201

1.6 litre engine in-car repair procedures

Auxiliary drivebelts - removal and refitting See Chapter 1 Engine oil and filter - renewal See Chapter 1
Auxiliary shaft - removal and refitting 8 Engine oil level - check See
Auxiliary shaft oil seal - renewal 9 Flywheel/driveplate - rem oval, inspection and refitting 12
Camshaft housings and camshafts - removal and refitting 6 General information 1
Camshaft oil seals - renewal 7 Location of TDC on No 1 cylinder 2
Crankshaft oil seals - renewal 10 Oil pressure switc h - removal and refitting 16
Cylinder compression test 3 Oil pump and pick-up tube - removal and refitting 15
Cylinder head - dismantling and overhaul See Chapter 2E Su mp - removal and refitting 14
Cylinder head - removal and refitting 11 Tim ing belt and covers - removal and refitting 4
Engine mountings - inspection and renewal 13 Tim ing belt sprock et s and tensioner - removal and refitting 5

suitabl e for suitable §^ |k suitable for | k

novic e with little ^ for beginner with ^ suitable for c ompetent experienced DIY suitable for expert DIY
expenence s o me experience DIY mechanic mec hanic or professional

Engine code* 1 82A4 .000

Bore 86.4 mm
Stroke 67.4 mm
Compression ratio 10.15:1
Firing order 1-3-4-2
No 1 cylinder location Timing (right-hand) end of engine

Oil pump type Gear type, driven from auxiliary shaft

Gear teeth-to-c ove r clearance 0.110 to 0.180 mm
Gear side-to-cover clearance 0.040 t o 0.106 m m
Gear side-to-side play 0.015 to 0.048 mm
Drive gear to driven gear clearance 0.30 mm
Oil pressure (at operating temperature) 15 psi at idle, to 54 psi at 4000 rpm

Drive Toothed belt

No of bearings 5
Camshaft bearing journal diameters:
No 1 bearing 29.944 to 29.960 mm
No 2 bearing 52.400 to 52.415 mm
No 3 bearing 52.800 to 52.815 mm
No 4 bearing 53.200 to 53.215 mm
No 5 bearing 53.600 to 53.615 mm
Camshaft bearing journal running clearance 0.030 to 0.070 m m
Camshaft endfloat (typical) 0.15 to 0.34 mm

Camshaft bearing diameters:

No 1 bearing 29.989 to 30.014 mm
N a 2 bearing 52.445 to 52.470 mm
No 3 bearing 52.845 to 52.870 mm
No 4 bearing 53.245 to 53.270 mm
No 5 bearing 53.645 to 53.670 mm
Hydraulic tappet diam eter 32.959 to 32.975 mm
Hydraulic t appet bore diam eter 33.000 t o 33.025 mm
Hydraulic tappet running clearance 0.025 to 0.066 mm
Alternator mounting bracket t o block 50 37
48 35
Auxiliary shaft sprock et bolt 80 59
Big-end (connecting rod) bearing c a p nuts 51 38
Camshaft housing bolts 15 11
Camshaft s procket 115 85
Coolant pipe t o block 25 18
Crankcase breather pipe:
M8 bolts 23 17
M10 bolts 48 35
220 162
Cylinder head:
Stage 1 20 15
Stage 2 40 30
Stage 3 Angle-tighten a further 90°
Stage 4 Angle-tighten a further 90°
Engine/transmission mountings :
Mounting brackets to transmission:
M10 bolts 50 37
M12 bolts 85 63
Mounting through-bolts :
M10 bolts 50 37
M12 bolts 80 59
Mountings t o bodys hell/subframe 32 24
Right-hand mounting bracket t o bloc k:
M8 bolts 25 18
M10 bolts 48 35
M12 bolts 80 59
Exhaust manifold nuts 30 22
Flywheel/driveplate** 83 61
Inlet manifold:
M7 bolts 15 11
M8 bolts 30 22
Main bearing c a p bolts 80 59
Oil pressure switc h 32 24
Oil p um p mounting bolts 25 18
Su mp bolts 9 7
Thermostat housing bolts 25 18
Timing belt covers:
M6 bolts 9 7
M8 bolts 25 18
M10 bolts . .. 50 37
Tim ing belt guide pulley bolt 87 64
Tim ing belt tensioner mounting plate:
M8 bolts 23 17
M10 bolts 48 35
Tim ing belt tensioner nut 23 17

all ancillaries c on n e c t e d. If t h e engine h as assemblie s, while t h e c ams h af ts r un in t w o

Chapter 2 is divided into five Parts; A t o E.
Repair operations that c an b e carried o ut with
t he engine in the vehicle are d e s c rib e d in
Parts A t o D. Part E covers t h e removal of th e
engine/trans mission as a unit, an d des cribes
the engine dis ma nt li n g a n d overhaul p ro -
cedures.
In Parts A t o D, t h e a s s u mp ti on is ma d e
that the engine is installed in the vehicle, with
been rem ov e d for ov erhau l, t h e prel imi nary
dismantling information which precedes each
operation m ay be ignored.
T he 1.6 litre engine is a w a t e r - c o o le d ,
d ou bl e ov erh ea d c am sh af t, in-line fo ur-
cylinder unit, wi th cast-i ron cylinder block a nd
aluminium-alloy cylinder head. The engine is a
16-valve unit, wi th t w o inlet and t w o exhaust
valves pe r cy linder . T he engine is mo u nt e d
transversely at the fron t o f t h e vehicle, wit h
the trans mission bolted to th e left-hand side
of t h e engine.
T he c yli nder head c o nt ain s t h e valve
s eparat e ho us in gs b olt ed o n t o p of t h e
engine. The camshafts are driven by a toothed
t im in g belt, a n d eac h on e runs in fi ve
beari ngs . T h e inlet a n d e xh aus t valv es a re
c los ed b y s ingle c oil s p ri ngs , a n d r un in
guides pres s ed into t h e c yli nder hea d. T h e
c am sh af ts ac t ua t e t h e valve s dir ec tly v ia
hydraul ic t a pp e t s mo un t ed in t h e c ams ha ft
housings.
The c rankshaf t is s up p o rt e d b y five main
bearings, an d endfloat is controlled by thrust
washers fitted around No 5 main bearing.
Engine c oola nt is c ir c ulat ed b y a p u m p,
driven b y an auxiliary drivebelt. For details of
the cooling sy stem, refer t o Chapter 3.
. Lubricant is circulated under pressure by a Rem o ve t he s c re ws s ec uri ng t he inner
gear-type pu mp , driven via an auxiliary shaft panel under the right-hand wheelarc h, to gain
whic h itself is driven by the tim ing belt. Oil is ac c e s s t o th e crank s haft pulley. Rem o v ing
drawn from the s ump throug h a strainer, and thi s c ov er entails re mov ing t he s c r e ws
then fo rc ed t hr oug h an exte rna lly- mo unt ed, securing the wheelarch front liner to the end
replaceable s cr ew- on filter. From there , it is of th e bumper , an d removing t he front liner,
dis t ri bu te d t o t he c yli nder h ead , wher e it for acces s to th e inner panel' s front securi ng
lubricates the camshaf t journals and t appet s, screw
and also to the crankcase, where it lubr icates Rem ove the single screw securing the small
t he ma in beari ngs , c on ne c t ing r od big and ac c e s s c over in th e tim ing belt co ver
small-ends, gudgeon pins and cylinder bores. and remov e the access cover t o
Model s f rom 1999 on war d s may be fit ted view the camshaft sproc kets.
wi th the rev is ed 'St ep A' engine , wh ic h To make the engine easier to turn, remove
features a number of minor modifications. Th e all four spark plugs, as described in Chapter 1.
engine seen in our 1.6 litre project vehicle was If preferred, however, it is sufficient to remove
a Step A engine. just No 1 spark plug (nearest the timin g belt
end of the engine).
Insert a s uitabl e large s cr ewdr iv er (or, if
available, a dial gauge and probe) d ow n No 1
The following work can be carried out with spark plug hole, taking care to keep it vertical,
the engine in the car: s o t hat it d oe s not b ind as th e pis ton rises
Do not use any tool which
mi ght break off or fall d own inside the engine.
Have an ass is tant tu rn the engine slowly,
using a spanner or soc ket on the c ranks haft
pulley nut.
Once the screw driver (or dial gauge reading)
starts to rise, continue turning the engine until
the c rankshaft pulley t im ing mark is aligned
wi th the mark on the tim ing belt lower cover.
Note t hat there are actually two mar ks - the
With the car parked on a level surface, apply othe r mark aligns wi t h the c entre of th e
the h and brak e and c ho c k t he rear wheel s. crankshaft timing sensor
Loosen the right-hand front wheel bolts.
Raise t he f ront of t he v ehicle, rest it
securely on axle stands and remove the right-
hand front roadwheel.
204 1.6 litre engine in-car repair procedures
The engine will be at TDC on compress ion
only when the painted marks on the camshaft
sproc kets are visible in t he t iming belt cover
ac c es s hole The paint ed
marks on the sprock et s should align with the
s te epl y-a ng led lines at eithe r side of the
ac c es s hole - ju dg in g th e alig nment is not
easy, however.
A furt her T DC mark is pro vi de d on the
flywheel, and this can be viewed through the
apert ure in the t ran sm iss io n be llh ousin g
(remove th e a pertu re c ove r first). When the
flywheel mark aligns with the 0 notch on the
be ll hou s ing, t he engin e is set to T DC . In
pra ct ic e, howev er, v iew ing th e mar k s is
impossi ble without first removing the ignition
coil a ss emb ly a nd th erm o st a t hous ing
As a further confirmation, the screwdriver will
s top rising (or th e reading o n the dial gauge
will s top increasing) when TDC is reached.
T he en gine is now set at T DC on No
cylinder.
§t*>
W he n engine pe rf orm a nc e is d o wn , or if
misfiring oc curs which cannot be attri buted to
t he ignit ion or fuel s y st ems , a c o mp re s s ion
test c an prov ide d iagn os t ic clue s as t o the
en gine 's c on di t ion . If the test is p er fo rm e d
regularly, it can give warning of trouble before
any other sy mpto ms become apparent.
The engine must be fully war me d -u p to
normal operating temperature, the battery must
be fully c h a rg e d , a nd all t he s p ark plu g s
mu st be remov ed (C hapter The aid of an
assistant will also be required.
Disable the igni tion s ys t em by
d is c on ne c ti ng t he LT wi ri ng plug t o th e
ignition coil assembly
To prevent possible damage to the catalytic
converter, depres surise and disable the fuel
injection sy st em by rem oving the fuel p um p
fuse or relay (see Chapter 4B , Section 7).
Fit a c o mp re s s io n t ester t o t he No 1
cy linder s park plug hole - the t ype of tester
wh ich s c rew s into t he plug thr ead is t o be
preferred.
Have the ass is tant hold the t hrot tl e wi d e
op en, and crank th e engin e on the starter
mot or; after on e or t wo rev oluti ons , the
c o mp re s s io n pres sur e s hou ld buil d up to a
ma x im um figure, and t hen stabilise . Record
the highest reading obtained.
Repeat the test on the remaining cylinders,
recording the pressure in each.
All cylinders sh ould p ro duc e very similar
pressures; any excessive difference indicates
the ex is ten ce of a fault. Note t hat the
c o mpr es s io n s h ou ld buil d up quic k ly in a
healthy engine; low co mp re ss io n on th e first
s tro k e, f o ll o we d by gradually increas ing
pressure on s uc c es s iv e st rok es , indi ca tes
wor n piston rings. A low compression reading
on th e firs t st rok e, wh ic h d oes not build up
during suc cess iv e s trokes, indicates leaking
valves or a b lo wn head gas ket (a c ra c k ed
head c ould also be the cause).
If th e pressure in any c ylinder is very low,
carr y out t he f oll o wi ng test to isolate t he
c au s e. I nt roduc e a t e as po on fu l of clean oil
into that cylinder through its spark plug hole
and repeat the test.
If the addition of oil temporarily im proves
the compress ion pressure, this indicates that
bore or pis ton wear is re sp ons ibl e for the
pressure loss. No im provement s uggests that
leak ing or burn t v alves, or a b lo wn head
gasket, may be to blame.
A low reading from t w o adjacent cylinders
is alm os t certainly due to t he head gas k et
having blow n between them; the presence of
coolant in the engine oil will c onfirm this.
If one cylinder is about 20 perc ent lower
than the others and the engine has a slightly
rough idle, a worn camshaf t lobe could be the
cause.
On completion of th e test, refit the spark
plug s a nd res tore the ignitio n and fuel
systems.
removal and refitting ^
The function of the timi ng belt is t o drive the
c am s ha ft s a nd auxiliary shaft (which dri ves
the oil pump). Should the belt slip or break in
service, the valve timing will be disturbed and
piston-to-valve contact will occur, resulting in
serious engine damage.
For this reason, it is impor tant that a new
timin g belt is fitted at or before the s pecified
mileage (see Chapter 1). If the car has been
pu rc ha se d s e c on d - h a n d, and its hist ory is
unknown, renewing the timing belt should be
treated as a priority.
FIAT garages use various special to ols to
set and kee p th e ca ms haf t and c rank sha ft
s p roc k e t s at th e TDC p os it io n, since it is
poss ible that th e s pr oc ke ts may turn as th e
old belt is removed and the new one fitted. If
they turn independently, the valve timing will
be lost, and t he engine will not run properly
wh en rest arted - w or s e, p is t on -t o- va lv e
contac t may occur.
A s pecial to ol is also ne eded t o set th e
tim ing belt tensioner pulley - it is not possible
t o set t he ten sio n us ing ordi nary wo r k s h o p
tools . A s imple alternative tool can be mad e
easily, however, from a strip of metal plate.
In the abs ence of the special locking tools,
great care must be tak en when removing and
refitt ing t he belt tha t t he s pro c k e t s do not
move. Marks may be found on the sprock et s,
wh ic h align wi t h ma rki ngs on t he c yli nder
head or block. If none are present, take care
t o mak e yo ur o w n , using t y pis t s c orr e c tion
fluid or similar, removing the belt.
If the special locking tools are not used, the
procedure given below will suffice to chang e
the belt successfully, but if care is not tak en
an d th e c ams h af t t im ing is sli ghtly out, th e
engine may not run very well on completion. It
is advisable to have a FIAT dealer confirm the
camshaft timi ng after a new belt is fit ted, if the
special tools are not used.
7 Rem ov e the auxiliary drivebelt(s) f rom the
c ra nks haf t pulley, then rem ove t he s pa rk
plugs (refer to Chapter 1).
W ork ing benea th t h e engine , un bolt an d
re mov e the fly wheel lower c ov er
then hold the flywheel stationary,
preferabl y using a t oo l wh ich e ngages t h e
fly wh eel s tarter ring gear (see S ect ion 12).
Alternatively, have an ass is tant en gag e a
wi de-bl aded screwdriver with the starter ring
gear.

Loosen the crankshaft pulley retaining nut -
this is tightened to a particularly high torque,
so ens ure that t he car is ade qua te ly
s u p p o rt e d . Use only go o d- qu a lit y, clo s e -
fit ting t oo ls , a nd ta k e pr ec au tio ns against
pers onal injury, es pecial ly wh e n t he nut
ev entuall y loos ens (wear glov es t o p rot ec t
your hands). Loosen the nut only at this stage
- do not remove it.
Us e t he mar ks o n th e cr ank s haft pulley
and tim ing belt cov er t o reset th e engine to
TDC, as d esc rib ed in Sec tion 2. Engage t op
gear; if th e h andbra k e is firm ly app li ed, this
should prevent the crankshaft f ro m moving.
To further aid refitting, paint an alignment
mark between the timing sensor (below and in
front of the pulley) and one of the teeth on the
sensor pic kup wheel.
Uns c re w the c ra nk sh aft pulley nut, and
remove the pulley
Unbolt and remove the timi ng belt cover,
1.6 litre engine in-car repair procedures
which is secured by a total of eight bolts (one
additional bolt is used to secure the camshaft
s procket ac ces s panel - see Section 2)
Note the loc at io n of each bol t
(and any was hers) as it is re mo v ed , as they
are of different sizes. Where ap plicable, also
recover the rubber gasket fitted between the
outer and inner covers.
If th e s pec ia l ho ld ing t o ols are not
available, make your own sprocket alignment
marks as necessary before removing the belt
(see paragraph 5).
In particular, mark the relative positions of
the cams haft s pro ck et s. The best way to do
th is is to place a s traight ed ge ac ros s t he
centres of the t w o s pro ck et s , and to dra w a
line (or s ev eral sho rt lines) ac ro ss t he
s p ro c k et s using an indelible mar ke r
T he crank sh aft s pr oc k e t sh ould also be
ma rk ed for po s it io n, if no ti mi n g mar k s are
ev id ent. T he s p ro c k et is k ey ed to the
c rank s haf t, so can only be fit ted in on e
position, but a tim ing mark would be useful as
confirm ation.
The FIAT too ls (1860874000) for holding
t he c a ms h af t s s tation ary are m od ifi ed
camshaft housing end covers, with a keyway
set into t h e inner f a c e, wh ic h w he n fit ted
engage with slots in the end of the camshafts,
pre ve ntin g rotat ion an d ma in tainin g th e
camshaft timing. To gain ac cess to the c a m-
shaft housing end covers, disc onnect the coil
LT w ir i ng , re mov e the bo lt s se c uri ng th e
igni tion c o i l, and lift t he c oil a way f ro m the
engine c omplete with HT leads.
205
Release t h e nut on the t im ing belt
tensioner, mov e the pulley away f rom the belt,
and retighten the nut t o hold the pulley in the
ret rac te d p os iti on If t he
locking tools are not fit ted, the tension of the
valv e sp ri ng s will mo v e t he c am s ha f t s very
slightly as the belt tension is released - w atc h
ho w the sprockets move, and c ompensate for
this when fitting the new belt.
Slide the dri veb elt f ro m t he s pr o c k e ts,
ta kin g great care not to turn th e m if lock ing
to ols have not been used
Note that the crankshaft sprocket is a sliding
fit only over the end of the crankshaft - try not
to remov e the sproc ket wi th the belt.
W he n refitting th e ne w belt, first m ak e
sure that the sprock et tim ing mar ks are still in
ali gn men t (the c a ms ha ft s pro c k et mark s
should be as close as possible).
If the special locking tools are being us ed,
th e c am sh af t s pro c k et b olt s sh ou ld be
loo se ne d t o allow the s p ro c k e ts t o mo v e
slightly as t he tim ing belt is ref itte d and
te nsione d. To hold eac h spro ck e t stationary
whil e the retaining bolt is loosened, make up a
tool as des cribed in Section 5.
If the s pecial lock ing to ols are not being
us ed, it is not adv isa ble to loose n the
c am sh af t s p ro c k et bolts unles s abs olut ely
nec ess ary . If the ti mi ng belt tee th will not
engage the camshaft sprocket s satisfactorily,
it is permissible to loosen the bolts and turn
the s prockets both in the s ame
direction.
2 0 6 1.6 litre engine in-car repair procedures

Fit the belt so that the arrow s on the belt

(where appli cable) point in th e d irec tion of
engin e rot at ion. Als o wh ere ap pli c able, the
lines painted on the belt should coincide wit h
marks on the spr ock ets.
Engage the timing belt with the crankshaft
s pr oc k et firs t, then pla ce it aroun d th e
aux iliary shaft sp roc k et , fix ed gu ide pulley,
and inlet (front) camshaft sprocket.
If the special locking tools are not used,
turn the ex haus t c amsh af t s proc k et slightly
(against the valve spring tension) to bring the
timi ng mar ks made into ali gnment, and slip
th e belt o nto t he s pro c ke t tee th

Finally, slip the belt around the tensioner

pulley. Ensure that any slack in the belt is on
the tensi oner s ide of t he belt run

To tension the timing belt, a special FIAT

tool (no 1860876000) is used t o turn the t e n -
sioner, and to set the tensioner spring tension,
in one mo v eme nt . T he t oo l is b olt ed into
position as s hown
Release the tensioner nut and use the tool
to push the pulley anti-cloc kwi se against the
belt.
Initially, the belt sh ould be set t o th e
max imum tension possible using reasonable
force, indicated by the mark on the tensioner
mov ing past the pointer. Tighten the tensioner
nut securely.
If t he c ams haf t s p roc k et bol ts wer e
loo se ned, t ighten t he m to the s pec ifi ed
t or qu e, holdi ng each s p ro ck e t in th e s ame
way as when they were loosened.
Rem ov e any loc kin g t ools us ed , and /or
select neutral. Temporarily fit the crankshaft
pulley nut, and t urn the engine thro ugh t wo
c o mpl et e turn s in the norm al dir ec tion of
rotation. Ch ec k (as far as possible ) that the
s pr oc k et t im ing mar k s c o me back into
alignm ent.
Loosen t he tensio ner nut, and align t he
tensioner pointer with the punc hed marking.
Hold the tensioner in this position, and tighten
the tensioner nut to the specified torque.

Make up a thin strip of thick metal (to be

levered against), with t wo holes drilled 125 mm
apart. Remove two of th e tensioner backplate
bolts, and bolt t he metal strip into position

Loosen the te nsioner nut, but leave it

fitted.
Locate the end of a suitable screwdri ver
or large pin punch in the slot in the tensioner
bac kp la te, then lever against t he metal strip
Do not lever against the
plastic surface of the tensioner pulley, or it will
be da ma ged.
H31441
Initially, take up the slack in the belt, but
then pull on the belt while levering against the
strip so that the mark on the tensioner moves

b ey o nd th e point er, t o t h e full ex tent of i t s
travel Tighten the tensioner
nut t o hold t h e tensioner spring in pos ition.
If t h e c a ms ha ft s pr oc k e t b olts wer e
loo se ne d, tig ht en t h e m t o t h e sp ec if ied
t o rq ue , hold ing eac h s p ro c k et in t h e sa me
way as when they were loosened.
Rem ov e a n y lo c kin g to ols us e d, and /o r
select neutral. Temporari ly f it t h e crank shaft
pulley n ut , a n d tur n t h e engine th ro ugh t w o
c o m p l e t e t urns in t h e norm al dir e c tio n o f
rotat ion. Che c k (as far as possible) t hat t h e
s p ro c k et t im ing mar k s c o m e bac k int o
alignment
Using a screwdriv er (or pin punch) again
as d es c rib e d in p aragr aph 35, lever agains t
the metal strip t o tak e u p t h e spring pressure
in t h e tensioner.
Carefully loosen t he tensioner nut, a nd let
the tensioner spring relax gradually until the
mark o n t h e t ens ioner is align ed with t h e
1.6 litre engine in-car repair procedures 2 0 7
pointer T ight en t h e t e n -
sioner n u t t o t h e specified torque.
Refit t h e ti mi n g belt cover a n d r ubb er
ga sk e t, a n d se cu re wit h t h e eight bolts,
correctly refitted t o their original locations.
Refit t h e c rank s haf t pulley, loc ating t h e
pulley ov er t h e c r a nk s haft s pr o c k e t a n d
ens uri ng tha t t h e mark s ma d e b et wee n t h e
timing sensor a nd p ic k up wheel are aligned.
Holding t h e flywheel stationary as desc ribed
in paragr aph 8, fi t a n d tight en t h e (new) n ut
securely
If t h e c ra nk sh af t has n o t t u rn e d, c he c k
that t h e mark o n t h e cranks haft pulley aligns
with t h e mark o n th e belt cover.
Further refitting is a reversal of rem oval.
Refit a n d t ens io n t h e auxiliary dri veb elt as
described in Chapter
5
r e m o v a l a n d re f i t t in g
Rem ov e t he auxili ary drivebelt(s) f ro m t h e
c rank sh aft pulley , th en rem o ve t h e spa rk
plugs (refer t o Chapter
Un bol t a n d rem ov e t he timi ng belt cover,
which is secured by a total of eight bolts. Note
the location of each bolt (and any washers) a s
it is r emo v ed , as they are of different sizes.
Also recover t h e rubber gasket fitted between
the outer an d inner covers.
Loosen the nut on the timi ng belt tensioner
and mov e t h e pulley a way fr o m t h e belt. If
nec ess ary, ke ep t h e belt en g ag ed wi th t h e
s pro c k ets using cab le-ties, elastic b an ds o r
string.

Completely unscrew the nut, and slide the t e n -
sioner off the mounting stud If
required, the tensioner mounting plate can be
unbolted from the engine, noting the location of
each bolt, as they are of different sizes.
W ipe the tensi oner clean , but d o not use
excessive amoun ts of solvent, as these may
contaminate the bearings. Spin the tensioner
pulley on its hub by hand. Stiff mov ement or
excessive freeplay is an indication of severe
wear ; the t ens io ner is not a s ervic eable
c o m po n e n t , and sh ou ld be rene wed if its
condition is suspec t, or as a precaution at the
tim e of a major engine overhaul.
Hol d th e tim ing belt aside , th en slide th e
tensioner over the mountin g stud an d secure
loosely wi th the nut. Ensuring that all slack is
taken out of th e belt, engage the t imin g belt
wi th tensioner sprocket.
Set the belt tensi on wi t h ref erenc e t o
Section 4, paragraphs 21 to 24.
Refit t h e t im in g belt cov er an d rubbe r
gas k et , an d s ec ure wit h the eight bo lts ,
correctly refitted t o their original locations.
Refit and tension the auxiliary drivebelt as
des cribed in Chapter
Rem ov e t he tim ing belt as d es c ri b ed in
Section 4. In addition to the alignment marks
sugges ted in Section 4, it is useful to have a
mark between eac h s prock et and the cylinder
head - mak e y our o wn if none are present,
partic ularly if the c ams h af t hol ding to ols
des cri bed in Section 4 are not available.
The camshaft s procket mus t now be held
stationary whi le the retaining bolt is loosened;
if the s p roc k et t urns very far, there is a risk
that the valves will hit the pistons. Make up a
tool as foll ows and engage it wit h the holes in
the sproc ket
Alternatively, pas s a ro d th roug h one of
the holes in the camshaft sprocket to prevent
it rotating. Position a pad of rag or a piece of
w o o d under t he ro d t o av oid da ma g in g th e
cylinder head.
Uns c rew t h e bolt (recover t he was her) ,
and slide t he sp roc k et f r o m the end of the
c ams h af t. Note the integral locat io n key on
the inner fac e of the sprocket, and the notch
on the end of th e c ams haft into whi c h it fits
With the sproc kets removed, examine the
c ams ha ft oil seals for signs of leak ing. If
necessary, refer to Section and renew the m.
Check the sprocket teeth for damage.
Wip e clean th e sp ro c k e t a nd c ams ha ft
mating surfaces.
Loc ate the sp roc k et on t he end of t he
c ams haf t, not ing that it is (loosely) k ey ed.
Refit the bolt and washer, and tighten to the
spec if ied t orq ue while holding the cams haft
st ationary us ing t he me t h od de s c ri b ed
previously.
Align t he ma rk s made bet ween t he
camshaft s proc ket s an d c ylinder head, then
refit the timing belt as des cribed in Section 4.
Rem ove the t im in g belt as de s cr ibe d in
Section 4.
Slide t he s p ro c k et off the e nd of t he
c ra nks haf t If it is tight ,
remov e it using a puller or a pair of suitable
s c rew dri v e rs . T he s pro c k et has a s eparate
key wh ic h locat es in a gro ov e in the
crankshaft nose - recover the key if it is loose.
Wit h the s proc ket remov ed, examin e the
c rank s ha f t oil seal for signs of leaking. If
necessary, refer to Section and renew it.
Wi pe clean the s pro ck et an d c rankshaft
mating surfaces. Check the sprocket teeth for
damage .
Slide the spr oc k et fully o nto t he
crankshaft, making sure it engages the key.
Refit t he t im ing belt as de s c ri be d in
Section 4.
Rem ov e t he ti mi n g belt as d es c r ib ed in
Se ct io n 4. There is no need to mak e any
alignment mar ks t o sh ow the auxiliary shaft
sprocket fitted position.
The sprocket must now be held stationary
whi le th e bol t is loo se ne d. Loc k ing u p t he
fly whe el will not help in this c as e, as t he
s prock et t urn s the oil p u mp driv es haft. One
solution woul d be t o hold the sprocket using a
st rap wr e n c h , as us ed for oil filter remov al;
alt ernatively, a m ean s mus t be de vis ed for
jamming the sprocket teeth. If a chain wrenc h
mus t be us e d, wr ap a c loth aro und t he
s p ro c k et f irst, t o prevent da m ag e t o t he
sprocket teeth
Once the bolt has been loosened, remove
it and its was her, an d take off t he s p ro c k et
Recover the locating dowel
fitted between the sprock et and shaft.
Wit h the s procket rem ov ed, ex amine the
auxiliary shaft oil seal for s igns of leaking. If
necessary, refer to Section 9 and renew it.
Wi pe clean the sprocket and shaft mating
s urfac es . Ch eck th e s p ro c k et t eeth f or
damage.
Fit t he lo ca ting d o w e l, then slide the
sprocket fully onto the shaft, making sure the
dowel engages correctly.
\
V als o s erv e to se c ure t he ca ms ha ft hou sing
Refit th e t im i ng belt as d es c ri b ed in
Section 4.
Rem o ve the ti mi ng belt as de s c ri b ed in
Section 4.
Loosen and remove the pulley bolt and its
was her, and t ak e off th e pulley
Check the pulley for any sign of damage,
and check that it spins freely, wi th no sign of
ro ugh ne s s . Wi p e th e pulley clean be fore
fitting.
Offer t he pulley up to t he engine, an d
s ec ure wi t h th e ret aining bolt a nd was her.
Tighten the bolt to the specified torque.
Refit t h e t imin g belt as de s c ri be d in
Section 4.
removal and refitting 05
M ak ing s ure t hat t hey are labelled for
po si tio n, d is c o nn e ct t he HT leads f ro m the
spark plugs .
Referring t o Ch ap te r 5B , re mo v e the
ignition coil ass embly, and place it to one side
without disc onnecting the HT leads from it.
To improve work ing ro om, remove the t wo
bolts securing the air intake at the front of the
engine c ompar tment, and lift the intake out of
po si tio n, d et a chin g it f r o m th e int ake du c t
Remove both sections of the inlet manifold
as described in Chapter 4B .
Set the engine to T DC , as de s c r ibe d in
Section
Remove the four nuts securing the ignition
coil mo un ti ng bra ck et ; note that t hes e nuts
e nd c ov ers t he ms elv es . Lift away t h e coil
mo un t in g bra c ke t , an d remov e it fr o m the
engine
 No ting their resp ec tive f itt ed p os iti on s ,
remove the hose and wiring harness brackets
f rom th e hous ing end c ov ers (one nut
rem ain in g per c over) - note t he earth lead
wh ic h may be fit ted to t he rear c over
Prise off and remove the en d c overs from
the camshaft housings
If the c amshaft lock ing to ols des c ri bed in
Sect ion 4 are available, fit t hem no w. If not,
make accurate alignment marks between the
ends of the camshafts and their housings, for
use when refitting.
Remove the camshaft s prockets and t he
fixed guide pulley as des cri bed in Section 5.
On early mod els , rem ove t he t w o bolts
s ec uri ng th e inlet ca ms haf t ti mi ng s ens or.
Wi t hd ra w the sens or f ro m t he engine, and
disconnect the wiring plug.
Unbolt and remove the upper half of the
inner t im in g belt cov er, uncli p the fuel line
plastic guide channel, a nd remove the inner
cover and channel from the t op of the engine
Loosen the ten Ribe bolts s ecuring each
camshaft housing by a quarter-turn at a time,
in a diagonal sequence As
t he b olts are lo os e ne d, s om e of t h e valv e
springs will be released.
When all the bolts are loose, carefully tilt
t he hous ings t o w ar d s the front of t he car,
noting that the housings are each located on
t w o small do wel s . So me of th e h ydraul ic
t ap p et s may try an d fall out; it is im po rtant
that the tappets are not interchanged, so turn
the ho us in gs u p s i de - d ow n as s oo n as t hey
are r emo v ed . Recover t he gask ets f rom t he
top of the cylinder head
Lift the hydraulic tappets from their bores
and store them with the valve contact surface
f ac ing d o w n wa r d s , to prevent the oil f rom
draining out. Alternatively, place the tappets in
a tray full of oil, suffic iently deep to prevent
the t appet s draining
 Make a note of the position of each tappet,
as they must be fitted to the same valves on
reassembly - accelerated wear leading to early
failure may result if they are interchanged.
Caref ully wit h d ra w th e c a ms ha f ts f ro m
their resp ect iv e h ou sin gs , tu rni ng t h e m as
necessary so that the camshaft lobes do not
hang up on the bearings inside t he hous ing
Keep the c ams haf t
horizontal as it is withdrawn ; forc e should not
be us ed, or required, otherwise the camshaft
and bearings c ould be da ma ged.
Suitably mark the camshafts (and housings)
to avoid confusion wh en refitting. The c am -
shafts may be f oun d t o be mark ed A and S,
which stands for Aspirazione (Inlet) and Scario
(Exhaust). Note that the inlet camshaft is
nearest to the front facing side of the engine. On
the car seen in the workshop, the inlet camshaft
had a blue paint mark, while th e exhaust
camshaft was marked with green paint.
Exami ne th e c ams haf t bearing s urfac e s
and c a m lobes for s igns of wear ridges and
scoring. Renew the camshaft s if any of these
c ondit ions are apparent. As far as poss ible,
check the condition of the bearing surfaces in
the camshaft hous ings. If suitable measuring
e qu ipm ent is av ailable, c am sh af t bearin g
jour nal we ar can be c h ec k ed by dir ect
measurement.
Examine the tappet bearing surfaces which
contact the camshaft lobes for wear ridges and
sc orin g. Renew any ta ppet on whi c h these
c ondit ions are a pparent. If a tap pet bearing
surface is badly s c o red , also exa mine the
•f
corresponding lobe on the camshaft for wear,
as it is likely that bo th will be wo rn . Renew
worn components as necessary.
Liberally lubricate the camshaft lobes , and
as far as p os sib le, the bearin g s urfac es in
each camshaft housing
Carefully insert the c ams ha ft s bac k into
their respe ct iv e hou sin gs, ta kin g t he s am e
precautions described in paragraph
At this stage, it is advisable to check the
camshaft endfloat using a dial gauge mounted
on the c am sh af t ho us ing , wi t h its pr ob e in
c on t ac t wi t h t he ca ms haf t being c h e c k e d .
Move the camshaft one way, zero the gauge,
then mov e the camshaf t as far as it will go the
other way . Record t he re ading on t he dial
gauge, and repeat on the other camshaft and
ho us ing . FIAT do not qu ot e a f ig ure f or
camshaft endfloat, but the figure given in the
Sp ec ifi c at ions can be us ed as a g uid e. If
either of the readings exc eeds the tolerance
giv en, a pair of new c ams ha ft hous in gs will
probably be required.
Clean all traces of gasket f rom the m ating
faces on the housings and cylinder head, then
plac e ne w ga s k ets in pos iti o n over the
locating dowel s
Fit t he hydraul ic t a p pe t s ba ck in their
original positions
If the FIAT spec ial t oo ls for h oldi ng t he
c ams haft s were not available, turn the c a m -
shafts (if necessary) so that the marks made
on removal are aligned, and try not to let the
camshafts turn as the housings are refitted.
Chec k that the engine is still set to TDC as
described in Sections 2 and 4.
Offer the housings into position over the
t wo dowels, ensuring that the tappet s engage
correctly with the valves. Take care that none
of the t ap p e t s fall ou t as the ho us in gs are
refitted - offer t he hous ing into place on its
s id e i nitially, an d us e a ruler t o h old t he
tappet s in place
Insert the housing bolts. Note that as the
hous ings are t igh te ned d o wn , s o me of th e
valve springs will be compress ed - it is import-
ant that tightening is done progressively.
W ork in g in a diag onal s e qu en c e an d
k eepin g t he h ous in g as level as po ss ibl e ,
tighten each housing bolt by a quarter-turn at
a time until the housing just seats on the head.
A gain wo rk i n g in a d iago nal s eq uen c e,
tighten all bolts to the s pec ified t orq ue
Refit all component s removed for access,
using a reversal of the removal procedure.