Fiat 850 Spider Restoration Project Episode 39 " I Need A Break From Brakes"

Bad flares and lack of knowledge conspired to cause many leaks! The system is all bled and good now though. The pedal assembly had to come back out (like so many other things) but that's ready to re-install. Maybe we can move on to other things now? Also, I need your opinions..

[@rixter719]

Dennis, you have the patience of Job.

[@dennisjump8655]

Except poor Job didn't bring it on himself! Thanks

[@gordonsmith29]

Yet another good useful video please don't apologize for making mistakes we all do it. I can confirm that according to all of the wiring diagrams I've seen for the Fiat 850 there is no neutral or clutch lockout for starting. The switch on the clutch control is part of the North American market emission control equipment. The wiring diagram shows that the switch on the clutch control combined with a switch on the transmission which operates when third or fourth gear is engaged. This then controls the electro valve. There is a splendid explanation and diagrams of the emission control system in the Haynes workshop manual. I have removed all of the emissioned control equipment from my car. This includes the two absorbers at the top corners of the fuel tank. Yes, with a slight wiring change one could interlock the ignition using the switch on the clutch. The Haynes Fiat 850 workshop manual covers all 850 models including the Spider with additional information for cars destined for the American market. Thanks Dennis keep up the good work.

[@dennisjump8655]

Thanks Gordon. You've confirmed for me what I thought. I blocked off the end ports on my fuel tank as well and do not intend to re-install the electro-valve crap. I'm going to see if I can locate a copy of that Haynes manual.

[@davesoanes1649]

I have a Chilton's Fiat 1970-73 repair and tune up guide which explains the switch as being in series with one fitted to the transmission third and fourth gears. When they are both activated the electrovalve is energized and manifold vacuum is applied to the diaphragm keeping the throttle plate from returning to the closed or idle position. I'm in New Zealand and we don't have that stuff fitted. Good on you for these tips and videos.

[@dennisjump8655]

From what I've seen, most guys restoring these leave them out. The replacement fuel sending units to the tank do not have a second port that would normally be routed to that like the original. So is there anything in there about a neutral start? It must be on the tranny too, if there is one. Can't imagine there wouldn't be one. Thanks for the input.

[@davesoanes1649]

@@dennisjump8655 Yep I can't find any other info on wiring for a neutral switch either

[@dennisjump8655]

@@davesoanes1649 Maybe Tony figured we don't need one? "Safety switch? We don't need no stinking safety switch"

[@johncitizen3927]

Dennis got a 1970 850 spider. Needs top hardware ect. Where's the best place to order from???

[@dennisjump8655]

The previous episode is all about where to get parts.

[@jacklyons2557]

A double flare? Any idea what the (real or perceived) advantage of that might be? Also, "mistake" is too harsh a word for being entirely innocent of the double flare. As for the frozen side, single or double circuit? Legal mandate was in '67? or so, I think/remember sorta. Anyways, a dual circuit would not be side-to-side, so I'm going with the kids.

[@dennisjump8655]

Well you and the kids are right. The rear drum was slightly off (not centered but canted a little) and as soon as I mounted the tire on the front, I could easily move the wheel. That they were both on the same side was just coincidence. Only one line feeds both rear drums, into a distribution block. I can't say what the advantage is for the double flare.. Stronger? Better seal? IDK. I only found out by finding the part and reading the description. All brakes are bled and working well now! Thanks for watching.