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|10th February 2009, 19:40||#16|
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Goods news for Tata, & Maruti they can brag about the achievements in ads. Be sure to get the new engines in India after a decade.
|10th February 2009, 21:58||#17|
Senior - BHPian
Join Date: Apr 2007
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BTW, wouldn't it increase NVH?
What I have read till now is 4 cylinder is the best configuration (with least unbalanced forces). Of course, Fiat know better:-)
Last edited by anandpadhye : 10th February 2009 at 22:00.
|16th February 2009, 19:05||#18|
Join Date: Nov 2008
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Fiat's MULTIJET 2.0 !!
Found this on the INTERWEB.
Fiat India Sales Revive
Its going to be a big year for Fiat’s Powertrain Technologies unit of Fiat SpA. The company is all set to release a host of new powertrain technologies in both diesel and petrol forms and will also launch Fiat’s first dual clutch gearbox.
The first among the new family of powertrain is the ‘Family B SuperFire’ engine which features a displacement of 1.8 Litres. The 4-Cylinder, 16 Valve engine is the third in the modular engine family from Fiat and features the bore (83mm) from the 2.0 Litre Multijet and stroke from the 1.6 Litre Multijet (80.5mm) for a displacement of 1742 cc’s. The engine will feature standard direct injection and continuously variable phasing for both inlet and exhaust cams.
The 1.8 Litre engine will make its first appearance in Alfa Romeo 159 replacing the current 1.9 and 2.2 JTS as well as the Lancia Delta, making 200 bhp between 4750 and 5500 rpm and a healthy 320 nm of torque between 1400 and 3750 rpm. The figures will enable the car to sprint from 0-100 kph in 7.8-8.0 seconds with a top speed of 230 kmph and a fuel consumption figure of 7.5-8.0 litres/100 kms.
The engine will come with an option of either M32 Six Speed Manual or the Aisin supplied 6-Speed Q-Tronic Automatic transmission for the Alfa while the Lancia Delta will come only with the automatic for the time being.
The 1.8 engine in its highest tune will be available for Brera and Spider developing 230 bhp @ a heady 5750 rpm and 350 nm of torque from almost idle 1750 rpm! The figures will enable the Brera and Spider to achieve a top speed of 235-240 kmph and with the ton coming up from rest in 7.2-7.5 seconds adressing the concerns of poor performance.
The new engine output figures compare favourably with Volkswagen Audi’s 2.0 Litre TFSi unit which comes in two states of tune, a 180 bhp 320 Nm and 210 bhp with 350 nm
Jump over for the complete article.
The 230 bhp version will also find its way into the MiTo GTA mated to Fiat’s brand new dual dry clutch transmission dubbed the DDCT which comes under Fiat’s new C635 family of gearboxes. The work on C635 family started in 2006 and will be offered in both automatic and manual variants. The gearbox can handle 350 nm of torque and will be available in various B, C and D segment cars from Fiat starting from june this year for the manual, september for the DDCT and the robotised variant in 2010.
The new 1.8 Litre engine will debut at the upcoming Geneva Motor Show in about a month’s time which will also see the commencement of pre-production runs for two crucial engine developments - the next generation common-rail technology for diesel engine, Multijet 2 and Multiair electro-hydraulic valve actuation.
These new innovation will find their way into all passenger cars under the Fiat Group over the next few years. Fiat has also stated its aim to become the carmaker to have lowest CO2 emissions among the European car makers by 2012.
Multiair is a refinement of the original ‘camless’ Uniair concept, which itself had been under ongoing development by Fiat’s engineers for over a decade. The Italian carmaker is alone in pursuing this technology, which offers the potential for continual valve adjustment and thus optimised efficiency – a key requirement under increasingly stringent future emissions regulations. FPT estimates that engines equipped with Multiair offer up to 20 per cent more torque, at lower revs, compared with a conventional mechanical system. Power output also increases on average by between 10 and 15 per cent, with fuel consumption dropping by around 8 to 10 per cent, an improvement due mostly to the elimination of the conventional butterfly throttle valve, a component which severely interferes with the ability to optimise airflow in conventional engines.
Fitted with Multiair, the current 120 and 150bhp 1.4 T-Jet engines will be uprated to 135 and 165bhp, with corresponding improvements also in fuel consumption and emissions. The first production iteration of Multiair will be seen on these 1.4 T-Jet units, currently found in the Alfa Romeo MiTo, Lancia Delta, and Fiat’s Bravo and Grande Punto. The latter is expected to be the launch vehicle for this technology, due to be rolled out as part of a package of improvements for the top-selling supermini at the Frankfurt IAA in September.
The facelift for the Grande Punto, which comes four years after the car’s debut at the 2005 Frankfurt IAA, is also due to incorporate the initial application of Multijet 2. Fiat Group has long been at the forefront of diesel engine development, and pioneered both direct injection (1986 Fiat Croma TD i.d.) and ‘Unijet’ common-rail technology (1997 Alfa Romeo 156 JTD). Five years later, in 2002, the group debuted Multijet technology with the 140bhp 1.9 JTD 16V, before rolling it out across all of its diesel models, including the revolutionary 1.3 16V Multijet, or SDE (Small Diesel Engine). Multijet represented an advance over Unijet common-rail through its use of sophisticated electronic injector control to make more finely-divided injections than Unijet’s two, allowing better control of combustion noise, reduced emissions, and increased performance.
Multijet 2 now represents the next leap forward in refinement of the fuel delivery process. It consists of a brand-new system of injection pump and solenoid injectors, which will be supplemented in time with a further twin-piston pump development. The main improvement over existing Multijet injectors is in the system’s further improvement in the ability to finely control the fuel flow, to the notable benefit of emissions and low-mid-range torque.
Originally scheduled to reach production in late 2008, a slight delay in starting production means that the first SDE-engined cars with Multijet 2 should start appearing in production cars from September. With tighter Euro 5 emissions regulations being enforced from the beginning of that month, Multijet 2 will make a significant contribution to cutting NOx emissions without consumption and noise penalties, thanks to its ability to manage multiple injections with greater flexibility than the earlier Multijet system.
According to Alfredo Altavilla, CEO of Fiat Powertrain Technologies, Multijet 2 “will provide the same calibre of advantages as the original common-rail systems did 10 years ago”. Speaking to Engine Technology International magazine last year, he added that the results provided by the technology have been better than anticipated. “We have the (3-litre) V6 Multijet 2 diesels in test mules and the results for performance and CO2 are beyond our expectations,” he said. “We’re aiming for a base CO2 rating on the 3-litre Multijet 2 of 150g per kilometre.”
Yaaaayeeeeeaaaaaayaayayayayayayayaya Bring it on !
I shudder to imagine the performance from the 200 - 230 bhp , 320 -350nm (depending on the state of tune) 1.8L Multijet-2 engine that fiat will release later this year in the international market.
Also in development is a 3.0 L V6 multijet-2 engine that produces just 150g of CO2 per km (or carbon dioxides, as Jeremy Clarkson puts it). To put that into perspective, Maruti was going gung ho over the A-star's puny engine managing around 100g / km.
Now would be a good time to point to a thread started in 2004 by GTO, polling people as to when Fiat India would finally shut shop. This thread has recently been closed.
http://www.team-bhp.com/forum/indian...shut-down.html (Fiat India : How much longer before they shut down?)
I guess the closing of the thread mentioned above, the success of the linea(atleast initial) and the engines that we can expect in the future all point to a bright future for the Italian company that so many of us love and hate, and sometimes both.
So, the big question. When is it coming to India ? Pleaaase FIAT, heck even maruti for that matter, just buy the technology again from fiat and plonk one of those in one of your next gen cars, and you will have the whole of the enthusiast market cornered. With a diesel !!
The original link, for some reason was not appearing properly in the 'post preview'. Hence had to resort to using a ******* link.
Even that is not working properly. You have to copy and paste the link manually to get to that site. Or try the link below, remove the space between cubic and capacity
|17th February 2009, 12:26||#19|
Join Date: Aug 2007
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Thanks for the info dude. 3.0lt V6 and 150g/km of CO2. That is the heights of technological advancement. Certainly the future of FIAT looks very much bright and exciting.
Hope they upgrade the engines in the India bound models also quickly.
If FIAL would have launched the 3.0 V6 in some Arbath version of some Grande Punto in India.
|17th February 2009, 12:53||#20|
Senior - BHPian
Join Date: Dec 2007
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So they will launch it internationally this year... so that would mean it might come to india in a decade's time (I am optimistic )
|17th February 2009, 15:38||#21|
Join Date: Mar 2006
Thanked: 16 Times
Great technological advances Fiat is developing. I wish it all becomes a success in reality.
But Fiat India?
Will they be able to bring these here?
I came here hoping that MJD 2.0ltr engine is going to be launched in our country only to be disappointed.
As far as I think, this thread should be in the International motoring section. Or better be merged with the other thread.
|17th February 2009, 15:45||#22|
Join Date: Sep 2007
Thanked: 9 Times
Will they be able to bring these here?
Well not sure, not in next 5 years!
Because, nobody can dare to drop 1.3 MJD, the universal diesel engine of all Indian cars!
|10th April 2009, 19:27||#24|
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Location: Bangalore, INDIA
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|3rd September 2009, 02:30||#25|
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|1st January 2013, 21:15||#26|
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Looks like Fiat Silently upgraded the Mutiair to Multair 2 here is the details
2.4 Tigershark Engine
The 2.4-liter Tigershark MultiAir 2 is the largest and most powerful four-cylinder engine from the new gas engine family and is standard in the R/T
The 2.4-liter engine is designed to take full advantage of the exclusive MultiAir valve train system developed by Fiat Powertrain and includes a host of new engine components designed for reduced friction to enhance the performance and fuel efficiency of Dodge’s latest offering in the compact car market.
The 2.4-liter is the third engine to feature MultiAir technology from the Chrysler Group and features the second generation “MultiAir 2” system that further enhances combustion control, improves fuel efficiency and reduces exhaust emissions. Naturally aspirated, the 2.4-liter will be available with either a manual six-speed transmission or the new Powertech six-speed automatic transmission.
Performance ratings for the 2.4-liter engine are 184 hp (137 kW) at 6,250 rpm with torque of 171 lb.-ft. (232 Nm) at 4,800 rpm.
Engine block and lower reciprocating assembly
The 2.4-liter starts life with a high-pressure, die cast-aluminum block fitted with cast-iron bore liners. Bore diameter is 88 mm and stroke is 97 mm. Total displacement is 2,360 cc.
A new forged-steel crankshaft features increased pin diameters from 48 mm to 53 mm that add stiffness. The crank thrust bearing is relocated from the third to second journal, and eight counterweights offer improved durability and less NVH.
To improve fuel efficiency and reduce oil demand, crankshaft upper main bearings include a revised upper main bearing oil groove. Fitted to the crankshaft are new powder forged-steel connecting rods that feature a full-floating piston pin that has a diamond-like carbon (coated surface treatment for reduced friction and improved fuel efficiency).
Cast-aluminum pistons with a compression ratio of 10:1 are designed specifically for the engine and MultiAir system. The piston ring packs also are treated for compatibility with E85 fuel. Each bore is fitted with individual piston oil squirters in the block that spray oil on the bottom of the pistons and bore walls help maintain cylinder wall and piston temperatures, avoid hot spots that could lead to knock and improve performance and fuel economy.
Two-bolt main bearing caps coupled with a cast-iron structural bearing beam secured at the 2, 3 and 4 main caps reduce flexing and maintain stiffness along the bottom of the block.
A lightweight, lost-foam aluminum ladder frame with an integral oil filter and oil cooler adapter is sandwiched between the block and steel oil pan and helps maintain structural rigidity in the block.
Noise emanating from the reciprocating assembly is reduced with a new oil pan that includes a steel sandwich-type design that includes acoustic material between the outer and inner steel stampings of the oil pan.
Vibration from the piston forces is minimized with the use of a balance shaft module that has been incorporated into the engine. To maintain adequate oiling at all engine speeds, the 2.4-liter engine features a two-stage oil pressure relief system that reduces engine oil pumping loads at low engine speeds for better fuel efficiency.
A refined oil life system calculates oil life based on a number of variables, including engine speed, operating temperature and engine load and recommends an oil change when it’s needed – up to 8,000 rpm.
2.4-liter cylinder head includes MultiAir fuel delivery
Constructed of aluminum, the cylinder head features a four-valve arrangement. MultiAir 2 is standard on the 2.4-liter engine and this latest version of the MultiAir system has been enhanced to provide more flexibility for valve openings and closings along with levels of internal exhaust gas recirculation for improved fuel efficiency.
The intake side of the valve train for the 2.4-liter MultiAir 2 engine is an electro-hydraulic system that can control intake air, cylinder-by-cylinder and stroke-by-stroke, depending on the operating condition and demands from the driver. Electronic throttle control is standard with the 2.4-liter engine.
Actual opening of the valves is controlled by a small actuating piston and hydraulic fluid running through a narrow passage that is controlled by a dual action solenoid. When the solenoid is closed, under full acceleration, intake valves are fully open much like a traditional engine for maximum power. At lower speeds and loads, the solenoid opens precisely during the intake stroke allowing oil to bypass the passage, thus decoupling the valves. This allows for infinite control of the valves, and controls the amount of fresh air into the cylinders that reduces wasted energy that is common with fixed intake lobes on a camshaft
Large, 36 mm diameter intake valves provide exceptional performance without sacrificing fuel efficiency. Revised combustion chambers provide a high-charge motion for better fuel efficiency and performance. Exhaust valves are controlled via traditional lobes on the camshaft and exhaust gases exit through a fabricated, tubular stainless steel exhaust manifold.
Ignition is through a single output, coil-on-plug system. Spark plugs are dual precious metal, platinum and iridium, for durability and idle smoothness.
Fuel delivery is sequential, multi-port, electronic, with injectors located to direct the fuel spray at the intake valves in a spray pattern that increases fuel atomization and enhances complete combustion for a smooth driving experience.
Also included are an aluminum head cover and an aluminum front engine cover. Often found on premium engines, these covers effectively dampen engine noise.
Maximum engine speed is 6,350 rpm.
Full vacuum for consistent brake booster performance is assured at all speeds and driving conditions with the addition of a standard vacuum pump.
Contributing to lower emissions, particularly at engine start-up, the catalytic converter is located immediately downstream of the tubular exhaust manifold to ensure quick light-off. The revised location of the exhaust manifold to the front of the engine also helps to reduce exhaust noise into the passenger compartment.
The new 2.4-liter engine also is capable of meeting super ultra-low emissions vehicle (SULEV) and Euro 6 emission levels.
Designed to deliver both excellent performance and fuel efficiency across the operating range of the engine, the induction system includes a glass-filled nylon intake manifold with tuned intake runners. The port fuel-injection system includes multi-orifice fuel injectors to support optimal combustion for lower emissions. Throttle opening is controlled through drive-by-wire, and the throttle body diameter is 64 mm.
Both the intake manifold and the fuel-injection rail have acoustically dampened covers that helps to reduce NVH.
The high-energy ignition system includes a compact coil-on-plug assembly that improves the combustion flame for better fuel efficiency. Dual precious-metal spark plugs, including iridium and platinum, provide up to 100,000 miles durability. Located in the center of the cam cover, the spark plugs are easily accessible when service is required.
The 2.4-liter MultiAir 2 engine marks the first time MultiAir technology is offered beyond the 1.4-liter variants.
Six-speed Manual, DDCT and automatic transmissions offered
Exceptional fuel efficiency and spirited performance are just two attributes from the new Dodge Dart’s full range of transmission offerings. Additionally, each transmission has undergone extensive testing and evaluation to ensure that customer expectations in the area of refined shifting characteristics and low noise levels are met.
“Depending on individual driving tastes, we’ve engineered each of the three six-speed transmissions for the 2013 Dodge Dart for efficiency and performance while delivering more of the fun factor to driving,” said Mircea Gradu, Vice President, Transmission, Powertrain and Driveline Engineering — Chrysler Group LLC. “Working closely with our engine group, we’ve carefully matched each transmission for individual engine applications to achieve the best efficiency and refinement for the driver.”
Three transmissions, including a standard C635 six-speed manual, a new C635 dual dry clutch six-speed and a world-class 6F24 six-speed automatic will be available depending on engine selection.
Six-Speed C635 manual transmission
Standard with all three engine choices is the C635 manual transmission. Developed by Fiat as part of a new family of global transmissions, the six-speed manual is compact and lightweight with gearing that is optimized to operate at both low engine rpm and at highway speeds to provide optimal fuel efficiency.
The transmission also is designed for reduced highway engine rpm to ensure a quiet cabin environment. Included is a dual-mass flywheel that permits lower engine rpm at any gear to help increase fuel economy. Maximum input speed for 1-2 and 2-3 shifts is up to 7,000 rpm and 6,500 for all other shifts. Drivers also will notice reduced gear rattle and reduced shift times.
Robust and reliable, the transverse-mounted gearbox is designed to withstand maximum torque values up to 350 N•m. For optimal viscosity, in all temperature and driving extremes, synthetic oil is used. The transmission is a filled for life design with no transmission oil changes ever required under normal driving conditions. Additionally, the clutch is self-adjusting requiring no periodic adjustments.
Ratio spread is 6.68 for the 1.4-liter MultiAir Turbo and 6.27 for the 2.0-liter and 2.4-liter Tigershark engines.
For the best acceleration characteristics, a tall, 4.15 first gear is used on the 1.4-liter while the 2.0-liter and 2.4-liter feature a 3.90. Sixth gear, which helps reduce engine rpm at highway speeds, is 0.62. Using an ideal set of gears, the transition from 1-6 provides the ideal balance of performance and comfort.
mods: please move to the appropriate category sorry to post it here
Last edited by justin.das : 1st January 2013 at 21:26.
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