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Fiat Launches MultiAir Combined with Start/Stop on the MiTo
15 June 2009
| The MiTo Multiair. Click to enlarge. |
Fiat is launching a 1.4-liter turbocharged gasoline engine equipped with the new MultiAir air handling system (earlier post) on the Alfa Romeo MiTo (earlier post) in September. The MultiAir models will also feature the Start&Stop system (from Bosch, earlier post)—the first application in the MiTo. This also marks the first production engine using the MultiAir system, introduced at the Geneva Motor Show earlier this year.
MultiAir is an electro-hydraulic valve-timing system that provides dynamic and direct control of air and combustion, cylinder by cylinder and stroke by stroke. With direct control of the air through the intake engine valves without using the throttle, MultiAir helps reduce fuel consumption and pollutant emissions.
Compared to a traditional gasoline engine with the same displacement, MultiAir engines offer:
- up to 10% more power
- up to 15% low-rpm torque improvement
- up to 10% fuel consumption and CO2 reduction
- up to 25% fuel savings on Turbo downsized versions
- 40% Hydrocarbon and Carbon Monoxide reduction
- 60% NOx reduction
Multiair is a versatile technology that can be applied to all gasoline engines; Fiat Powertrain in considering potential development on diesel engines as well.
The MultiAir 1.400 16v turbocharged and aspirated engine for the MiTo model will be available with three different power levels (105 hp/78 kW; 135 hp/101 kW; and 170 hp/127 kW) and combined with 5- or 6-speed manual gearboxes. While the first two are offered on all versions of the MiTo range, the third will be exclusively available on the special version called “Quadrifoglio Verde” (Green Four-leaved Clover), debuting after the launch.
The MiTo is sold in 34 countries; Since its launch in 2008, the mini has seen 60,000 orders.
June 15, 2009 in Engines, Vehicle Systems | Permalink | Comments (3) | TrackBack (0)
Comments
Posted by: ToppaTom | June 15, 2009 at 05:40 PM
Obvious, but quite difficult, specially with low end microcontrollers like the one used by car manufacturers, remember that they require bulletproof solutions at low prices for high numbers production.
Now that there are 32 bit microcontrollers with reasonable power for this application at low prices, and that the electro hydraulic technology has been enough proved in diesel engines (common rail), it can be finally applied to SI engines air control.
If they improve the mechanism to transfer torque from piston they will be able to increase the output of a 1.4 liter engine to 150 kW in a passenger car.
And that is more than enough...
Posted by: Felipe | June 16, 2009 at 07:30 PM
Maybe this is some of the methods that Fiat will bring to Chrysler. Smaller engines with turbos that at least have start/stop. Chrysler has made little effort in this area and has only recently shown that they might some day have EVs and hybrids.
Posted by: SJC | June 18, 2009 at 04:16 PM
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It seems obviously better to "throttle” back a SI ICE by late intake valve closure and keep wide open throttle.
Push deeper into Atkinson cycle for lower power.
Compression ratio sucks either way but throttling losses are eliminated.
Maybe the major down side is the need for fine control of the valve timing?
Otherwise I don’t know why this is not done more already – or is it?
It’s clearly an obvious technique.