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Fiat Launches New 1.8L Gasoline Direct-Injection Turbo in Lancia Delta

The 200 HP 1.8 Di TurboJet. Click to enlarge.

Fiat has launched a new 1.8-liter, four-cylinder turbocharged gasoline direct-injection engine—the 1.8 Di TurboJet—in the Lancia Delta. Produced by Fiat Powertrain Technologies (FPT) and coupled with a six-speed automatic transmission, the 1.8 Di delivers maximum power of 200 hp (147 kw) at 5,000 rpm and a maximum torque of 320 N·m (236 lb-ft) at 1,400 rpm.

A new scavenging strategy combined with the engine control system contributes to a specific drive torque (185 Nm/L) that is one of the highest currently available. The 200 HP 1.8 Di Turbo Jet E5 drive torque is comparable to the one of an aspirated V6 engine which is almost twice its displacement, according to Fiat, but with significant efficiency gains through the downsizing.

Lancia Delta 1.8 DiTurbo. Click to enlarge.

Equipped with the 200 HP 1.8 Di TurboJet, the Lancia Delta can reach a maximum speed of 230 km/h (143 mph) and accelerates from 0 to 100 km/h in 7.4 seconds, with fuel consumption of 7.8 liters per 100 km (30 mpg US), 185 g CO2/km and a Euro 5 homologation.

Scavenging. FPT uses a scavenging scheme to maximize drive torque at very low rpm. Scavenging can be obtained by controlling and optimizing engine parameters such as dosage, position of the two phase transformers, ignition advance and injection timing. The system defines the angle and overlapping time of the valves with precision in order to generate direct air flow from the intake to the exhaust manifolds and start the turbocharger in very short times. This allows the engine to make better use of the supercharging when compared to standard turbocharged gasoline engines, according to Fiat.

The system is managed by an engine management control unit integrating software which manages all parameters. Maximum drive torque at 1,400 rpm increases by 70% compared to traditional turbo engines and response times are halved, getting close to those of aspirated engines.

Direct injection. Direct injection reduces the temperatures in the combustion chambers through the evaporation of fuel and lowers the knock sensitivity. This enables the engine to achieve great performances even for a moderately high compression ratio (equal to 9.5) and ensures limited fuel consumption at partial speed.

The direct injection system uses an advanced strategy of double injection to reduce emissions. Due to the direct control of fuel, it is possible to avoid some of the gasoline getting directly to the exhaust manifold during the scavenging with negative effects on the catalytic converter’s functionality. The second generation injection system uses a new high pressure pump capable of managing gasoline pressure of 150 bar (15 MPa) and 7-hole injectors to optimize evaporation for all operating conditions.

Double phase transformer. The two continuous phase transformers on the intake and exhaust camshafts enable phase optimization at any speed and engine load by reducing fuel consumption and emissions as much as possible. Moreover, by combining the two transformers with the turbocharger, it is possible to manage the scavenging strategy by defining the correct overlapping during the transitory phases. In this way it is possible to respond to a sudden driver request by maximizing the engine’s response speed at low rpm.

Turbo. This engine is provided with a new-generation turbocharger connected to a “Pulse Converter”-type exhaust manifold which optimizes the use of exhaust pressure waves to increment the driving torque at low speeds. Both manifold and turbine are made of microcast steel so that they can reach very high working temperatures (up to a maximum of 1020 °C). This is important for reducing consumption while operating at medium/high speed—i.e., on the highway.

Thermal Fluid Dynamics. The intake ducts were designed and optimized by using mono and three-dimensional calculation technologies through which it was possible to obtain a correct and high turbulence level. The combustion chamber was optimized by using wide squish areas and by minimizing area/volume ratios with clear benefits in terms of combustion efficiency. Lastly, the exhaust ducts were designed to work in tune with the exhaust manifold and maximize its pulse converter effect.

Friction losses. The entire engine was made with the aim of minimizing friction losses. The pistons are provided with piston rings with a reduced tangent load and are made of advanced materials to minimize wear and tear. The engine cylinder head was designed with two roller rocker arms placed on the valve control which reduce losses by friction of 65% at 2000 rpm compared to direct command.

Very long rods combined with a moderately short travel has resulted in a drop of vibrations which are typical of four cylinder engines operating at very high speeds. As it wasn’t necessary to utilize balancing countershafts, the weight was further optimized and consequently, the fuel consumption was reduced.



"..maximum torque of 320 N·m (236 lb-ft) at 1,400 rpm."

This is one of the specs that I noticed on the Mazda CX7 direct inject turbo engine, good torque at lower RPM. Now, if they could get the around town mileage up with a bit of hybrid drive, it would be nice.

Maybe that is what we will see going forward. We will be trading hardware for fuel. The engines and drive systems will cost more, but they will use less fuel and still perform well.


With any luck, we may see this engine in some Chryslers, or Fiats labeled as Chryslers, soon.

I'll take Italian hardware over Middle Eastern fuel any day.


With all that power and low RPM torque, that very small engine could almost propel a larger car such as the Chrysler 300.

The Lancia Delta is an impressive up to date intermediate size car.


All I see is a string of failures.

I predict that they will sell very few of these cars.


Many believe the price of oil products, including diesel and gasoline, will reach extreme high prices shortly after the economic recovery. I believe this is true and as a result I will continue to drive the old Volvo until I see how all the predictions of electric drive cars plays out. Seems to me it's not the right time to buy a new ICE and get stuck with outrageous fuel costs again. This fiat engine is an interesting engineering achievement; however, it may be of limited value if fuel prices grow out of reach again.


I read something about the world's oil companies having to invest $1 trillion over the next 10 years to continue exploration and development. That seems like a lot to me, so if we can find another way, that would be just fine.



"that very small engine could almost propel a larger car such as the Chrysler 300"

Almost? Easily.

The 2.7 l V6 base engine of the Chrysler 300 delivers only 178 hp, with a maximum torque of 190 lb-ft.


Just a side comment, I rented a 300 with that engine in it. It got the job done but was pretty under powered for a 3700 pound car. The wheel base is 120 inches with lots of passenger room. I would hate to see the performance with 4 people and luggage going to the mountains.



Thank you for the info. I did not know that you could buy a Chrysler 300 with only 178 hp.. Seems to be a very large (not necessarily heavy) car with not that much pwoer?


2009 Chrysler 300
2.7L V6, 24 valves, 178 hp @ 5500 rpm
4 speed automatic transmission
18 mpg city / 26 mpg hwy
Curb Weight AT 3803
Wheelbase 120.0


The LX model was around 3700 pounds, but they discontinued that model.


What I think we'd all love to know is: how much would a Chrysler 300 weigh if the engined in it were this Fiat 1.8L and not a 2.7 V-6. I don't know the answer to that question, but I imagine the answer is that it would weigh less. I'd be willing to bet this little four cylinder could power the 300 just fine if only we could get over our bias against small engines and our need for overpowered cars. If you're planning on using your 300 for towing, perhaps a Diesel would be more appropriate. You can actually get the 300 in Europe with an M-B Diesel, don't know if that will continue as control of Chrysler shifts to Fiat or if any of those Diesel 300s would make it over here.


What I saw after a few days of driving a 300 is that it is much bigger than I need. My car weighs 3000 pounds and has plenty of room in the back seat and trunk. So not only could you save on engine weight, the whole car could weigh less. Better performance and better mileage through significant weight reduction without sacrificing crash safety.


I think the performance with the 2.7 liter V6 is not very good because the transmission has 4 speeds only.

The car would perform much better with a 6 or 7 speed
DCT transmission.


>100hp per litre is very impressive. A single cylinder would push out over 30kW, plenty enough for running a range extender.

fred schumacher

We used to average 30 mpg in our 1996 Dodge Intrepid with the 3.3 liter and 4-speed auto. It was rated at 150 hp but had plenty of power. Our 1992 Chrysler New Yorker Fifth Avenue with the 3.3 would get 28, even though that was one long, boxy car (riding in the back seat was like being in a limo). I've taken the 3.3 past 300,000 miles with zero problems.

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