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500 (Classic) Dexter the 1962 Fiat 500D

Introduction

Welcome to my blog for my 1962 Fiat 500D.

I had already started a blog although I wasn't able to change the title and thought it would be best to start a new one with a more descriptive title for others to search and hopefully aid them in their own restoration.

I have split it into 2 sections. This part will be the main vehicle.
The other part will be the engine of which you can find here:
https://www.fiatforum.com/500-classic/444739-fiat-500d-engine-1962-a.html

I took ownership of this 500 in April 2014. This was just after I bought my first restoration project, a 1971 Fiat 500L.
https://www.fiatforum.com/500-classic/345169-franko-1971-500l.html
Sadly I was too far into the L to stop and so the D had to be tucked away until I had the time to start it.
I eventually decided to call him Dexter.

Here' some photos of the vehicle when it was first offered to me. It was at the time on the back of a trailer in southern Italy.
I confirmed I was interested in it, but really wanted to see it before being fully committed. Although I did have a certain forum member that was like the devil on my shoulder saying "Buy it"
devil.gif
After a long wait since I rebuilt the engine, I finally got to start it.

I had fed as much oil as I could through the oil pressure sensor hole.
Then turned the engine over for quite a few turns but the oil pressure light didn't go out.
However I was quite confident the oil would be ok.
I was more apprehensive about was the regulator ok? was the timing right?
Also had I got the plug leads on the wrong way round?
I fitted the plugs, connected the fuel hose. Pulled out the choke and pulled the starter lever.

A few turns later, I heard it try to start then nothing.
I pulled the starter lever, nothing!
The cable had moved slightly and I needed to fit the starter cable on the next hole on the end clamp.
Pulled the starter lever and vroom, he kicked into life.

I barely had to alter the richness or idle.

The brakes are all bled and have a reasonable pedal.
All I need to do now is set up the geometry to a reasonable starting point and it will hopefully be a quick road test time.


https://youtu.be/L3TnciEzkGc
 
Sounds sweet Sean!? I am a bit confused, not difficult I hear you say! Where is the coil mounted on the D? I thought all early cars had them mounted on the left hand side of the engine bay with a long king lead. But I can see all three leaving the top of the distributor cap but is that the king lead coming back over the top of the exhaust in the video?

Not criticising just intrigued.?
 
Sounds sweet Sean![emoji3] I am a bit confused, not difficult I hear you say! Where is the coil mounted on the D? I thought all early cars had them mounted on the left hand side of the engine bay with a long king lead. But I can see all three leaving the top of the distributor cap but is that the king lead coming back over the top of the exhaust in the video?



Not criticising just intrigued.[emoji848]



Yes Tony it is on the left.
So the 3 leads come from the dizzy, but where the 2 spark leads come out of the insulation the king lead is then still covered in insulation and runs along the top of the fan housings and past the filter box.
 
Yes Tony it is on the left.
So the 3 leads come from the dizzy, but where the 2 spark leads come out of the insulation the king lead is then still covered in insulation and runs along the top of the fan housings and past the filter box.

Oh yeah I can see it now? I was expecting it to carry on being green. What confused me was the wire that’s going to the oil pressure switch. Did you buy it with the additional insulation on the king lead?

Mine being an early F has the coil in the same place, which tbh is a more sensible location away from the heat. That is when the 500 engine is installed! With the 650 engine with fancy electronic ignition and no dizzy off of a 126 ELX it’s a very different setup!
 
After a long wait since I rebuilt the engine, I finally got to start it.

I had fed as much oil as I could through the oil pressure sensor hole.
Then turned the engine over for quite a few turns but the oil pressure light didn't go out.
However I was quite confident the oil would be ok.
I was more apprehensive about was the regulator ok? was the timing right?
Also had I got the plug leads on the wrong way round?
I fitted the plugs, connected the fuel hose. Pulled out the choke and pulled the starter lever.



A few turns later, I heard it try to start then nothing.
I pulled the starter lever, nothing!
The cable had moved slightly and I needed to fit the starter cable on the next hole on the end clamp.
Pulled the starter lever and vroom, he kicked into life.

I barely had to alter the richness or idle.

The brakes are all bled and have a reasonable pedal.
All I need to do now is set up the geometry to a reasonable starting point and it will hopefully be a quick road test time.


https://youtu.be/L3TnciEzkGc

Bloody brilliant Sean!!
You have been a busy boy it sounds fantastic.
I suppose it’s quite nice having a 2nd car at hand for reference.
 
Im really behind in uploading images.
The car is nearly finished but life has got in the way.
Here's some images of the full roof.
As you may remember the brand new roof frame needed some adjustments.
The frame needed a slight twist to make it fit nicely. Also the front section needed some dressing up to make it fit the roof nicely. These were designed to fit the N which had different front catches welded to the roof rail.
As Peter may have mentioned on the odd occasion Fiat did not make a transformable Fiat 500D.
Anyone who advertises a D as being a genuine transformable is wrong!
 

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The outer door handles required a bit of work.
The springs were broken and the pins were worn and elongated the holes in the aluminium handle.
The springs were available so these were replaced.
My Dad made some new pins for me (This was the last thing he made - we lost him to Covid at the end of January and will never get to go for a ride in this D)

I managed to remove the lock and had a couple of keys made - they are the most basic key ever!
The handles were then cleaned, sanded and then polished up.
Came up rather well.
The only issue I had was that the lock mechanism didnt work. The lock itself did but there was nothing to actually lock the handle to.
Im not sure what should be there but I made a bracket which seems to do the job
 

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That's an amazing level of detailing Sean; you must be completely focused on having that car on the road.
As we all know though, much as we love them, cars are nothing in comparison with the people we love; it's some very small comfort to know that your Dad was able to contribute some important and permanent legacies to the car....Good on him.
 
Finally received a registration for the D.

For anyone else trying to register an imported 500 in the UK without a log book.
You will need a certificato di origine from FCA Heritage
Then supply all your documents including NOVA to DVLA

They now employee a vehicle inspector to come out to your home to inspect the vehicle to clarify its identity and check the chassis numbers, engine numbers etc.
1 week later i received my V5.

Unfortunately due to COVID and not knowing the correct route to follow this took me about 6 months and now I have missed the summer.
 
Good to read that you got Dexter’s registration sorted out(y) I believe I did mention back in the summer that there were no short cuts!
 
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I read thru your entire build, and i must say, Congrats on restoring the car to phenomenal shape (y)

Im currently restoring my 67, and have a ongoing build thread, with a "extensive" style resto like yours. Obviously without the hardship of the "Protptypi" specific parts and "missfits".

You did give me a great and simple ideal for repairing the front inner fenders. On mine, I put in a full 126 pan, and am dealing with the miss-fitting / repair of both front inner fender points. Mine are badly corroded, and are cut out. The contour there is kind of a difficult to replicate compound curve with the small outshoot/dimple in the one corner. Possible to replicate with a English wheel, but still hard to do as a single flowing piece due to the size. I see you simply did straight pcs that fit together, and after grinding/finishing it came out to a more then acceptable look imo. I was about to bite the bullet and purchase 2 inner front fenders and cut out just the pcs i needed (a waste of a complete fender imo). But seeing how you did yours, ill do the same. The end result is nearly factory.

One question, I dont know if I missed it in your replies, but how did you end up repairing / fabricating the rear suspension reinforcement plate that contours the floorpan/seat pan. Ive been contemplating on how I will need to make it. I have to replace both on mine. Again it is not a difficult part to fabricate, however to bead roll the center rib detail is not the easiest thing to do on a inside bend shape, and keep the bend angle the same. I have a few ideals, but they are relatively more difficult to do without stamping dies.
 
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Sean, impressive work!
Thank you for sharing and helping us less knowledgeable.
If appropriate I would like to ask one question... I guess that their might be a few more in the future. :)

Is there any rubber/gasket that should be mounted between the hardtop and the body?

I have a 1964 500 D with the short soft top.

Thx Bo
 
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