Recommended lubricants for your Fiat 500 is a post from: Fiat 500

AUBURN HILLS, Michigan — The Fiat 500 will be coming to the U.S. market as early as 2011.Inside Line has learned it won’t be built in Mexico, as had been speculated, but at one of Chrysler’s own U.S. plants, possibly the one in Belvidere, Illinois.

The 500s are slated to be in showrooms in the U.S. by the first quarter of 2011, and they will be badged as Fiats, according to Fiat executives quoted by Automotive News.

Four versions of the red-hot little car will be built for the U.S. market, Automotive News reported, quoting 500 designer Robert Giolito, who confirmed the plan in Italy. Two hatchbacks — one standard, one sporty Abarth model — a convertible and a wagon, will comprise the U.S. line-up. The trade publication noted that it is possible a four-wheel-drive SUV version of the tiny car could be in the works as well for U.S. consumption.

Chrysler Will Build the Fiat 500 for Americans is a post from: Fiat 500

Fiat 500 Chassis Numbers

For help where to locate ur chassis number see : Identifying Your Fiat & Engine

Fiat 500 Chassis Numbers is a post from: Fiat 500

Here is a list of Fiat 500s Original Paint Codes

Fiat 500 Original Paint Color Codes is a post from: Fiat 500

• New 500 ——————— 26 IMB 1
• 500 Sport ——————– 26 IMB 3
• 500D————————– 26 IMB 4
• Station Wagon ————- 26 OC
• 500F ————————– 26 IMB 6
• 500L ————————– 26 IMB 10 (incorporates CO limiter for idling)

The weber 26 IMBl carburetor is a downdraft, single body carburetor with 1.0236” (26 mm) diameter throat at the height of throttle shaft.

The fuel mixture rating system consists of a throttle valve controlled by accelerator pedal through a cable which operates a lever secured to throttle valve shaft. This carburetor is fitted with a progressive-action starting device which enables the driver to suit the mixture richness to the most varied conditions of starting, until the engine has reached the rated operation temperature.

The dampened needle valve ensures a smooth engine running since, thanks to its dampening device, it is not affected by vibrations and, therefore, keeps steadily constant the level in carburetor bowl.

Operation.

Diagrammatic section of Weber 26 IMB1 carburetor

1. air corrector jet 2. air inlet 3. idle speed mixture duct 4. idle speed jet holder 5. idle speed air orifice 6. filter cover 7. Filter 8. fuel inlet connection 9. needle valve seat 10. Needle 11. float pivot 12. Float 13. idle speed jet 14. main jet holder 15. main jet 16. Bowl 17. idle speed mixture adjustment screw 18. idle speed mixture orifice 19. Throttle 20. transition hole 21. primary Venturi (not interchangeable) 22. emulsion orifices 23. emulsion well 24. secondary Venturi (not interchangeable) 25. main nozzle

Referring to the diagram. the air from above, flows through Venturi (24) where it mixes with the fuel issuing from nozzle (25) and is then conveyed to cylinders through primary Venturi (21) and throat, where throttle (19) is adjusting the flow.

From fuel line, joined to carburetor by connection (8), the fuel flows across filter gauze (7), through needle valve (10) into bowl (16) where float (12) hinged to pivot (11) controls the opening of needle (10) and maintains a constant fuel level.

From bowl (16) – via metered main jet (15)– fuel reaches emulsion well (23) whence, after having been mixed with the air coming from metered air corrector screw (1), through emulsion orifices (22) and spray nozzle,(25)it finally reaches the Venturis where it blends with the air stream promoted by engine suction and is then drawn into cylinders.

The purpose of secondary Venturi (24) is to increase the vacuum around nozzle (25) and to carry the air/fuel mixture to the center of primary Venturi.(21)

While idling, through an appropriate passage fuel is carried from well (23) to idle speed jet (13) where it is mixed with the air coming from air inlet (5). Through duct (3) and idle speed orifice (18) – adjustable by taper-point screw (17) – the fuel reaches carburetor throat past throttle (19) where it is further mixed with the air stream drawn in by engine vacuum through the gap around the throttle in idling speed position.

From duct (3) the mixture can also reach the carburetor throttle chamber through transition hole (20), located in exact relation to the throttle; the purpose of this progression hole is to permit a smooth acceleration of engine from idling speed, proportionately to the increase in throttle opening.

Starting Device. (figure below)

This device has the function of ensuring proper engine cold starting. It is controlled by means of the lever placed behind the gearbox lever and must be progressively set back to rest position as engine is reaching the rated operation temperature. The starting device is made up of valve (33) actuated by the lug of rocker (36) connected, through a suitable shaft, to control lever (38). By pulling the device control to stroke end through lever (38) and rocker (36), valve (33) is lifted from its seat and brought to the fully open position (diagram A). Under these conditions valve (33) closes air hole (27) and mixture hole (29) and uncovers mixture orifices (30) (32) [which communicate with starting jet (46) through duct (26)] and air holes (35). With valve (33) partially opened, hole (29) may communicate with carburetor throat, through the valve central slot, duct (28) and hole (31) drilled in Venturi (21) in correspondence with the restriction.

With throttle in idling speed position, the vacuum of engine cranked by the starter causes the fuel contained in the recess of jet (46), in the jet and in reserve well (45) to be emulsioned with the air coming from holes (43) and (44). Through duct (26) and holes (30) and (32) the mixture arrives – simultaneously with air from holes (35) – past the throttle through duct (34), thus permitting prompt starting of the engine.

After engine firing the device delivers a mixture whose fuel/air ratio is such as to permit regular running of engine while still cold. But, as the engine warms up, this mixture would be excessive and too rich; therefore, it becomes necessary to exclude gradually the device as the engine is reaching the rated operation temperature. During this maneuver, valve (33) slowly uncovers hole (27) which permits a greater amount of air to enter through spring guide hole (42) (to weaken the mixture) while, by closing progressively holes (30) and (32) and air holes (35) also the amount of mixture is reduced. (see diagram B)

Hole (29), duct (28), and hole (31), drilled in Venturi (21), have the task of permitting a regular progression of acceleration also with cold engine. By opening throttle (19) to speed up the engine, the vacuum acting on duct (34) is reduced. This would cause a reduction in the amount of fuel delivered through said duct (34), with consequent irregular running of the engine, but, through hole (31), duct (28)and hole (29) (from which air is drawn when throttle is closed), some mixture is sucked in by the vacuum formed in the restriction of the Venturi consequent to the opening of the throttle, and this compensates for the reduction in delivery through duct (34).

When the starting device is excluded, valve (33) covers also hole (29) and prevents the entrance of mixture.(see diagram C)

Starting device (choke) diagrammatic section

<<A>>: Device fully inserted. - <<B>>: Device partially inserted. - <<C>>: Device didinserted

2. air inlet 16. bowl 19. primary Venturi 24. secondary Venturi 26. mixture duct 27. mixture leaning air orifice 28. transition duct 29. transition mixture orifice 30. starting mixture orifice 31. transition orifice 32. starting mixture orifice 33. starting valve 34. mixture duct 35. starting device air orifices 36. rocker 37. lever return spring 42. spring casing 43. starting jet emulsion air orifice 44. air emulsion reserve well orifice 45. starting reserve well 46. starting jet

Weber Carburetors TYPE 26 IMB1 & 26 IMB3 is a post from: Fiat 500

If The Engine Stalls.

POSSIBLE CAUSES	REMEDIES
1) ldling speed too low	1) Increase throttle opening slightly and adjust mixture rating as recommended under «Carburetor» .
2) ldle mixture too lean or too rich	2) Adjust mixture rating as recommended under «Carburetor» .
3) Carburetor flooding: a) due to too long starting with inserting choke without using accelerator; b) due to carburetor defect.	3) Proceed as follows: a) remove and wipe spark plugs or wait some minutes and start engine with choke out and all open throttle; b) remove and rebuild carburetor as recommended in covering chapter.
4) Needle valve in carburetor stuck.	4) Rebuild as recommended under «Carburetor».
5) dirt or water in fuel line or carburetor.	5) Remove and thoroughly clean carburetor; if trouble  recurs, flush and blow fuel tank and lines.
6) Incorrect fuel level in carburetor bowl.	6) Check and adjust fuel level as recommended under «Carburetor» .
7) Incorrect use of choke device.	7) Operate as recommended in covering paragraph of chapter «Carburetor» .
8) Loose or corroded battery terminals	8) Clean terminals and tighten nuts as recommended under <<Battery>>. Replace cable and terminal clamps if they are too much worn.
9) Loose ignition cables from coil to distributor and from distributor to spark plugs.	9) Examine and re-set circuit.
10) Loose ignition switch connection.	10)  Examine and re-set circuit.
11) Spark plugs dirty, damp or gaps set too wide.	11) Clean spark plugs and set gap as recommended under <<Spark Plugs>>.

12) Distributor breaker contact points dirty, oxidized or blackend; pitted points or excessive point gap.	12) Clean contacts and adjust point gap as recommended under “Ignition Distributor”
13) Distributor rotor contact worn.	13) Replace distributor rotor.
14) Distributor advance not operating.	14) Rebuild ignition distributor as recommended in covering chapter.
15) Defective coil and condenser.	15) Inspect and replace both of them, if necessary. Operate as recommended under “Ignition Coil” and “Ignition Distributor”
16) Exhaust system restricted.	16) Thoroughly clean exhaust silencer, exhaust piping and manifolds.
17) Incorrect valve tappet clearance.	17) Adjust tappet clearance as recommended under “Timing Gear”.
18) Burned valves.	18) Replace valves.
19) Poor Compression.	19) Check compression (99.6″ to 106.7 p.s.i. - 7 to 7,5 kg/cm2 , Model 500 and 106.7 to 113.8 p.s.i. - 7,5 to 8 kg/cm2, Model 500 Sports, using a pressure gauge; rebuild engine if compression is too low.
20) Engine overheating.	20) Check generator and fan drive belt for a loose condition and the air outlet control thermostat on engine cowling for defective operation; proceed as required, following recommendations under “Cooling”

Engine Stalls is a post from: Fiat 500

This mechanism consists of:

— a forked lever, integral with a shaft (passing through clutch housing) on which the outer operat­ing lever is keyed;

— a return spring, connected to outer operating lever and anchored on gearbox casing. When in normal position, this spring keeps the central thrust carbon ring away from withdrawal levers carrier ring. The carbon ring is pressed against carrier ring by the throwout ring connected to forked lever.

After adjustment, lock by nut and jam nut

clutch throwout mechanism

clutch controls and adjusting mechanism

Clutch Withdrawal Mechanism is a post from: Fiat 500

The Fiat 500 Abarth, the hot version of Fiat’s new small car that is breaking sales records in all its markets, has made its debut at the Geneva International Motor Show (4 March 2008) with Fiat forgoing the usual show girls to pull the covers of its new 99 kW hot baby, replacing them with two owners of the original 500 Abarth who have gone onto rather bigger things in the industry – Fiat Group CEO, Sergio Marchionne, and Ferrari President, Luca di Montezemolo.

Faithful to the saying coined for Abarth cars in the 1960s (‘small but wicked’), the 500 Abarth promises to be a ‘small’ car with generous performance qualities. The car on display at the Geneva show is equipped with a Fire 1.4 16v Turbo petrol engine which delivers a maximum of 135 bhp (99 kW) at 5,000 rpm and peak torque of 206 Nm at 3.000 rpm in ‘Sport’ mode (in ‘Normal’ mode torque is reduced to 180 Nm at 2,500 rpm). This brilliant, smooth new engine is also a friend of the environment: like the regular Fiat model it is derived from, the new Abarth will respect future Euro 5 legislation.

Another interesting feature of the 500 Abarth is the fact that it adopts the new TTC (Torque Transfer Control) system, which improves the transfer of drive torque to the wheels, but, above all, ensures that the car behaves impeccably on bends, making it safer and more entertaining to drive when you put your foot down.

Aggressive, functional styling

Respecting Abarth tradition in full, the styling of the 500 Abarth is not a mere exercise in interpretation, because it significantly improves the car’s performance. The best proof of this stylistic approach can be found in the attention paid to the aerodynamics and functionality of certain elements. For example, compared to the basic body, the 500 Abarth optimises aerodynamic behaviour both with the roof extension and a large winged spoiler, and with a ‘slide’ that links up to the underbody, optimising the airflow output, and involving much of the rear bumper.

Underlining two sporting elements – the spoiler and the slide – help to reduce drag and increase grip at high speed. What is more, the front slits on the bumper heighten the sporty styling but also perform a useful function, cooling the two intercoolers positioned at the sides. That is not all. On either side of the ‘slide’, there is an exhaust pipe that corresponds to the symmetrical exits of a single silencer positioned transversely (branded with the scorpion logo, like those in the 1960s).

On the side, sideskirts envelop the curves of the car creating a more vertical profile, which improves the Cd. But it is the front that really announces that the 500 Abarth has the equipment of a true GT: the ‘triptych’ of air intakes consists of a central inlet, which is larger than on the basic model, with a much broader upper slit (above the number plate); the two ‘nostrils’, positioned symmetrically at the sides of the bumper, correspond exactly to the position of the two identical intercoolers, which are just visible through the ‘nostrils’, guaranteeing airflow in and out.

The nose with its trim has been ‘pushed forward’ to create the space necessary for the turboblower; this makes the side view of the 500 Abarth more pronounced and obvious, in perfect harmony with Abarth tradition, recalling the 850 TC and 1000 TC, on which the externally applied manifolds were immediately visible and recognisable as a characteristic feature of the brand. The trim itself differs from the one on the Fiat 500 because it is in a single piece: the Abarth logo, which appears for the first time without a chrome surround, ‘floats’ on a finned surface that serves as an additional air intake. The Abarth shields positioned on the sides are shot through by a tri-colour arrow, like the ones on the Abarth 595 and 695 in the 1960s, a symbol of the brand’s racing image

And finally, the 16” and 17” wheel rims come in different styles: from multiple spokes to beading of the bore holes (a clear reference to styles adopted for forged wheels in the 1970s).

‘Racing’ interiors for extremely enjoyable driving

Inside, the ‘cockpit’ of the 500 Abarth features special instrumentation which is derived from the outfit on the Fiat model, with the addition of an analogue pressure gauge to measure turbo pressure. It incorporates a LED telltale that optimises gear changes by lighting up at the appropriate moment. The main instrumental panel, with its sports graphics, is protected from glare by an upper lip, while the three-spoke steering wheel has shaped thumb rests, is ‘flattened’ at the bottom to increase roominess, and is adjustable. The aluminium pedals with their rubber trim have a decidedly ‘racing’ look, like the gear lever knob (covered with leather with a more anatomical grip for sporty driving). The same approach is evident in the seats – of the ‘one-piece’ type, incorporating the head-restraint into the squab – which are upholstered with a choice of materials: fabrics in different combinations of colours and textures, and two versions of leather (black or red). The headlining and the side trims are black, giving the interior a more technical, sporty look.

Fiat 500 Abarth: a story of records and successes

The roots of the new 500 Abarth go deep into the history of motorsport in the Sixties. A brief history follows of the forefather of the car displayed today in Geneva.

It all began in July 1957 with the launch of the ‘Nuova 500’, the car created by Dante Giacosa and powered by a twin-cylinder engine (capacity of 479 cc) that delivered a maximum of 13 bhp, for a top speed of 85 km/h. Carlo Abarth fell in love with this small Fiat, and immediately recognised a challenge: he was soon convinced that, with suitable tuning, it could become a very fast little car. He maintained the original cylinder capacity, but increased the compression ratio (from 6.55:1 to 8.7:1), and fitted a Weber 26 IMB carburettor and a special Abarth exhaust: this generated an extra 7 bhp compared to the basic model, bringing it up to 20 bhp which, with successive tuning stages, eventually reached 23 bhp.

On October 15, 1957 a number of similarly tuned cars, but all with standard bodywork, were sent to the Monza racing circuit for a speed test, to show that the ‘Abarth treatment’ could produce extraordinary results.

The injection of horsepower and the special Abarth edition of the ‘Nuova 500’ made a significant contribution to the success of the standard model. That same year two more versions of the new Fiat also appeared: the ‘500 Coupe’ Zagato and the ‘500 Coupe’ Pininfarina. The first won for Abarth in the Italian Class 500 Championship of 1958, driven by Ovidio Capelli. That same year, Carlo Abarth wanted to show that the ‘Nuova Fiat 500’, suitably transformed and with even more power, could produce brilliant performance (compression ratio of 10.5:1, optimised intake and exhaust, power delivery of 26 bhp and top speed of 118 km/h), and as a result for a whole week the small Fiat – sporting a Scorpion on its front – performed a ‘marathon’ that went down in history: in seven days and seven nights it covered a distance of 18,186 kilometres at an average speed of 108 km/h, breaking 6 international records, by travelling:

• in 4 days, 10,457 km at an average of 108.9 km/h;
• in 5 days, 12,933 km at an average of 108.2 km/h; 
• 15,000 km in 139 hr 16’ 33” at an average of 107.6 km/h;
• in 6 days, 15,530 km at an average of 107.8 km/h; 
• 10,000 miles in 149 hr 09’ 29” at an average of 107.8 km/h;
• in 7 days, 18,186 km at an average of 108.2 km/h.

With this umpteenth success, Carlo Abarth proved that it was possible to build racing cars derived from small runabouts, and the motto ‘small but wicked’ was coined.

And so the Sixties started; they have since been described as the heyday of the Scorpion, thanks to its huge success in racing and on the market. This decade also represented the period of the greatest generational rebirth in the Twentieth century. The age of technology began: in the space industry, preparations were underway to put a man on the moon, eight out of ten Italian homes now had a television, people travelled by car listening to the radio, all types of periodicals and publications were born, habits were changing, and so were the Italians.

It was no coincidence that the most important developments to the ‘500’ Abarth were introduced in this revolutionary period. In 1963, Carlo Abarth, who was a natural technologist and innovator, decided that he wanted to make the new ‘500’ even faster; so he increased the cylinder capacity from 499.5 cc to 595 cc, obtaining a power delivery of 27 bhp. The extensive work carried out on the engine and changes to the fuel feed system, with the adoption of a Solex C28 PBJ carburettor instead of a Weber unit, enabled the Fiat 500 Abarth to pass the 120 km/h mark.

The Scorpion’s small sports car was immediately recognisable by the Abarth grille on the nose, accompanied by the distinctive metal logos of the model and the Abarth shield on the sides, with the claim ‘Campione del Mondo’ (World Champion).

A few months after the market launch of the ‘595’, the plant in Corso Marche launched the ‘conversion box’ containing all the parts necessary to make a Fiat Nuova 500 identical to an Abarth 595, in terms of engineering but also of styling: pistons, camshaft, engine, cylinder head gasket, exhaust, oil sump, chrome-plated grille with lateral trims, enamel shield and chrome wording.

This showed that Carlo Abarth’s engineering genius was attune to the aspirations of the young, managing to meet the demand for brilliant performance even on cars used for everyday driving and not only to race.

For the Corso Marche plant, 1964 began with the presentation of the Fiat Abarth ‘595 SS’, an even more evolved, more powerful version of the ‘595’. This small bombshell developed as much as 32 bhp for a top speed of over 130 km/h, causing quite a stir in the racing world. It differed from the previous model for the black rubber hooks on the bonnet, the ‘SS’ logo on the front and rear lids, and ‘esse esse’ written on the dashboard.

They were stylistic details that underlined the sporty personality of this small car. And it was by then customary for Abarth to market not only the car but also a conversion kit that allowed the owner of a Fiat 500 to transform it into a ‘595’ SS, and to put himself behind the wheel of a real Abarth sports car.

The last version of the ‘595’ was the ‘595 SS Competizione’: wider track, wider tyres, wheelarches with protruding red shanks, a power delivery of 34 bhp and a top speed of 130 km/h. In other words, Carlo Abarth had created a new car for new victories. The roll of honour of this runabout with the Scorpion treatment included a long, long list of triumphs, from its debut at the Monza circuit in 1964 with Franco Patria, right down to the Italian Touring Trophy 600 class with Leonardo Durst at the end of the same year.

The New Fiat 500 Abarth is a post from: Fiat 500

The Clutch Drags.

The Clutch Drags is a post from: Fiat 500

If your Experiencing Excessive Facing Wear.

Clutch Excessive Facing Wear is a post from: Fiat 500