Doesn't matter how old the car is when aligning the clutch - if it ain't aligned, it's not going to go back together. But I take your point regarding the length of wood. Thanks.

If it's going to be a driveway job I'd not bother with the support beam. Just jack the car up high enough for clearance and axle stand it. Disconnect the usual driveshaft, pipes / wires etc and leave just one, easily accessible bolt in the bellhousing and one in the gearbox mounting.

Use a trolley jack under the 'box and support it to remove the mount then pivot the lot down and use a third stand under the engine to stop it falling out. Remove the bolt holding the 'box to the engine and drag it out on the jack.

Refitting is, as the Haynes manual says, a simple reversal of removal !!

As for the alignment tool, I've used the clutchmate one to good effect many, many times as I've found the older type with the interchanable dowels don't always hold the plate correctly as they don't fit 100% and usually need packing up with tape which is a bit of a PITA !!!

If the Punto is similar to the earlier 127, there's a simple short cut.

These cars do not have a spigot bearing in the flywheel and the clutch pressure plate bolts are accessible via rotation through the timing hole at the top of the bell housing.

Progressively slacken the clutch cover bolts in-situ, then remove them. Leaving the driveshafts in place and possibly disconnecting the exhaust, support the power unit on jacks at each end and remove the bellhousing bolts. Ensure the pressure plate is free of the locating dowels.

Now do the normally unforgivable - let the gearbox drop at an angle, letting a wide gap develop at the top of the bellhousing. Because there is no spigot, and because the pressure plate is free, it's safe to do this. The clutch can then be pulled out through the top.

Renewing the thrust bearing is a fiddle, as there's little space, but it can be done.

Re-assembly is the reverse of, progressively tightening the clutch cover bolts through the hole as you rotate the crankshaft.

This trick enabled me to make an otherwise uneconomic repair to a rusty 127 with perfect results - done in my driveway. If I were in the same situation and the clutch cover bolts were not accessible, I'd cut a hole in the bell housing.

This scheme can only work when there is no spigot bearing. Of course, no alignment tool is needed - the driven plate is just threaded onto the input shaft and hangs there whilst you assemble the clutch.

659.

Edited by 659FBE on 02/04/2014 at 16:34

Add (proper) SAAB 99/900 to your list.

The dodge I used on the 127 saved so much time, it might be worth a little research. Google images may help, as will asking a few people who have done the job. Unlike VAG which has almost impeccable documentation, the FIAT spares documentation is unlikely to be of any use whatsoever - I gave up with the organisational chaos which passes for this producer of motor vehicles. The actual product is not bad.

Best of luck however you do it - transmissions cost a lot to tool up for and don't change much over the years, so you could be in with a chance if you do some homework.

659.