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Fiat Powertrain Technologies Introduces New 1.9L Two-Stage Turbodiesel

Fiat Powertrain Technologies (FPT) has introduced a new member of its diesel engine family: a 1.9-liter JTD (uniJet Turbo Diesel) two-stage turbodiesel. Based on the current 1.9 JTD 16-valve engine, the new unit will be available in 180 hp (134 kW) and 190 hp (142 kW) versions. The current high-end 1.9 JTD engine with a variable geometry turbo offers 130 hp (97 kW).

The new engine improves low-end torque by 50%, with 300 Nm (221 lb-ft) available from 1,250 rpm. Maximum torque is 400 Nm (295 lb-ft) at 2,000 rpm. With the higher rating, the engine offers 100 hp/liter. The engine will be Euro-5 compliant.

FPT delivered the performance boost through the introduction of the two-stage turbocharger, combined with design changes to increase the thermostructural resistance of the cylinder to an increased peak cylinder pressure (up to 180 bar) and exhaust gas temperature (up to 800° C).

The two-stage turbo (TST) uses a small turbocharger operating at low rpm for optimal low-end torque and response from low vehicle speed. This small turbo is bypassed when the required power output increases and a second, larger  turbocharger comes into operation.

The TST technology supports an increased exhaust gas recirculation (EGR) rate without penalties on fuel consumption, thereby contributing to reduced NOx emissions.

FPT also redesigned the inlet ducts, and reduced the compression ratio from 17.5 to 16.5.

Production of the 180 hp version is due to start in July; production of the 190 hp version is due to start in June 2008. Both versions will be produced at the FPT plant in Avellino, Italy. Fiat will sell the 180 hp version to other automakers in addition to using it within the Group, but is reserving the 190 hp version only for Fiat Group vehicles.

Fiat Powertrain was formed in March 2005 to handle all the powertrain activities for the other members of the Fiat group, including: Fiat Auto (Fiat Powertrain); Iveco (Iveco Motors); and Centro Ricerche Fiat and Elasis.



Two more engines the US will not be getting.


That is an impressive amount of stomp from an engine that size, let alone a diesel one.

"combined with design changes to increase the thermostructural resistance of the cylinder to an increased peak cylinder pressure (up to 180 bar) and exhaust gas temperature (up to 800° C)"

Makes me wonder what the thermal efficiency of the engine is. It would be interesting if manufacturers published thermal efficiency numbers for their engines at, say, 15% and 30% of peak output. Squeezing more power out of a smaller engine has advantages, but squeezing more power out of a gallon of fuel should be the main goal.

John Ard

How does Euro-5 compare to T2B5?


There you go John Ard,


It bothers me that all the auto manufacturers appear to be reducing compression ratio on their diesel engines year on year. It's the wrong way to go.



I think you're worried about the thermal efficiency that is intrinsic to diesel engines. Although that is true, there are other factors, like emissions control, that you have to address. Maybe that’s one of the reasons Fiat dropped the compression ratio, trying to find a sweet point between PM and NOx emissions and compensate the loss of thermal efficiency through the improvement of turbo technology.

But the point is that in practical terms, since the mid 90’s, when the diesel engine started to gain market share in Europe you get this kind of evolution in specifications:

1990 – 1.9 Litre - 60 Hp – 40 mpg (VAG )
1998 - 1.9 Litre - 110 Hp - 40 mpg (VAG)
2001 - 2.0 Litre - 150 hp – 40 mpg (BMW)
2007 – 2.0 Litre - 204 hp – 40 mpg (BMW)

(Note: mileage it’s only a proxy since it depends on vehicle model)

There is also a improvement in emissions (From Euro I to Euro V) and that is a big difference. Not to forget the refinement. If the American public could test drive
a BMW 335d….

With this scenario there is space to do some engine downsizing and build models that could achieve the 130g/km EU commission target without compromising to much the fun/sexy/performance factor.


MH, you're right, my concern is that thermal efficiency is lower than it could be.

Ultimately the main reason they are lowering compression ratio is to cut down NOx emissions and to improve performance (including NVH), but at the cost of increased CO2 emissions per kWh (or per mile).

My view is that a high compression ratio should be used, and the resulting increased NOx emissions solved by exhaust aftertreatment (ie urea injection or Honda type regenerating). OK, it's a bit more expensive than current solutions but reaching 130 g/km CO2 would be much easier.


regarding the 204 HP, 2-litre BMW diesel engine,
do you know the RPM at which this engine delivers the 204 hp ?

Stan Peterson

Euro-5 is closer than any current Euro standard to meeting T2B5. I believe the Euro-5 standard does not quite have as low a NOx standard as T2B5, but at least it is in the neighborhood. To meet the Euro-5 standard it will likely have to have a cat converter, SCF and EGR and a particulate soot filter. So the major components will be added to meet Euro-5.

Tweaking the exhaust equipment might bring it in to compliance for T2B5. Of all the new small diesels announced for Europe, this is the first that is approaching T2B5 compliance other than SCF Blue-Tec experiments.


A Euro5! Now that's more like it! Euro 4's are still smokers.

300Nm at 1200rpm is great for a <2 liter. With two turbo's & aftertreatment, it'll be a costly lump. But one could drop this into almost anything on the road, as it's for sale. Imagine utilization in the tens of millions. Now imagine half of this engine in an opposed arrangement for all of the smaller cars. 150Nm at 1200rpm and 71kW at redline will do the trick. Not cheap, but worth every penny. Add stop-start to complete the picture.

While some of you guys are dreaming of high-end electric cars, I'm dreaming about 100g/km.


It was about time for Fiat. They didn't have major updates of their diesels in couple years, probably concentrating on gasoline T-Jets. Losing power edge to BMW is one thing, but to Renault, Toyota and the like is sort of humiliation. This update makes their 5cyl 2.4JTD unnecessary, at least until it is also upgraded with similar turbo.



The new BMW 2.0L engine achieves 204hp at 4400 rpm. The maximum torque is 400Nm at 2000 rpm.

Source: Wikipedia.


40mpg over this periode. Where is the progress? Max. horse power? How much power you need to propel a mid size sedan with 90 mph on a German "Autobahn"?
Or with 75 mph on an US high way? 35HP?

Ok, I see, wanna go 160 mph.

Btw, EURO V is a concession to car industry, unfortunately. With the coming EURO VI (in 2011) sale of Diesel cars will rapidly decrease due to inreasing production cost as car consulting companies evaluated.

It´s one of the reasons VW is modernizing it´s petrol engine line up with fuel efficient and clean Turbo patrols called TSI engine.

Ah yes, if you want this Fiat Diesel you can by a Saab.

Sid Hoffman

It certainly takes more than 35hp on American highways. My Civic weighs only 2300 pounds and has 115hp and struggles to hold 65mph going up hills between California and Arizona with just two adults and a child in the car. Look at the current high FE hybrids: The Civic and Prius. They both have 100+ horsepower when including electric output. I would say 100hp is the absolute minimum you can get away with in a compact car in the USA.



Im not really quite sure what you're getting at.

Fiat, after the Unijet and Multijet engines, are still going on the right path with this. What they probably should do is try to do is push the limits on CNG cars (Italy currently has more than 500,000 CNG cars, compared with some 25,000 in Germany) or electric vehicles, given the experience with smaller (and more efficient) cars. The French car makers (= peugeot+citroen+renault) have currently got the most outstanding fleets in terms of emissions. Particularly so for Peugeot (the 207 is currently Europe's no1 car in terms of sales) and Citroen cars of the C range. The French are currently leading the push in Europe for biofuel cars.

BMW (and mercedes) are pretty much the most environmentally UNfriendly cars in Europe today. Many larger cities are imposing hefty surcharges for BMWs with larger engines or for SUVs.
BMW are bending over backwards to dodge the heftiest London Congestion Charge of 25 pounds:

As for myself, I would ban the darn mercedes and bmw status symbols completely. There are plenty of other kinds of status symbols you can enjoy without disrespecting others or the environment....(a nice 40-foot sailing yacht, a glider.... whatever...)


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