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Fiat Readying New Lancia Delta for Market
5 June 2008
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| The new Lancia Delta. |
Fiat has provided more details on its new mid-sized Lancia Delta, first unveiled at the Geneva Motor Show in March, and due to go on sale in Europe later this year. This Delta represents the third-generation of the car, first introduced in 1979. Fiat stopped producing the second-generation of the Delta in 1999.
All the Delta engines are turbocharged and paired with 6-speed gearboxes (manual, robotized or automatic). Three engines will be available immediately at the launch: 120 bhp and 150 bhp versions of the gasoline 1.4-liter Turbo Jet and a 120 bhp 1.6-liter turbodiesel MultiJet that will also be combined with an advanced robotized gearbox.
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| The new 1.9-liter twin-turbo Multijet. Click to enlarge. |
These will be joined later by two new engines: a 165 bhp 2.0-liter Multijet and a 190 bhp 1.9-liter Twin Turbo Multijet. Another new engine, a 200 bhp 1.8-liter gasoline direct injection Di Turbojet paired with an 6-speed automatic gearbox will be available next year. All diesel engines are Euro 5 ready.
120 and 150 bhp 1.4 Turbojet. The 1.4 Turbojet family applies the downsizing philosophy of combining an advanced turbocharger with a smaller capacity engine to deliver performance comparable to or even better than higher-capacity power units, but with lower fuel consumption and emissions.
The new 1.4 16v turbo is available as two alternatives: the first is more sporty with 150 bhp (110 kW) of maximum power achieved at 5500 rpm while the second is more of a touring car, developing 120 bhp (88 kW) at 5000 rpm. Both offer a maximum torque of 206 Nm (the 110 kW at 2250 rpm and the 90 kW at 1750 rpm).
120 bhp 1.6 Multijet. The 1.6 Multijet improves performance, comfort, emissions and running costs compared to the established 1.9 Multijet 120 bhp unit. For the same power output, the new engine offers nearly 25% more torque (300 Nm at 1500 rpm) and 8% less fuel consumption (measured over the NEDC).
The 120 bhp 1.6 incorporates a close-coupled Diesel Particulate Filter and an integral EGR (Exhaust Gas Recirculation) system that improves control of temperature and gas flow, simultaneously guaranteeing lower emissions and reducing fuel consumption.
165 bhp 2.0 Multijet. The new 2.0 165 bhp MultiJet constitutes a natural evolution of the 1.9 Multijet from the viewpoint of performance (with an increasing torque and power) and also of emissions (compliance with the limits imposed by the Euro 5 directive due to enter into force in one year).
Fiat Powertrain increased the cylinder capacity by increasing the bore from 82 mm to 83 mm. The compression ratio has dropped from 17.5:1 to 16.5:1 to decrease engine-out NOx. The new power unit uses a new type of low voltage spark plug that allows starts-ups with minimum pre-heating times.
The engine uses a close-coupled DPF and advanced EGR system with all the subcomponents packed into the EGR module. Fuel consumption over the combined cycle is 5.3 l/100 km (44 mpg US).
190 bhp 1.9 Twin Turbo Multijet.. Derived from the older 1.9 Multijet, the new engine adopts two turbochargers: One compact, low inertia unit to ensure a prompt and vigorous response from lower speeds, and one larger one to provide a very high power output. The twin-turbo approach supports maximum power of 190 bhp and a maximum torque of 400 Nm at 2000 rpm, with 300 Nm of torque available at 1250 rpm.
Below 1800 rpm, the exhaust gases operate only the small turbine that ensures a prompt response and sufficient power for low rpm levels. The larger turbine turns at its minimum operating speed and does not hinder the passage of gases.
Between 1800 and 3000 rpm, based on the operating conditions and the drivers demands, the large turbine begins to work, compressing the air that then passes through the small turbine that guarantees an appropriate turbocharging pressure and a rapid response. Above 3000 rpm, the smaller turbine is excluded because the larger turbine is in optimum working conditions and is able to express all its power.
200 bhp 1.8 Twin Turbo Jet. The new gasoline direct injection engine features twin variable valve timing (VVT) on the exhaust and intake. Direct injection makes it possible to achieve lower fuel consumption in relation to the performance delivered by the engine. The turbocharging delivers rapid pickup due to a strong torque curve. The adoption of a twin variable valve timing system makes it possible to recirculate gases internally, making it possible to achieve Euro 5 emission limits.
| Engines for the Lancia Delta | |||||
|---|---|---|---|---|---|
| 120 1.4 Turbojet | 150 1.4 Turbojet | 120 1.6 Multijet | 190 1.9 Twin Turbo Multijet | 165 2.0 Multijet | |
| Fuel | Gasoline | Gasoline | Diesel | Diesel | Diesel |
| Displacement [cm3] | 1368 | 1368 | 1598 | 1910 | 1956 |
| Compression ratio | 9.8±0.2:1 | 9.8±0.2:1 | 16.5±0.4:1 | 16.5±0.4:1 | 16.5:1 |
| Power [bhp (kW)] | 120 (88) | 150 (110) | 120 (88) | 190 (139.5) | 165 (121.3) |
| Torque [Nm (lb-ft)] | 206 (152) | 206 (152) | 300 (221) | 400 (295) | 360 (266) |
| Emissions | Euro 4 | Euro 4 | Euro 5 ready | Euro 5 ready | Euro 5 ready |
| Top speed [kph (mph)] | 195 (121) | 210 (130) | 194 (121) | 222 (138) | 214 (133) |
| Acceleration 0-100 kph [s] | 9.8 | 9.2 | 10.7 | 7.9 | 8.5 |
| Fuel consumption (combined) [L/100km (mpgUS)] | 6.6 (35.6) | 7.0 (33.6) | 4.9 (48) | 5.7 (41.3) | 5.3 (44.4) |
| CO2 [g/km] | 156 | 165 | 130 | 149 | 139 |
June 5, 2008 in Engines, Fuel Efficiency | Permalink | Comments (10) | TrackBack (0)
Comments
Posted by: Ben Collins | June 06, 2008 at 03:15 AM
This is another example on how a large manufacturer do not see the picture. instead of investing in true electric variations of Its cars, it still produces cars with technolgy started in 1882, with 20% energy efficency and a lot of pulltion.
Fiat will eventually will go bust and Tata or Hyundai will buy them.
Posted by: zvir | June 06, 2008 at 07:26 AM
190 bhp from a 1.9 I'd say is a first for a car in this price range .....
but perhaps more importantly, all versions are euro5-ready
Posted by: Karl-Uwe | June 06, 2008 at 07:38 AM
zvir:
ICE advocates are not ready to give up yet.
Who knows, if they try long enough, they may manage to increase ICE vehicles efficiency from 15%-18% to 25%-35%? It would still be a very long way from PHEVs and BEVs.
Tata may have a winner with their very low cost Nano. Will they make an electrified version? Will other Asian manufacturers try to compete with similar vehicles?
Posted by: HarveyD | June 06, 2008 at 08:15 AM
zvir:
ICE advocates are not ready to give up yet.
Who knows, if they try long enough, they may manage to increase ICE vehicles efficiency from 15%-18% to 25%-35%? It would still be a very long way from PHEVs and BEVs.
Tata may have a winner with their very low cost Nano. Will they make an electrified version? Will other Asian manufacturers try to compete with similar vehicles?
Posted by: HarveyD | June 06, 2008 at 08:16 AM
Ben Collins needs to get real, development of diesels is only just getting into it's stride and diesel's ability to burn almost any liquid oil means it needn't die when the mineral oil runs out.
At present Electric is OK for limited range town cars but the costs and problems associated with battery packs have long way to go before they are even halfway solved.
Fiat are way ahead of most other diesel makers they even sell diesels to GM and soon to be Ford as well and diesels such as their's will be around and out-performing electric cars for a few years yet.
BTW for your information Ben - diesels are now way more than 20% efficient. 20% is just about the efficiency of electric cars charged from the mains - diesels can double that.
Posted by: Steve | June 06, 2008 at 01:10 PM
Sorry apologies to Ben that should have been directed at Zvir instead I thought it was the name in the same block above not below the line.
Confusing that.....................
Posted by: Steve | June 06, 2008 at 01:13 PM
Guys,
I really appreciate how much everyone is trying and how passionate all of us are about moving forward and getting to the next generation cars. I feel the right direction and the best bet in the long run is going to be electric vehicles and hopefully clean, renewable power.
We're not there yet. I work at an electric car company and I'm very proud of the work we're doing. No, I'm not going to say which one...it's not important right now. We are breaking new ground and doing really important work. I've also helped a couple of the leading battery makers get some funding and move their efforts along which are starting to pay off. All of this is going to give us affordable cars...ONE DAY. Hopefully soon, hopefully in the next 2-3 years.
But it really doesn't exist right now. It really doesn't folks. You can't get the combination of price, range and passenger capacity that we really need. I'm not talking about something to race at Le Mans. I'm talking about a simple 4-5 passenger sedan, 0-60 in 10 seconds with a 250 mile range that I can buy for less than $25,000.
So, for a short time, even if it's just the next few years, there are some new cars needed and if they can make one that gets nearly 45 mpg and let's us do better than the 22 mpg crap out there today, then let's give them a little bit of a break.
I'm like you guys most of the time, I think they should spend more time on the electric or at least a plug-in hybrid electric. But reality sets in for these people trying to keep there companies going TODAY so they can still be here for that wonderful future. They don't have the luxury that we do here as we criticize on these blogs/forums. Hell, they don't have the freedom to do what my company does as a new company without existing infrastructure to account for. Even though I'll be competing with them soon, I think they deserve some credit for trying today.
OK, I can't resist either: If we're going to waste any more time and resources on a hydrogen economy and cars to go with it....then let's all get religious and pray for the parting of the Red Sea sized miracle it will take to make that practical! LOL Sorry, I couldn't resist cause that is just so silly. Geez, I could show you stats from now until the cows come home to support anything you want as end to end more efficient (coal, oil, electric, hybrid-electric, plugin-hybrid electric...you name it). Hey, stats can prove anything. But even statistics can't show a case where hydrogen makes sense. What the hell are these people thinking??? :-)
Posted by: EVbigfan | June 06, 2008 at 07:52 PM
The makers of the above car, Fiat, now have Europe's lowest CO2 fleet average, according to JATO dynamics:
http://www.jato.com/Documents/PRESS%20RELEASES/Fiat%20tops%20the%20eco%20league%20with%20lowest%20average%20CO2%20emissions%20in%202007%2018.4.2008.pdf
Fiat also have seven standard car models and two trucks available with CNG engines. Italy also has a remarkable fleet of CNG cars:
http://www.iangv.org/stats/NGV_Statistics.htm
There is also a push for EVs today in Europe. Renault have already rolled out their first Megane EV (project better place) and these should be seen on roads within 2 years from now. Bollore and Pininfarina are also producing an EV together. Fiat has also announced a small city vehicle hybrid (coupled to a new 900cc engine). The Tesla and MieV should both be available before then.
Posted by: Karl-Uwe | June 07, 2008 at 01:52 AM
Interesting posts.
Like many, I think EVs using a home plug in and a small flygenset is the way to go, but factories and production capacity has seriously slow latent change, so for now downsized TCed ICEs look good, the 500 and panda etc are getting 70mpg even with poor aerodynamics, so there is room for improvement.
Im surprised there isnt a bigger switch to three cylinders from four though as a route for cost saving to balance the proliferation of TCing.
Plus if a 1.6L i4 mini can get 230hp, why is anyone even contemplating continuation of V8's. That is gonna mothball a lot of production capacity very quickly.
Posted by: Ben Collins | June 07, 2008 at 10:45 AM
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Interesting article.
Turbocharging finally comes of age.
Smooth (not binary) power torque and genuine downsizing.
Interesting to compare D v P both TCed back to back at 120hp 35 v 48 mpg.
RIP supercharging (wasteful), variable valves (gutless until stupid revs), binary on off Turbocharging (dreadful), normal (gasping) aspiration.