unscrew and move aside the A.B.S. sensor;
4. place a hydraulic jack under the suspen-
sion crossframe and undo the bolts secur-
ing the suspension to the body; lower the
hydraulic jack and remove the rear sus-
pension assembly.
P4AO21G04
Sus pens i on and wh eel s
Rear suspensi on
Bravo-Brava
44.
DISMANTLING-REFITTING
Rear suspensi on on overhaul stand
4
Dismantling anti -rol l bar from attachments
on trai l i ng arm
Anti -rol l bar
Check that the anti -rol l bar is not damaged or
deformed, otherwi se it wi l l have to be re-
pl aced.
Check that the rubber grommets are not dam-
aged.
NOTE Whenever the brake pipes are
removed, check with com-
pressed air that they are not
blocked.
They should be replaced if they
have dents, constrictions, cracks
or worn connections.
P4A022G04
Dismantling brake pipes from attachments on rear tor-
sion bar
Bravo-Brava
Rear suspensi on
4 4 .
Dismantling damper from anchorage on
trailing arm
To remove the damper, compress the
rear suspension with a hydraulic
jack.
Dismantling damper from anchorage on
rear torsi on beam
Dismantling - refitting brake drum
Copyright Fiat Auto
23
Rear suspensi on
Bravo-Brava
44.
Dismantling dust cap from wheel hub
Refitting dust cap on wheel hub
NOTE Before assembly, smear TUTELA
MR3 grease around the edge of the
cap.
STUB AXLE - REAR WHEEL HUB
Di smantl i ng-reassembl y nut securi ng st ub
axle and wheel hub
Whenever the hub nut is removed, it
should be replaced with a new one.
NOTE The hub nut should be tightened to
the correct torque wiht the rear tor-
sion beam fitted to the car.
Checking stub axle
The st ub axle must not be cracked, de-
formed or worn, otherwi se it has to be
repl aced.
Checki ng hub
If the wheel beari ng (arrowed) is repl aced
because of noi si ness or excessi ve play, t he
compl et e hub must be repl aced.
Rear suspensi on
44.
Dismantling trailing arm from rear torsi on
beam

Checki ng trailing arm
Check that the trailing arm is not cr acked, de-
formed or worn (on the surf ace on t he wheel
si de), otherwi se it wi l l have to be repl aced.
If the beari ngs and spacer (arrowed) are re-
pl aced because of noi si ness or excessi ve
play, the trailing arm must be repl aced.
Checki ng rear torsi on beam
Check that the rear beam is not
cracked or deformed, or mi s-
al i gned between the t wo si de
arms, otherwi se it wi l l have to be
repl aced.
Rear suspensi on
Bravo-Brava
44.
15 daNm
Fi tti ng trailing arm t o rear torsi on beam
and tightening nut to correct torque
A 6 daNm
B 8.8 daNm
Refitting damper
Ti ghteni ng damper top mounti ng bolt (A)
and bottom mounti ng bolt (B) securi ng
damper to rear suspensi on assembl y
A
To secure the damper to the trailing
arm, compress the rear suspension
with a hydraulic jack.
5.6 daNm
Refitting brake fluid pipe and anti-roll bar
on rear suspensi on assembl y
Ti ght eni ng bolt securi ng anti -rol l bar to trail
ing arm to correct torque
Bravo-Brava
Rear suspensi on
44.
10. 8 d aNm
Refitting rear suspensi on
Ti ght eni ng bodywork attachment bol ts to
correct torque
28 d aNm
P4A027G02
Al so:
Bleed the brakes
Check the rear wheel geometry
Ti ght eni ng nut securi ng stub axl e and wheel
hub to correct torque
Copyright Fiat Auto
27
Rear suspensi on
44.
COMPONENTS OF THE REAR SUSPENSION SUPPLIED AS SPARE PARTS
1. Rear torsion beam - 2. Rubber buffers - 3. Damper top mounting bolt - 4. Coil spring - 5. Damper -
6. Bottom nut and bolt securi ng damper to trailing arm - 7. Cast iron trailing arm - 8. Anti-roll bar - 9. Nut
and bolt securi ng trailing arm to rear torsion beam - 10. Stub axle - 11. Wheel hub - 12. Nut securi ng stub
axle and wheel hub -13. Hub dust cap
<>
anâ
Wheel hub
If the wheel beari ng has to be repl aced because
of noi si ness or excessi ve pl ay, the hub compl et e
wi th bearing wi l l have to be repl aced. \
Stub axle
The stub axle must not be cracked, deformed or
worn, otherwi se it wi l l have to be repl aced.
Damper
If faults attributable to the damper are f ound, the
entire damper assembl y shoul d al ways be repl aced.
Coil spring 13
Make sure that it is not cracked or deformed such that its effi ci ency is impaired.
NOTE The coil springs are divided into two categories identified by a yellow or green strip of paint on
the central coil. Springs of the same category must be fitted.
Wheel geometry
44.
FRONT WHEEL GEOMETRY
The wheel geometry must be checked after the component s that affect it have been subj ect ed to the f ol -
l owi ng checks:
- tyre pressures;
- the eccentri ci ty and out -of -t rue of the wheel rims must not exceed 3 mm;
- wheel bearing endfl oat;
- cl earance between verti cal link and wi shbone balljoint pi n;
- t i e-rod end play.
P4A029G02 P4A029G03
TOE-IN CAMBER (non adj ustabl e) CASTER (non adj ust abl e)
See data in Sec. 00
P4A029G04
If, when checki ng the t oe-i n, the
val ues measured are not as speci -
fied, sl acken t he steeri ng t i e-rod
nuts and adj ust the steeri ng t i e-r ods.
If the wheel camber angle is
not as specified, check the
vehicle body shell.
Closely follow the instructions below whenever you adjust the front wheel toe-in:
- undo the clips securing the gaiters on the tie-rods:
- check that the gaiter turns freely on the tie-rod; if necessary remove the gaiter and lubricate
wth MOLYGUARD SYL 133 silicone grease or a similar product;
- tighten the clip after adjusting the toe-in and only after checking that the gaiter is in the cor-
rect position.
Wheel geometry
44.
REAR WHEEL GEOMETRY
The wheel geometry must be checked after the following checks have been carried out:
- tyre pressures;
- the eccentricity and out-of-true of the wheel rims must not exceed 3 mm;
- wheel bearing endfloat.
If the rear wheel angles are not as specified, they cannot be adjusted as the rear suspension comprises a
rigid torsion beam.

Bravo-A Service Manual Vol1

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Fiat Bravo/a Service Manual Volume 1

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