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Fiat Stilo 2001-2007 Workshop Repair & Service Manual (COMPLETE & INFORMATIVE for DIY REPAIR) ☆ ☆ ☆ ☆ ☆

Fiat Stilo 2001-2007 Workshop Repair & Service Manual (COMPLETE & INFORMATIVE for DIY REPAIR) ☆ ☆ ☆ ☆ ☆

* COMPLETE, Absolutely No Missing Pages!
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This high QUALITY official manual for Fiat Stilo 2001-2007 is 100 percents COMPLETE and INTACT, no MISSING, CORRUPT pages, sections to freak you out! This manual is exactly as described.

MAKE: Fiat
MODEL: Stilo (1.2 16V, 1.4 16V, 1.6 16V, 1.8 16V, 1.9 JTD 8-16V, 2.4 20V)
YEAR: 2001 2002 2003 2004 2005 2006 2007

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This highly detailed workshop service repair manual for download contains virtually everything you will ever need to repair, maintain, rebuild, refurbish or restore Your Fiat Stilo 2001-2007 (ALL MODELS ARE COVERED). All diagnostic and repair procedures and gives you access to the same information that professional technicians and mechanics have. You can view and print out the complete repair procedures with this workshop service repair manual Download - you do not need to be skilled with a computer.

The power unit supports have a structural connecting function for the power unit and the bodyshell.
They are designed to support the weight of the power unit and the loads from the torque transmitted by the engine.
Each rubber has a rubber - metal mounting which is designed to dampen the vibrations produced by the engine, thereby reducing most of the vibrations transmitted to the bodyshell.
This is a centre of gravity type power unit support, comprising two mountings plus a reaction connecting rod that acts as a rod with new supports aligned on one axis for the centre of gravity thereby producing reaction forces.
System details
The adoption of this system has made it possible to reduce noise by about 2 Db.
This had led to advantages, especially in terms of driveability and comfort inside the passenger compartment.
1, Timing side support
2, Gearbox side support
3, Reaction link
The crankcase is made of of high mechanical strength cast iron.
The crankshaft is supported by five main bearings.
The cylinders are formed directly in the crankcase and sorted into three size categories plus one oversize.
Special channels in the crankcase walls carry coolant and lubrication fluid.
The lower crankcase is made from die-cast luminium alloy with cast iron main bearing caps.
The machining of the supports and main bearing caps is carried out together with the crankcase.
The matching with the upper crankcase is achieved by means of bolts and locating dowels which guarantee the precision of the fitting.
There is a bead of sealant between the two crankcases to prevent oil leaks.
The upper and lower crankcases are illustrated in the diagram below.
The cylinder head is one-piece in aluminium alloy.
The four valves per cylinder are fitted in the guides, operated by two camshafts by means of hydraulic tappets.
The valve guides are an interference fit in the cylinder head seats.
A special reamer is used to produce the correct inner diameter after fitting.
The camshafts are fitted in two built-in camshaft housings, without a tappet cover.
The gasket between cylinder head and crankcsae is made out of aramidic fibre and the head does not require retightening throughout the engine life.
Connecting rods
The connecting rods are made from spheriod cast iron. The gudgeon pins are the fixed type and are matched with the connecting rod.
The connecting rod comprises a casing or shank, with a rectilinear axis, which rigidly connects the small end, hinged to the gudgeon pin with a copper alloy bush in between and the big end, hinged on the crank pin with bearings in between.
The big end is divided into two sections for fitting reasons: the fixed part is in one piece with the casing and the moving part is connected to the former by studs.
Since the connecting rod is subjected to compression and combined compressive and bending stress forces it tends to become distorted; as a result the connecting rod body should be made in such a way as to combine lightness with maximum resistance and is therefore contructed with a double T section.
The connecting rod is the main element connecting the piston with the crankshaft.
The pistons are made from silicon aluminium alloy and are divided into three size categories with an arrow stamped on the crown to indicate engine rotation direction to ensure correct installation.
The piston comprises two parts:
Head (1) or area of the piston rings, with a diameter slightly smaller than that of the cylinder to allow the thermal dilation of the metal.
Skirt (2) or guide for the small end that supports the side thrust. The skirt contains two studs for housing the gudgeon pin.
These pistons contain a steel ring incorporated through fusion between the skirt and the head which has the task of preventing the expansion of the skirt in the direction transverse to the gudgeon pin axis.
It is the component that receives the engine impulse directly from the pressure of the combustion gas, via the connecting rod, transmitting the drive force to the crankshaft.
It should meet the following requirements:
high mechanical resistance that allows it to support the explosion pressures (35 kg/cm2) and the dynamic stresses;
good resistance to heat and to wear;
good thermal conductivity, to transmit the heat from the hot area to the cold area underneath;
lightness and quiet operation when hot and when cold.
For the specific pressure at the skirt to be low in the working direction and consequently for low consumption for both the skirt and the cylinder liners/bores, the gudgeon pin must be offset (by about 3 of the reaming) in relation to the piston axis, on the opposite side to the direction of rotation.
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