Chrysler announced it will begin manufacturing the engine used in the upcoming Fiat 500 early in November. The engine is a 1.4 liter 4 cylinder equipped with Fiat's innovative MultiAir valve system.
MultiAir is Fiat's revolutionary way of increasing power and torque while reducing fuel consumption and emissions. You can read all about MultiAir here.
The engine, which will be manufactured at Chrysler's Dundee, Michigan engine plant (GEMA), will be shipped to Mexico and installed into the 500, currently scheduled to begin production on December 13.
GEMA, which stands for Global Engine Manufacturing Alliance LLC, was a manufacturing arm of Global Engine Alliance LLC. The alliance was a joint venture of Chrysler, Mitsubishi Motors, and Hyundai Motor Company for developing a line of shared engines. On August 31, 2009, Chrysler bought out the two partners and the engine facility is now a wholly-owned subsidiary of Chrysler Group LLC.
This is significant because it was the stipulation in the original Chrysler/Fiat alliance that in order to increase its stake in Chrysler, Fiat would have to produce this engine here in the USA.
Below is an excerpt of the official Fiat/Chrysler agreement:
"...Fiat will have right to receive up to an additional 15% equity interest (by vote and value) on a fully diluted basis. This stake can be obtained in three tranches of 5% each subject to the achievement of predetermined targets, in particular, achievement of regulatory approvals to produce the FIRE family of engines in the USA; achievement of sales of Chrysler vehicles outside NAFTA, and achievement of regulatory approval to produce a Chrysler model based on Fiat technology. Upon obtainment of such additional 15% interest, Fiat will also have the right to appoint another director of Chrysler..."
Fiat currently owns a 20% stake in Chrysler. Its ownership level will rise to 35% once it meets 3 requirements; build the 500 engine here in the US, sell Chrysler products outside of NAFTA and produce a Chrysler automobile using the award winning C-Evo chassis
Currently Fiat owns 20% of Chrysler and oversees day to day operations at the company. Producing the 500's engine here will up the ownership level to 25%.
You can read more on the merger here. This link takes you to the first post on the merger back in March, 2009. Click newer posts to page forward to see the progression of news.
The Fiat has won Best New Engine at the 12th Annual International Engine of the Year Awards.
Judged by a panel of 65 renowned motoring journalists from 32 countries, the Awards highlight and acknowledge engine engineering excellence.
This year they chose the Fiat 1.4-liter MultiAir Turbo as the best in the New Engine category. This engine will be used in the Fiat 500 Abarth coming to the US some time next year.
Below is the official International Engine of the Year Awards press release:
Fiat 1.4-liter MultiAir Turbo
Fiat�s MultiAir, the single most innovative engine technology to appear in the past 12 months, has been rewarded by the Awards judging panel with the title of Best New Engine of 2010.
MultiAir employs an electro hydraulic system to independently control each cylinder�s inlet air charge. Depending on the driving situation, there are five main modes of inlet valve timing and lift, but in principle MultiAir enables infinitely variable control of the inlet valves.
The system is particularly special because it is able to increase power and torque while reducing fuel consumption and emissions. The concept is therefore ideal for today�s world of eco-conscious, downsized automotive powertrains.
Fiat Powertrain Technologies, which has developed and patented the system, claims that, compared with a traditional petrol engine of the same displacement, a MultiAir unit brings up to 10% more power and 15% more torque, while improving fuel economy by up to 10% and reducing emissions, whether they be CO2 (-10%), particulate matter (-40%) or NOx (-60%).
Taking as an example the 170bhp variant of the winning 1.4-liter turbo engine, which appears in the Alfa MiTo Cloverleaf, Alfa claims 6 l/100km (47mpg) on the combined cycle for the 170bhp unit, which is more than half a liter less than the previous 155bhp, non-MultiAir engine. A start/ stop system also helps cut fuel consumption levels.
The judges were predictably enamored with a system that offers such impressive benefits. �Fiat�s MultiAir gives traditional internal combustion a breath of fresh air via an entirely new set of valve train strategies,� was the verdict of respected technical journalist, Dennis Simanaitis of Road & Track.
Twin cylinder "TwinAir" soon to be installed into the Fiat 500
Fiat plans to roll MultiAir out across additional engine families. Next to benefit will be the eagerly anticipated two-cylinder turbo, which is on track to offer an astonishing 105bhp!
Scoring:
1. Fiat 1.4-liter MultiAir Turbo (Alfa MiTo, Giulietta) 228
The twin cylinder SGE (Small Gas Engine) Fiat has been working on will finally make its debut at the Geneva International Motor Show, March 4-14th. Originally the engine was to make its debut in the new Topolino super mini Fiat has been working on over the last year and a half, however, that debut has been postponed this year due to poor economic projections in Europe for 2010.
Spy shots of the new Fiat Topolino
The 900cc parallel twin cylinder SGE will be christened "TwinAir" because of its use of MultiAir technology and will be first installed this summer in the Fiat 500.The TwinAir will be the smallest displacement gasoline engine available in Europe, however, it is important to note that it is very powerful for its size. The initial application will be in turbocharged 85hp form with turbocharged 105hp and normally aspirated 65hp versions to follow.
When and if we in the US will get the TwinAir engine is yet to be seen, however we will see this engine downsizing technology applied to Chrysler products. Fiat's concept is combining the MultiAir technology with a turbocharger will give the same power as a larger engine.
This is not a new concept, but the big advantage Fiat has is, now with MultiAir, the engine can be tuned to maximize low end torque for increased drivability. The goal here is to have a small engine behave like a big engine, with no sacrifice in drivability.
Click picture to enlarge
An example is the twin cylinder 900cc SGE, in turbocharged form, has the same power as the 1.4L 16V engine currently fitted in the Fiat 500.
For Chrysler, we'll see the new Pentastar V6 engines with MultiAir combined with single and twin turbochargers replace some of the large V8 engines.
Click picture to enlarge
The TwinAir combined electric Hybrid has also been developed. It is a very interesting twist on the normal hybrid car technology. The Fiat hybrid system is developed specifically for small vehicles unlike most current systems, with their bulky batteries. which are more suited for bigger vehicles.
For more information on the SGE TwinAir and Fiat hybrid click here.
The days of throwing a set of Champion spark plugs in and forgetting about them is long gone. The Fiat 500 uses the latest engine technology available so it's fitting that the plugs it uses are cutting edge. Fiat has partnered with NGK to use their latest design offerings.
For the 1.2 L 8V Fiat 500, Fiat is installing NGK ZKR7A-10 spark plugs as exclusive OE fitment. NGK has developed this 12mm diameter plug specifically for Fiat�s FIRE EVO and PDA engine families. It is a nickel alloy plug with 5mm protrusion and 1mm gap setting.
Fiat 500 1.2L and 1.4L NGK spark plugs
For the 1.4 L 16V version of the Fiat 500, NGK�s DCPR7E-N-10 has been selected as Original Equipment. This 12mm spark plug has been developed specifically for the FIRE MPI engine family. It is also a nickel alloy plug with a gap setting of 1mm.
One of the reasons Fiat chose the DCPR7E-N-10 plug is because its small diameter makes for easier installation in multi-valve small displacement engines. Another reason is its good ignition quality without requiring the costs of precious metal and its robust ground electrode design.
Fiat 500 Abarth
Fiat 500 Abarth Assetto Corse
The high performance Fiat 500 Abarth's engine was developed at Fiat Powertrain Technology (FPT) under the Chief of Petrol Engine Development, Paolo Martinelli's leadership. A noted engineer, Martinelli previously was head of Scuderia Ferrari's Engine Department from 1994 to 2006 and was responsible for developing the Ferrari V10 Formula One engines that won 6 constructor championships.
For the 1.4L 16V Turbo engine, FPT had NGK develop a high performance spark plug called the IKR9F8. This plug is exclusive to the 1.4L 16V Turbo and is the only plug recommended for it.
Fiat 500 MultiAir spark plugs and Lambda sensors
The IKR9F8 is a double precious metal spark plug. The tip of its centre electrode is extremely thin and made of Iridium. It dramatically reduces the required ignition voltage and guarantees an optimal spread of the flame front within the combustion chamber. In addition, the IKR9F8 contains a platinum ground electrode. Because both the precious metals, iridium and platinum, are extremely resistant to spark erosion, this plug ensures the highest degree of ignition relaibility and resistance to misfiring.
Additionally, the IKR9F8 requires less space than standard spark plugs. This is due to an unusually long thread of 19mm combined with a compact diameter of only 12 mm. The benefit of this is it allows for the designing of larger cooling passages within the cylinder head which is an important consideration in a high performance Turbo engine.
More than just Spark Plugs
NGK is the world�s largest manufacturer of Lambda (O2 sensors) under the NTK brand name. Fiat has chosen NGK/NTK lambda sensors (o2 sensors) for all Fiat 500's equiped with MultiAir. In the normally aspirated version of the 1.4L 16V MultiAir engine and the 1.4L 16V MultiAir Turbo engine used in the 500 Abarth, Fiat has specified a wide band oxygen sensor- ZFAS-U2 - to provide the high accuracy Air/Fuel metering necessary when controlling not only the quantity of fuel injected but also the air flow rate, ensuring an optimised Air/Fuel ratio.
This wide band oxygen sensor was selected because of its very fast light-off time, quick signal response and high degree of accuracy, together with its resilience against water splash. NTK�s OZAS-S2 binary Lambda sensor has been selected for the downstream catalyst monitoring function.
Photos courtesy Fiat Group Press, NGK with help from NGK, de
Fiat has decided to produce the Fiat 500's MultiAir engine at the Chrysler Dundee, Michigan engine plant (GEMA). It beats out the Saltillo, Mexico engine plant that was also in the running to manufacture this engine. Saltillo is near the Toluca, Mexico plant that produces the 500.
GEMA, which stands for Global Engine Manufacturing Alliance LLC, was a manufacturing arm of Global Engine Alliance LLC. The alliance was a joint venture of Chrysler, Mitsubishi Motors, and Hyundai Motor Company for developing a line of shared engines. On August 31, 2009, Chrysler bought out the two partners and the engine facility is now a wholly-owned subsidiary of Chrysler Group LLC.
Fiat will invest $179 million at Dundee to produce the MultiAir engine, bringing an estimated 155 new employees to Chrysler. To help bring this investment about, the Michigan Economic Growth Authority Board in November approved a $4.6 million, 10-year tax credit for Chrysler.
Another reason for choosing Dundee over the Saltillo plant was the stipulation in the original Chrysler/Fiat alliance that in order to increase its stake in Chrysler, Fiat would have to produce this engine here in the USA.
Below is an excerpt of the official Fiat/Chrysler agreement:
"...Fiat will have right to receive up to an additional 15% equity interest (by vote and value) on a fully diluted basis. This stake can be obtained in three tranches of 5% each subject to the achievement of predetermined targets, in particular, achievement of regulatory approvals to produce the FIRE family of engines in the USA; achievement of sales of Chrysler vehicles outside NAFTA, and achievement of regulatory approval to produce a Chrysler model based on Fiat technology. Upon obtainment of such additional 15% interest, Fiat will also have the right to appoint another director of Chrysler..."
The following is the official Chrysler press release on this investment:
Chrysler Group LLC to Invest $179 Million in Jobs for Michigan, Fuel Efficient Engines for North America
Company Is Delivering on the Promise of the Fiat-Chrysler Strategic Alliance, says Chrysler Group CEO Marchionne A Significant Step to Grow and Diversify State�s Economy, says Michigan Governor Granholm
Auburn Hills, Mich., Dec 17, 2009 - Chrysler Group LLC will invest $179 million to launch production of an advanced technology, fuel-efficient engine for the North American market, which will be built at the company�s Global Engine Manufacturing Alliance (GEMA) plant in Michigan. The investment will create up to 573 new jobs industry-wide, including up to 155 new Chrysler Group jobs.
The GEMA plant, located in Dundee, Michigan, will produce the 1.4-liter, 16-valve Fully Integrated Robotized Engine (FIRE) for use in Chrysler Group�s growing fleet of fuel-efficient vehicles. FIRE is a collaboration between Chrysler Group and Fiat powertrain groups and will include Fiat�s innovative advanced technologies to reduce engine emissions and improve fuel economy.
�This is one more important step forward that demonstrates our intent to deliver on the promise of the Fiat-Chrysler strategic alliance and the substance of the road map we laid out in November,� said Sergio Marchionne, Chrysler Group LLC Chief Executive Officer.
�This project further demonstrates that Michigan has the competitive business climate, infrastructure and talented workforce to compete in the global marketplace,� said Governor Jennifer M. Granholm.
"We are pleased and excited with the I-4 FIRE engine loading at GEMA. The UAW is committed to working with the Company to continue doing everything we can to ensure this new engine launch is successful." said General Holiefield, Vice President and Director of the UAW, Chrysler Department.
Today�s announcement follows a thorough site selection review by the company and actions by the Michigan Economic Development Corporation and the Village of Dundee in support of the project.
Production of the 1.4-liter engine at GEMA will begin in the fourth quarter of 2010. The first application of the engine will be in the North American-built Fiat 500 that will go into production in 2011.
Chrysler Group has two plants at the GEMA complex, located at 5800 North Ann Arbor Road outside Dundee. In addition to the South plant which will produce the FIRE, the North Plant, opened in October 2005, produces the World Gas Engine, Chrysler Powertrain�s naturally-aspirated, four-cylinder engine family.
Chrysler Group LLC Introduces Fiat�s 1.4-liter, In-line 4-cylinder, Fully Integrated Robotized Engine with Multiair Technology to Powertrain Lineup
Inside Fiat's MultiAir engine
Auburn Hills, Mich., Dec 17, 2009 - Chrysler Group LLC will debut Fiat�s 1.4-liter, in-line four-cylinder Fully Integrated Robitized Engine (FIRE) featuring Multiair in the Fiat 500 starting in 2010. The engine, well-suited for a small car application, delivers 100 horsepower (75 kW) at 6,750 rpm and 95 lb.-ft. (129 N�m) of torque at 4,250 rpm. A turbo version also will be available in future applications. The 1.4-liter FIRE features Fiat�s Multiair technology, which significantly reduces emissions while improving fuel economy and power delivery.
The 1.4-liter FIRE features four valves per cylinder and incorporates state-of-the-art technology for Fully Variable Valve Actuation (FVVA), also known as MultiAir. Multiair is a sophisticated technology that delivers an increase in power up to 10 percent and a reduction in fuel consumption and emissions up to 10 percent when compared to similar engines. A turbo version of the engine is also planned and will produce a fuel economy improvement up to 25 percent when compared to a V-6 engine with equivalent power.
The MultiAir system consists of electro-hydraulic variable valve actuators filled with conventional oil, which is interposed between the camshaft and each valve. A solenoid valve is energized every 360-degree camshaft rotation, regulating the quantity of oil addressed to the actuator or to a reservoir. The lift of the valve is a function of the quantity of oil addressed to the actuator, ranging from full lift to complete valve closure. Each solenoid valve may also delay application of the actuator in advance, leading to late valve opening or early valve closing.
MultiAir is exclusive for Chrysler Group in North America and is based on a series of Fiat Powertrain patents related to hardware, combustion strategies and controls that allow for full control of the lift and timing of engine valves.
In the early 1970s, robotics in assembly plants was not common. The term �FIRE� came into existence when Fiat integrated the use of robotics in the production process of manufacturing plants. Although mechanized assembly is commonplace today, the brand name FIRE has remained with Fiat�s powertrain lineup.
Chrysler's new Pentastar V6
The 1.4-liter FIRE with Multiair is the world's first mass production engine to incorporate such technology to control the intake valves. Dedicated components have been developed to accommodate four "bricks" (one for each cylinder), which package relevant components. MultiAir technology can be adapted to different types of engines, including Diesels for enhanced NOx control, and is planned for Chrysler Powertrain's four-cylinder World Gas Engine and all-new Pentastar V-6.
Fiat MultiAir technology is one of the advanced engine technologies that Fiat is providing to Chrysler. Fiat's offer to provide this technology, along with its other design expertise, so impressed the US government they gave Fiat its initial 20% stake in Chrysler with nothing more than Fiat's promise to share this technology with Chrysler.
We have discussed this technology in a few previous postings, but with the next few videos, we'll see how MultiAir was developed, its design goals and how it was tested.
The Chrysler 200C EV
MultiAir is a major advancement in the internal combustion engine and Chrysler will be the first car company in the US to offer it to consumers. This, along with striking designs like the Chrysler 200C EV, shows Chrysler products have a promising future.
Videos courtesy of Alfa Romeo:
Damiano Micelli, Head of Petrol Engine Research of FTP, explains how the MultiAir engine works
Engineers Benfenati and Di Martino show us how the engine is calibrated and tested
Engineer Andrea Ferrari, head of FTP "Testing Facilities", measures the MultiAir 's emissions
Fiat MultiAir developmental phases from concept to final product
Being introduced this week at the Frankfurt International Motor Show, the Alfa Romeo MiTo Quadrifoglio Verde is the latest version of this exciting Alfa model. The MiTo is Alfa's smallest model but that doesn't mean it's any less sporty. It is the kind of car you can pull up to a Ferrari dealership and not have to park out in back. The name MiTo comes from the car's origin: Milano for where it was designed and Torino for where it is built, it is also a play on the Italian mito meaning myth or legend.
Below is the official Alfa Romeo press release on the MiTo Quadrifoglio Verde.
MiTo Quadrifoglio Verde, world premiere
Available following the launch of the 105 and 135 hp MultiAir engines, the world premiere of the Alfa Romeo MiTo Quadrifoglio Verde with 170 hp 1.4 MultiAir TBi takes place in Frankfurt. The exclusive trim brings back a legendary symbol that over the years has appeared on some of Alfa Romeo's sportiest cars. Having always been synonymous with heritage, racing and victory, the �Quadrifoglio Verde� (four-leaf clover) now represents a new kind of sportiness that combines maximum driving pleasure with improved environmental qualities.
Bearing the Quadrifoglio Verde is this MiTo with the most powerful 170 hp MultiAir engine and innovative solutions that accentuate the existing qualities of the model: hold, agility, active safety and drive ability are heightened by an engine with one of the highest specific power values in the world and a chassis with features hitherto unthinkable for a car in this class.
This engine's best feature is its outstanding weight/power ratio, which has always been one of the key factors behind Alfa Romeo's success on the road and the racetrack. The class-leading ratio of 6.7 kg/hp is almost 10 per cent better than the already excellent performance of the current 155 hp 1.4 TBi. At 124 hp/liter, this engine is also one of the world leaders in specific power. In fact, this is the highest value ever recorded for an Alfa car, affirming the excellent engineering heritage of the Alfa MiTo.
This is a particularly important value because it proves the effectiveness of downsizing, aimed at producing high-tech engines to get better performance allied with sharp reductions in fuel consumption and emissions. Indeed, it is this latter area which provides the most surprising evidence of the technical level achieved: 4.8 l/100 km and 139 g/km of CO2 (in the extra-urban cycle) are closer to what you would expect from an economy car than a compact sports car that goes from 0 to 100 km/h in just over 7 seconds.
On the back of these exceptional power qualities and the unbeatable performance/consumption ratio, Alfa Romeo decided to give a sporty and technological feel to this Quadrifoglio Verde version with high-quality finishes, attention to detail and a raft of features. One example is the 17" satin titanium-finished wheels (based on the Alfa Romeo 8C Competizione supercar). The same color is used for the headlight frames and the wing mirrors, while the dark finish of the headlight parabolas is achieved by a brand new metal sublimation technology. The interior also has a refined sporty feel thanks to the all-black environment that ensures no reflections or distractions while driving. The technological aspect of this car is further enhanced by the sporty fabric used to upholster the seats, the modern dashboard and the white lighting on the instrument panel.
It should also be stressed that Alfa Romeo has developed an innovative chassis upgrade to further emphasis the dynamic qualities of the MiTo Quadrifoglio Verde.
Dynamic Suspension
Competitive racing has always been a testing ground for new technologies, which have found their way from the world's most famous racetracks to standard road cars. One example of this passage between two seemingly very different worlds is dynamic suspension. This system, which actively and continuously controls the electronic shock absorbers, was developed by combining Alfa Romeo road testing with the latest engineering techniques from Magneti Marelli.
So, using experience gained on the racetrack, the system allows the MiTo Quadrifoglio Verde to excel even further in terms of agility and handling, giving it exceptional driveability and unparalleled safety. The driver gets three benefits from the Dynamic Suspension system: comfort, safety and agility. Above all, the electronic shock absorbers adapt to the road conditions and control all the car's movements. This guarantees maximum comfort and ensures that the unevenness of road surfaces is fully absorbed. In addition, the Dynamic Suspension system always ensures maximum grip and safety by actively responding to all road conditions. Finally, because roll and pitch are more restricted in all conditions, there is better stability and cornering that adds to the undoubted agility of the Alfa Romeo MiTo.
The suspension interacts perfectly with the three different control strategies of the Alfa DNA system. In �Normal�, agility is combined with a higher level of comfort, whereas in "All Weather", the safety features are enhanced by continual interaction between the Vehicle Dynamic Control stability system, the steering and the suspension. Finally, in �Dynamic�, the MiTo becomes a true sports car clinging to the ground and fit for any road: it is no coincidence that the system was developed at the historic Balocco test track and round the corners of the Nurburgring.
So, thanks to the hard work of Alfa Romeo and Magneti Marelli, the car is responsive and reliable when you turn the steering wheel or put your foot on the accelerator.
The innovative Dynamic Suspension system is made up of four electronically controlled shock absorbers, five accelerometric sensors, a control unit and an interface with Alfa DNA for the different settings and with the other on-board electronic systems.
Its main feature is to actively and continuously control the response of the shock absorbers, which adapt depending on the movement of the car and the road conditions, as well as the driving style. To sum up, the Dynamic Suspension system better protects passengers from uneven road surfaces thanks to an effective filtering and optimizes comfort by recognizing an obstacle (such as a bump or a hole) and adapting suspension behavior accordingly. The system also ensures better cornering by altering damping distribution of the four shock absorbers, enhancing handling and hold thanks to advanced lateral dynamic control. What's more, the Dynamic Suspension system manages longitudinal dynamic control by adjusting the movement of the chassis during acceleration, braking and gear changes, and by integrating perfectly with the Vehicle Dynamic Control, steering and braking systems.
The new six-speed C635 gearbox
The technological qualities of the Alfa Romeo MiTo Quadrifoglio Verde are further enhanced by the next-generation C635 gearbox. Developed by FPT and manufactured at the Verrone factory in Italy, this groundbreaking mechanical unit is the first result of a design philosophy aimed at improving driveability, consumption levels and production flexibility.
As far as driveability is concerned, the new gearbox ensures clean and swift changes with very short selection movements, uniform activation pressures, no noise and no vibrations. In addition, modern design and construction techniques help to significantly reduce consumption levels thanks to less friction and the best possible gear ratios.
Its appearance in the Alfa MiTo 170 hp 1.4 MultiAir TBi marks the debut of a modern family of gearboxes adapted for a broad range of models.
Alfa MiTo 1.4 MultiAir
Alfa Romeo, always a byword for sophisticated engineering and high-performance engines, proudly presents the revolutionary MultiAir system, developed and patented by FPT � Fiat Powertrain Technologies.
The head of this revolutionary family is the MultiAir 1.4 engine, which makes its global debut on the Alfa Romeo MiTo model and is offered with 3 different power levels (105 hp, 135 hp and 170 hp), all Euro 5-ready.
At launch, the first two MultiAir power units fitted to the Alfa Romeo MiTo are the 135 hp 1.4 and the 105 hp 1.4, available across the current range. This will be followed by the 170 hp 1.4 MultiAir TBi, which will complete the Alfa Romeo MiTo petrol engine range and be available on the brand new and unique Quadrifoglio Verde model. This broad product range will enable the MiTo to meet the needs of a growing and increasingly savvy public, who are rewarding the Alfa Romeo city car with excellent sales figures.
The 135 hp 1.4 TBi guarantees the Alfa Romeo MiTo all the performance and temperament of a sporty, well-balanced car designed for customers who are concerned about driveability and good fuel economy. The torque delivery of the 135 hp engine is optimum under all conditions and ensures outstanding pick-up performance and vigorous thrust at all revs, setting a new benchmark for petrol engines. The new 135 hp power unit's top speed and acceleration from 0 to 100 km/h are at the very top of the city car category.
This brand new engine, designed to work in conjunction with the Alfa DNA system, allows the excellent dynamic attributes of the Alfa MiTo to be exploited to the full. This makes long trips pleasant and comfortable, but also guarantees plenty of thrills on more demanding stretches of road, the natural terrain of any Alfa Romeo, due to the well-balanced weight/power ratio and excellent responsiveness.
Excellent performance is combined with respect for the environment and good fuel economy. This excellence is reflected in particularly low CO2 emissions, equal to 129 g/km, with a combined fuel consumption of just 5.6 liters every 100 km.
Balance and temperament are also attributes of the 105 hp 1.4 power unit. This engine sits in the middle of its reference market, where it represents the best choice. The 105 hp MultiAir adheres to Euro 5 regulations and tops its reference market in terms of maximum power and driveability. It also keeps the driver fully involved, making the Alfa MiTo a real star of city traffic, ensuring full safety and easy driving under all conditions.
In addition, the MiTo achieves excellent performance through the top-of-the-range 170 hp MultiAir version available on the exclusive Quadrifoglio Verde model. This marks the reappearance of one of the historical symbols most dear to Alfa aficionados throughout the world, who are passionate about the glorious past of a brand that has made racing and motorsport a real trademark.
The new MultiAir engines are built in Termoli at the FPT plant. Right from the development stage, they have been designed to further enhance Alfa DNA, the system that allows the personality of the Alfa Romeo MiTo to be adapted to the driver's needs and to different road conditions.
The sporty nature and technological features of these new engines are evident from the characteristic Alfa Romeo sound, which is as engaging when driving quickly as it is relaxing on extra-urban or city journeys.
The Start&Stop system, making its debut on an Alfa Romeo, comes as standard with the three MiTo MultiAir petrol engines. It temporarily turns off the engine and then restarts it to ensure reduced fuel consumption and low noise levels in the passenger compartment when the device is at work. In these situations, which are typical of heavy traffic in urban areas and when stopped at traffic lights, when the control strategy permits, the system automatically cuts out the engine in order to reduce fuel consumption and emissions by up to 10% for an urban route and 3.5% over an NEDC-type cycle.
Moreover, the Gear Shift Indicator (GSI) linked to the Start&Stop system is a kind of co-pilot that discreetly advises drivers when they should change gear, leading to a more fuel-efficient use of the engine. For example, the GSI may suggest shifting to a higher gear, by means of a signal on the instrument panel, in order to allow the engine to combust a leaner mixture, i.e. containing less fuel, or to change down a gear to make best use of the available torque. The device is permanently active when the Alfa DNA selector is set to �Normal� or �All Weather� in order to ensure a smooth and comfortable drive while also aiming to save fuel and significantly reduce emissions.
The introduction of the new MultiAir engines also coincides with a fresh range of colors for the MiTo, a successful model that is already sold in 34 countries throughout the world and five different continents. It can already be ordered in the new metallic shade Tornado Blue, which will complement the already extensive array of exterior colors.
The model's level of engineering can also be appreciated due to a series of improvements that have further increased the quality of the Alfa Romeo MiTo. These improvements affect the interior finishes, couplings, gear maneuverability due to shortening the lever to 2.5 centimeters and also the steering and suspension system, which has been recalibrated.
To sum up, the Alfa Romeo MiTo offers 2 TDi engines (90 hp 1.3 JTDm and 120 hp 1.6 JTDm) and complements the current petrol engine range (the 78 hp, 120 hp TBi and 155 hp 1.4) with two new MultiAir engines: the 105 hp 1.4 and the 135 hp 1.4 TBi. This model, which is packed full of technology, offers: two configurations (Progression and Distinctive); two special packs available on Distinctive versions, one with a sportier content, the other more geared to comfort; seven different seat trims plus top-quality Pelle Frau leather upholstery in three different shades; two interior colors with Sprint dashboard on the Progression configuration; three interior colors with Competizione dashboard on the Distinctive configuration.
Five different alloy wheels are also available (16�, 17�� and 18�), as well as 10 different bodywork paints that reflect every facet of the new Alfa Romeo's sporty nature. These are combined with a multitude of taillight and headlight frame colors and finishes: chrome plated, satin, titanium grey or body colored, offering clients a host of customization options.
All the secrets of MultiAir technology
Alfa Romeo proudly introduces MultiAir technology to the world on its latest creation, the Alfa Romeo MiTo. The head of the new family is the MultiAir 1.4 engine, available in three different power levels on the model: 105 hp, 135 hp and 170 hp.
This marks a significant generational leap compared to current petrol engines, as occurred in 1997 with the Common Rail technology applied to diesel power units and introduced to the world for the first time on the Alfa Romeo 156. Now the 'sportiest city car ever' picks up the baton and marks a true leap forward in technology: the MultiAir system takes the controlled ignition engine to previously unthinkable levels of efficiency. This is achieved due to the principle underpinning this new technology: the possibility of continuously adjusting the main elements that guarantee optimum combustion at any speed and under all driving conditions.
In particular, the possibility of managing the opportune moment for opening and closing the intake valve has optimized the engine's volumetric efficiency, bringing benefits in terms of maximum torque delivery, particularly at low revs: compared with a conventional 120 hp TBi engine, the same engine with MultiAir achieves an increase in maximum power (135 hp) without penalizing torque and response at low revs (5,000 rpm).
The introduction of MultiAir technology therefore makes the Alfa Romeo MiTo even more agile and nippy due to the power and torque increases possible with the new power units. The engines also ensure a significant reduction in fuel consumption and toxic emissions, with benefits in terms of running costs and respect for the environment.
For example, the flexibility and responsiveness guaranteed by the MultiAir system make it possible to manage engine load by means of the intake valves, eliminating the use of the throttle valve to benefit combustion efficiency at partial loads and therefore reduce fuel consumption. Suffice it to say that the same power unit reduces fuel consumption over an NEDC cycle by up to 10% compared with a conventional 120 hp 1.4 TBi engine.
The new power units represent a significant point of departure from the current petrol engine scene. For example, compared with a conventional petrol engine of the same capacity, MultiAir provides an increase in power (up to 10%) and torque (up to 15%), in addition to a significant reduction in fuel consumption (up to 10%) and emissions of CO 2 (up to 10%), particulate (up to 40%) and NOx (up to 60%).
At the heart of MultiAir is a new electrohydraulic valve management system that allows a reduction in fuel consumption (by controlling air directly via the engine intake valves, without using the throttle) and harmful emissions (via combustion control). As befits a flag-bearer for the downsizing concept, MultiAir is a versatile technology that is easily applied to all petrol engines and may potentially be developed for diesel engines.
Load management by means of the intake valves also means that combustion can be optimized even on motorways. The area within which the mixture is made richer has been greatly reduced by exploiting characteristics of the technology: the air-fuel ratio is still stoichiometric at 150 km/h, for example, ensuring a greatly reduced specific consumption.
Finally, the new generation of MultiAir engines has been designed to enhance the car setup options available via the Alfa DNA selector to ensure the most effective response to the driver's expectations and the different road conditions, adjusting its performance via a different torque curve, accelerator sensitivity and overboost management.
Fiat SGE-Twin Cylinder- 900cc Turbo - bifuel (gasoline/CNG hydrogen blend)
8 valves - 105 HP with Multiair technology
In Europe, the Fiat 500 comes with a choice of modern engines, each one offering great performance, excellent fuel economy and low emissions. There are two gasoline units (the 69 bhp 1.2 8 valve and 100 bhp 1.4 16 valve) and one Multijet turbo diesel, the 75 bhp 1.3 16 valve. In addition the Fiat 500 Abarth has a 1.4 16 valve turbocharged engine that puts out, depending on version, 135 bhp to 190 bhp.
However, what engines we'll see in America is still up in the air. By the time the 500 shows up in early 2011 model year the new Fiat SGE (Small Gas Engine) family of engines will be available. This engine is based on a cylinder displacement of 450cc and, in it's most talked about version, it's a 900cc bicylinder normally aspirated or turbocharged unit. Initially horsepower is thought to be at four levels, 65, 80, 90 and 105 bhp. You can read more about what makes the Fiat SGE technology special here.
What is known is that Fiat needs to send us the most powerful versions to succeed here. The 900cc SGE bicylinder MultiAir Turbo with 105 bhp is equivalent to the 1.4 16v 100 bhp engine output wise, but the SGE should be more enjoyable due to the MultiAir system boosting torque. This is a good start but 115 bhp would be better.
The Fiat 500 Abarth currently with 135 bhp would not be sufficient to compete with the cars in its presumed price range (low to mid $20,000's). In this country, it's alway been a horsepower race. The $21,950 Mini has 172 bhp, the $23,230 VW GTI has 200 bhp and the $22,740 Mazda Speed 3 has 263 bhp (of course if the Abarth came in under $20,000, 135 bhp would look better). We could speculate that the Abarth will use the 1.4 16v MultiAir Turbo unit out of the Alfa Romeo MiTo Quadrifoglio Verde that is rated at 170 bhp.
But wait, this is speculative because we don't know what, when or if there will be a performance version of the SGE. We do know there will be multi cylinder versions and if we use a basic formula, a tricylinder SGE turbo of 1350cc will bring 157 bhp at the same level of tune as the bicylinder SGE turbo. Smaller, lighter engines that make more power (and get better fuel mileage) are a good thing, especially in an already light vehicle. At this power level the Abarth will be competitive.
All this will be hashed out during the coming year and it promises to be exciting. In the meanwhile, below is the press release describing the current Fiat 500 engines available. This knowledge will prime us for the next generation of engine technology Fiat is introducing next week and in the coming months.
Fiat 500 engine technology
The Fiat 500 comes with a choice of superb modern engines that guarantee sparkling performance. There are two petrol units (the 69 bhp 1.2 8v and 100 bhp 1.4 16v) and one Multijet turbo diesel, the 75 bhp 1.3 16v with DPF. Each offers different features, all of which are exploited fully by combining them with mechanical 5 or 6 speed gearboxes (a Dualogic sequential robotized 5-speed gearbox will also be available at a later date for the petrol engines), and they stand out for their generosity, brilliant temperament, top performance and advanced technology. However they all also share top reliability and respect for the environment. This has been demonstrated in over 1,600,000 km (1 million miles) that the test cars have already traveled, which will become 2,350,000 km (1.460 million miles) with the last tests.
We should underline that all the engines are Euro 4-compliant and are designed to meet the even stricter limitations of future European standards (Euro 5), already meeting the emissions limits that will presumably be enforced in 2009. The 1.3 Multijet is also equipped with a particulate trap (PDF) as standard equipment.
All the engines mounted on the Fiat 500 are manufactured by Fiat Powertrain Technologies, the Group�s new sector. FPT draws together all the activities in the fields of innovation, research, design and manufacture related to engines and gearboxes for all types of applications: from cars to commercial vehicles, boats and agricultural machinery. With approximately 19,000 employees, 17 plants and 10 research centers in eight different countries, the Sector is one of the world�s most important organizations in its field. At FPT, approximately 3000 highly specialized technicians focus on the development and engineering of innovative technologies. More than 40 patents are filed each year, confirming the quality and seriousness of this commitment, and making FPT a huge centre of technological excellence and ongoing innovation.
The 69 bhp Fire 1.2 8v
Fiat 1.2 8 valve engine
The tried and tested Fire (Fully Integrated Robotized Engine) engine that will power the Fiat 500 has a capacity of 1242 cc, and has undergone a series of refinements designed to make it a champion of fuel economy, but without detracting from performance. The engine delivers 51 kW (69 bhp) at 5500 rpm, and peak torque of 102 Nm (10.4 kgm) at 3000 rpm, with a top speed of 160 km/h. That is not all. With the 1.2 8v engine, the Fiat 500 leads its class for consumption, delivering 5.1 l/100 km in the combined cycle, with CO2 emissions of 119 g/km. Acceleration over 100 meters is also excellent at 12.9 seconds.
This figure is even more significant in view of the car�s low consumption. The credit goes to the structure of the engine, which achieves a generous torque at low revs (this makes for more enjoyable driving and outstanding flexibility) and ratios chosen to highlight fuel economy.
A sparkling engine that is sparing on fuel. This has been achieved thanks essentially to:
1) The adoption of an electronic throttle valve control system known as �drive by wire� (with no mechanical connection between the accelerator and the throttle), while it is the electronic control unit that delivers the torque on the basis of the driver�s demands (torque-based system).
2) Fluid dynamic optimization achieved by a new high turbulence combustion chamber combined with a continuous variable cam phaser. This innovative system allows a substantial part of the exhaust gases (about 25%) to be recirculated in the combustion chamber, significantly reducing fuel consumption and exhaust emissions when driving with a partial load.
3) The timing components have been made lighter and the valve springs are of the low load type, to reduce friction.
Another interesting feature of this engine where fuel consumption is concerned, is the use of an active knock sensor capable of managing the advance in the best possible way in all conditions and, above all, the multi point sequential phased injection system by Magneti Marelli.
The quality of life on board has also been improved by optimizing the performance of the intake and exhaust systems, optimizing the coupling play between the crankshaft and crankcase, through the computerized selection of the main bearings, and the development of a specific installation of the engine in the engine bay.
This keeps the transmission of vibration from the engine to the body shell to a minimum. A special engine support system has been adopted, that comprises two blocks and a reaction link, which acts as a tie rod, in which the new bearings are aligned on an axis that goes through the engine�s center of gravity in order to obtain reaction forces with a neutral arm.
On the environmental front, the 1.2 8v fits a catalytic converter in the engine bay, welded to the exhaust manifold flange. In this position the device is extremely efficient because it reaches high temperatures very rapidly thus abating emissions even while the engine is warming up.
The engine has been made even more reliable. The coils have been mounted closer together in a single block. This new type of coil means less spark plug wear, more energy available to ignite each plug thanks to the elimination of the lost spark, better cold starting due to the additional energy available for the spark plug (more energy supplied by the coil and no losses caused by the transfer of high voltage due to the adoption of very short cables), and finally, a significant reduction in the risk of disturbance to the on board instruments due to high voltage cables.
The 75 bhp 1.3 Multijet 16v
Fiat 1.3 Multijet 16v Turbo Diesel engine
The Fiat 500 would not be complete without the 1.3 16v Multijet engine, the smallest and most advanced second generation direct injection Common rail diesel unit, of which more than two million have been built to date.
Fitted with a Borg-Warner fixed geometry turbo (of the waste-gate type) with an intercooler, the engine delivers a maximum of 75 bhp (55 kW at 4000 rpm) and torque of 14.8 kgm (145 Nm) at 1500 rpm. With this engine, the Fiat 500 guarantees excellent performance: it has a top speed of 165 km/h and accelerates from 0 to 100 km/h in 12.5 seconds.
Fuel consumption is also among the best for this segment: 5.3 l/100 km in the urban cycle, 3.6 l/100 km out of town and 4.2 l/100 km in the combined cycle, and CO2 emissions are among the lowest on the market at just 111 g/km.
The engine is a straight-4 with a capacity of 1248 cc, a bore of 69.6 mm and a �long� stroke of 82 mm. There are four valves per cylinder, governed directly by a twin overhead camshaft with maintenance-free hydraulic tappets and automatic play take-up.
That is not all. The 1.3 Multijet 16v is a miniature masterpiece: �dressed� with all its accessories, it weighs just 130 kg, it is small, just 50 cm long and 65 cm tall, and the component layout was designed to take up as little space as possible.
Designed by criteria of maximum rationality, efficiency and reliability, the engine guarantees excellent efficiency and is practically �for life�: it was designed to travel 250,000 km without needing any maintenance to the mechanical components. The compact, sophisticated engine is also extremely eco-friendly, thanks to an emissions control system that envisages an EGR valve triggered electronically and managed directly by the engine control system, a heat exchanger to cool recirculating exhaust gas (EGR) and a �close coupled� catalytic converter.
A particulate trap (DPF), the �for life� system that abates fine dust and does not need additives to be regenerated, is standard equipment.
The 75 bhp 1.3 Multijet 16v therefore represents a technological leap forward which, for the customer, translates into lower consumption and emissions, without even taking into consideration the reduction in noise (due to the multiple injections), the increase in comfort (fewer alternating masses means less vibration), the smooth, responsive steering (due to the really smooth torque delivery, which is guaranteed by the improved combustion control), the elasticity and prompt response of a diesel that resembles a petrol engine for the vast excursion in the number of revs (for example, you are no longer aware of the fuel �cut-out� just above 4000 rpm), and the ecological elements that enhance the diesel�s main environmental credentials (consumption) while minimizing its main defect (particulate emissions).
The 100 bhp 1.4 16v Fire engine
Fiat 1.4 16v Fire engine
One hundred horsepower on hand on such a compact car points up a brilliant, agile character, which allows it to slip easily and cheerfully through congested town traffic. The engine has a capacity of 1368 cc and four cylinders in line, with a bore of 72 mm and stroke of 84 mm.
There are four valves per cylinder, driven directly by the overhead camshaft. The engine was developed focusing particular attention on performance and consumption, fields in which the Fiat 500 leads its class. All credit to the volumetric efficiency which has been optimized throughout the operating range, thanks to careful fluid dynamic development of the entire intake system and timing phasing.
The 1.4 16v delivers a maximum of 73.5 kW (100 bhp) at 6000 rpm and peak torque of 131 Nm (13.4 kgm) at 4250 rpm. Performance is excellent: the new car has a top speed of 182 km/h, and accelerates from 0 to 100 km/h in 10.5 seconds. It is a sparkling engine with excellent performance enhanced by an electronic throttle valve control system known as �drive by wire�.
This engine also proposes a number of changes that help to keep consumption down. For example, the timing components have been made lighter and the valve springs are of the low load type, to reduce friction.
Other features of the new 1.4 16v Fire are the increased compression ratio and the generous torque at low engine speeds, characteristics that have made it possible to limit consumption: for example, in the combined cycle it returns 6.3 l/100 km. This target was achieved by the calibration of the latest generation engine control system, which succeeded in reducing consumption as much as possible, compatible with the requirements of drive ability, performance and emissions.
In order to guarantee low emissions, special injectors have been adopted that optimize the spray phase, thus reducing the quantity of petrol that adheres to the walls of the intake manifold during cold starting and in transients (when you depress the accelerator). This reduces the quantity of hydrocarbons in the exhaust, guaranteeing respect for the environment and for increasingly stringent legislation.
The Alfa MiTo is one of the models favored to come to the US in an Alfa Romeo revival in this country. Timing hasn't been announced yet but we can't wait to see this exciting Alfa here.
Big news on this model is that it is the first car in the Fiat groups lineup to be equipped with MultiAir technology. You can read about MultiAir here and watch a video.
Next week at the Frankfurt International Motor Show, Alfa Romeo will present the MiTo equipped with MultiAir. The first series of engines with this technology will be the 1.4 16 valve FIRE (Fully Integrated Robotized Engine) in 3 different power levels (105 HP, 135 HP and 170 HP), all Euro5-ready. At the launch, the first two MultiAir power units fitted to the Alfa Romeo MiTo are the 135 HP 1.4 and the 105 HP 1.4, which will then be followed by the 170 HP 1.4 MultiAir Turbobenzina in the MiTo Quadrifoglio Verde.
We'll have more information on the MiTo Quadrifoglio Verde introduction soon.
Fiat will unveil a new hybrid power system that will power the new Fiat Topolino super mini and the 500. The technology works with the 900cc twin turbo SGE (Small Gasoline Engine) gas engine coupled to a new Dual Clutch automatic transmission that has an integral electric motor with next generation lithium-ion battery technology.
Two cylinder SGE - Small Gasoline Engine, 0,9 l Turbo, bi fuel (gasoline/CNG hydrogen blend), 8 valves, 105 HP (gasoline mono fuel version) with Multiair technology
Fiat has released little about the hybrid system, but the 900cc twin turbo SGE engine uses Multi-air technology and is rated at up to 105hp in conventional form. In hybrid application it is reported to be at 90hp and the electric motor at 20hp.
The big news is packaging all this technology into a small space. Conventional hybrid cars are currently in mid to larger sized vehicles were it is easier to package what is essentially two power plants (electric motor and gasoline engine) and heavy batteries. Through advanced design and engineering, the new Fiat hybrid system will enable these units to be installed into the mini sized Fiat 500 (length 3.5 meters, 139 inch) and the new, upcoming Fiat Topolino super mini city car (length 3.15 meters, 124 inch). This technology, when combined with these smaller Fiats, promises to offer incredible fuel economy.
The new Fiat hybrid system is to be first installed into the Fiat 500 and then will show up in the new Fiat Topolino which is due for introduction at the 80th Geneva International Auto Show in Spring 2010.
This advanced hybrid system along with the new Multiair engine management system is just some of the technology Fiat will be share with Chrysler if the proposed merger goes through.
Fiat has introduced their Multiair engine technology. This breakthrough greatly increases fuel economy and engine performance while reducing emissions. Fiat has been working on this since the 1980's and shows it's forward thinking. It's an exciting 21'st century update to the internal combustion engine and is another example of Fiat innovation.
Below I've put together, with the help of videos and press releases, how the system works so you can impress your friends with your knowledge. Rest assured other manufacturers will copy this technology so you'll be the first in knowing how it works and it's origin.
This first video simply explains this technology so it's easy to grasp. The second video is the official announcement at the 79th Geneva International Motorshow .
How Fiat Multiair Technology Works
MULTIAIR: THE ULTIMATE AIR MANAGEMENT STRATEGY
Multiair is the new electro-hydraulic system of engine valves for dynamic and direct control of air and combustion, cylinder by cylinder and stroke by stroke .Thanks to a direct control of the air through the intake engine valves without using the throttle, Multiair helps reducing fuel consumption; pollutant emissions are likewise reduced through combustion control. Multiair is a versatile technology, easily applicable to all gasoline engines and with future potential developments also for Diesel engines
BENEFITS: FUEL CONSUMPTION AND EMISSIONS REDUCTION INCREASE OF BOTH MAX POWER AND TORQUE ENHANCED PERFORMANCE AND FUN TO DRIVE
The Fiat Multiair Technology: some history
In the last decade, the development of the Common Rail technology for Diesel engines marked a breakthrough in the passenger car market. To be competitive also in the field of gasoline engines, Fiat Group decided to follow the same approach and focus on breakthrough technologies. The aim was to provide customers with substantial benefits in terms of fuel economy and fun-to-drive while maintaining the engine intrinsic comfort characteristics, based on a smooth combustion process and on light structures and components.
The key parameter to control Diesel engine combustion and therefore performance, emissions and fuel consumption is the quantity and characteristics of the fuel injected into cylinders. That is the reason why the Common Rail electronic Diesel fuel injection system was such a fundamental breakthrough in Direct Injection Diesel engine technology.
The key parameter to control gasoline engine combustion, and therefore performance, emissions and fuel consumption, is the quantity and characteristics of the fresh air charge in the cylinders. In conventional gasoline engines the air mass trapped in the cylinders is controlled by keeping the intake valves opening constant and adjusting upstream pressure through a throttle valve. One of the drawbacks of this simple conventional mechanical control is that the engine wastes about 10% of the input energy in pumping the air charge from a lower intake pressure to the atmospheric exhaust pressure.
A fundamental breakthrough in air mass control, and therefore in gasoline engine technology, is based on direct air charge metering at the cylinder inlet ports by means of an advanced electronic actuation and control of the intake valves, while maintaining a constant natural upstream pressure.
Research on this key technology started in the 80�s, when engine electronic control technologies reached the stage of mature technologies.
At the beginning world-wide research efforts were focused on the electromagnetic actuation concept, following which valve opening and closing is obtained by alternatively energizing upper and lower magnets with an armature connected to the valve. This actuating principle had the intrinsic appeal of maximum flexibility and dynamic response in valve control, but despite a decade of significant development efforts the main drawbacks of the concept - its being intrinsically not fail-safe and its high energy absorption - could not be fully overcome.
At this point most automotive companies fell back on the development of the simpler, robust and well-known electromechanical concepts, based on the valve lift variation through dedicated mechanisms, usually combined with cam phasers to allow control of both valve lift and phase.
The main limitation of these systems is low flexibility in valve opening schedules and a much lower dynamic response; for example all the cylinders of an engine bank are actuated simultaneously thereby excluding any cylinder selective actions. Many similar electromechanical valve control systems were then introduced over the past decade.
In the mid 90�s Fiat Group research efforts switched to electro-hydraulic actuation, leveraging on the know-how gained during the Common Rail development. The goal was to reach the desired flexibility of valve opening schedule air mass control on a cylinder-by-cylinder and stroke-by-stroke basis.
The electro-hydraulic variable valve actuation technology developed by Fiat was selected for its relative simplicity, low power requirements, intrinsic fail safe nature and low cost potential.
Fiat Multiair World Premier
The Fiat Multiair Technology: how it works
The operating principle of the system, applied to intake valves, is the following: a piston, moved by a mechanical intake cam, is connected to the intake valve through a hydraulic chamber, which is controlled by a normally open on/off Solenoid Valve.
When the Solenoid Valve is closed, the oil in the hydraulic chamber behaves like a solid body and transmits to the intake valves the lift schedule imposed by the mechanical intake cam. When the solenoid valve is open, the hydraulic chamber and the intake valves are de-coupled; the intake valves do not follow the intake cam anymore and close under the valve spring action. The final part of the valve closing stroke is controlled by a dedicated hydraulic brake, to ensure a soft and regular landing phase in any engine operating conditions.
Through Solenoid Valve opening and closing time control, a wide range of optimum intake valve opening schedules can be easily obtained.
For maximum power, the Solenoid Valve is always closed and full valve opening is achieved following completely the mechanical cam, which was specifically designed to maximize power at high engine speed (long opening time).
For low-rpm Torque, the Solenoid Valve is opened near the end of the cam profile, leading to early intake valve closing. This eliminates unwanted backflow into the manifold and maximizes the air mass trapped in the cylinders.
In engine part load, the Solenoid Valve is opened earlier causing partial valve openings to control the trapped air mass as a function of the required torque. Alternatively the intake valves can be partially opened by closing the Solenoid Valve once the mechanical cam action has already started. In this case the air stream into the cylinder is faster and results in higher in-cylinder turbulence.
The last two actuation modes can be combined in the same intake stroke, generating a so-called "Multilift" mode, that enhances turbulence and combustion rate at very low loads.
Inside Fiat Multiair
The Multiair Technology Benefits
The Multiair Technology potential benefits for gasoline engines exploited so far can be summarized as follows:
Maximum Power is increased by up to 10% thanks to the adoption of a power-oriented mechanical cam profile.
Low-rpm Torque is improved by up to 15% through early intake valve closing strategies that maximize the air mass trapped in the cylinders.
Elimination of pumping losses brings a 10% reduction of Fuel Consumption and CO2 emissions, both in Naturally Aspirated and Turbocharged engines with the same displacement.
Multiair Turbocharged and downsized engines can achieve up to 25% Fuel Economy improvement over conventional Naturally Aspirated engines with the same level of performance Optimum valve control strategies during engine warm-up and internal Exhaust Gas.
Recirculation, realized by reopening the intake valves during the exhaust stroke, result in emissions reduction ranging from 40% for HC / CO to 60% for NOx.
Constant upstream air pressure, atmospheric for Naturally Aspirated and higher for Turbocharged engines, together with the extremely fast air mass control, cylinder-by-cylinder and stroke-by-stroke, result in a superior dynamic engine response.
Application of the Multiair Technology to FPT Engines
The first world-wide application of the Multiair technology will be the Fire 1400cc 16V Naturally Aspirated and Turbocharged engines.
The second application is a new Small Gasoline Engine (SGE - 900cc Twin-cylinder) where cylinder head design has been specifically optimized for the Multiair actuator integration. Here again, there will be both a Naturally Aspirated and a Turbocharged version. A specific Turbocharged engine version will be bi-fuel (gasoline- CNG).
Thanks to radical downsizing, the Turbocharged Small Gasoline Engine achieves Diesel-like CO2 emission levels, which are further reduced in its Natural Gas version with CO2 emissions lower than 80 g/km in many vehicle applications.
Further Potential of the Multiair Technology
All breakthrough technologies open a new world of further potential benefits, which are usually not fully exploited in the first generation, in order to minimize industrial risk.
The Common Rail technology, a Fiat worldwide premiere in 1997, paved the way to more than a decade of further technological evolutions such as "Multijet" for multiple injections, Small Diesel Engines and the very recent Modular Injection technology, soon to be launched on the market.
Similarly, the Multiair technology, a Fiat worldwide premiere in 2009, will pave the way to a wave of further technological evolutions for gasoline engines:
Integration of the Multiair Direct air mass control with Direct gasoline Injection to further improve transient response and fuel economy.
Introduction of more advanced multiple valve opening strategies to further reduce emissions. Innovative engine-Turbocharger matching to control trapped air mass through combination of optimum boost pressure and valve opening strategies.
While electronic gasoline fuel injection developed in the 70�s and Common Rail developed in the 90�s were fuel specific breakthrough technologies, the Multiair Electronic Valve Control technology can be applied to all internal combustion engines whatever fuel they burn.
Multiair, initially developed for Spark Ignition engines burning light fuel ranging from gasoline to Natural Gas and hydrogen, has wide potential also for Diesel engine emissions reduction. Intrinsic NOx reduction of up to 60% can be obtained by internal Exhaust Gas Recirculation (iEGR) realized with intake valves reopening during the exhaust stroke, while optimal valve control strategies during cold start and warm-up bring up to 40% HC and CO reduction of emissions. Further substantial reduction comes from the more efficient management and regeneration of the Diesel Particulate Filter and NOx Storage Catalyst, thanks to the highly dynamic air mass flow control during transient engine operation.
Diesel engine performance improvement is similar to that of the gasoline engine and is based on the same physical principles. Instead, fuel consumption benefits are limited to few percentage points because of the low pumping losses of Diesel engines, one of the reasons of their superior fuel economy.
In the future, powertrain technical evolution might benefit from a progressive unification of gasoline and Diesel engines architectures. A Multiair engine cylinder head can be therefore conceived and developed, where both combustion systems can be fully optimized without compromises. Moreover the Multiair electro-hydraulic actuator is physically the same, with minor machining differences, while internal subcomponents are all carry over from the Fire and SGE applications.
