chadjpr
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Registered: 27th Dec 02
Location: Chesterfield
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MY MATES JUST BOUGHT ONE OF THESE (found the caps lock) recomendations please exhaust, airpanel/filter, and,,, dump valve? superchip curiosity too, any help
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Munchie
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Registered: 17th Jul 01
Location: I swap goats for mobile phones
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dump valves can b done....for about £200 tho as it is a diesel
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chadjpr
Member
Registered: 27th Dec 02
Location: Chesterfield
User status: Offline
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WOWthats like pritty pricey, would that b from baileys by ne chance?
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Munchie
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Registered: 17th Jul 01
Location: I swap goats for mobile phones
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not sure mate. i remember me mate wanted a turbo on his diesel.they said it will cost about £200
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Adam
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Registered: 1st May 01
Location: Hurstbourne Tarrant
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don't fit a DV to a diesel, it's not worth it and you looking at more like £300
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Kris TD
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Registered: 25th Mar 02
Location: Ware, Hertfordshire
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its not an off the shelf part, they have to be specially made, go for a custom remap, not an off the shelf chip. but dont do that until you have got a full exhaust system and an induction kit, td's love all that stuff.
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vibrio
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Registered: 28th Feb 01
Location: POAH
User status: Offline
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quote:
Originally posted by chadjpr
MY MATES JUST BOUGHT ONE OF THESE (found the caps lock) recomendations please exhaust, airpanel/filter, and,,, dump valve? superchip curiosity too, any help
you should probably be able to get one of these tunning boxes for it.
The facelifted Punto is the first Fiat Auto vehicle to adopt the 1.3 Multijet 16v, the smallest and most advanced second generation Common Rail direct injection diesel engine.
To achieve this, the designers took all the engineering packed into the ultra-recent 140 bhp 1.9 Multijet engine: for example, the high pressure Common Rail device, multipoint injections, 16 valves, intercooler and a particularly efficient combustion chamber shape. Then they added an intake system with plastic manifold and directional ducts. Lastly, they reduced engine mass and dimensions without detracting in any way from the unit's technical sophistication and quality.
The final outcome was the 1.3 Multijet 16v, a 1251 cc 4 cylinder in line power unit with a bore of just 69.6 mm and a long 82 mm stroke. The four valves per cylinder are driven directly by a twin overhead camshaft. Maximum power output is 51 kW at 4000 rpm (70 bhp) and the torque delivered is 180 Nm at just 1750 rpm.
All in all, the 1.3 Multijet 16v is a true masterpiece of miniaturised technology: when clad with all its accessories, it weighs just 130 kg. Its size is small at less than 50 centimetres in length and 65 in height. The component layout has been designed to ensure it takes up the smallest possible space. Yet it guarantees the same advantages as bigger engines because it has not been reduced but miniaturised.
The power unit has thus been planned to meet requirements of the greatest rationalism, efficiency and reliability and is the smallest Common Rail four-cylinder diesel on the market. The only power unit that can pack no fewer than six normal-sized components into a cylinder with a diameter of less than 70 mm, namely four valves, an injector and a glow plug.
This major feat of miniaturisation enables the engine to be fitted to segment B superminis and even segment A city cars. But the new engine can also boast another record: it is the most powerful. Despite a truly miniscule cylinder capacity of 1251 cc, the pocket Multijet comes out top when compared with all the small diesels with fixed geometry turbines currently present on the market. Even the ones you hear most about. Suffice it to say that it offers the best specific performance of any diesel engine with 800 to 1500 cc of cylinder capacity: power output of 41 kW/l and torque of 144 Nm/l.
This compact, technologically sophisticated new engine also offers outstanding efficiency and is practically guaranteed for life.
The 1.3 Multijet 16v is designed to last for 250,000 km instead of the usual 150,000. During this long lifetime, it does not require any maintenance to mechanical parts (even the normally essential fan belt change at 80,000 km is not required). The oil change intervals have also been increased from 20 to 30,000 km. The oil is naturally low viscosity (i.e. designed for fuel economy) and environmentally friendly.
And more. The 1.3 Multijet 16v is environmentally friendly because it already meets Euro 4 emission limits not due to come into force until 2006. It is also one of the very few cars in the world that has been able to achieve this result without the need for a sophisticated exhaust post-treatment device such as a particulate trap. All in all, an intrinsically clean car: the particulate emission level (responsible for dust and fine dust) - for example - is even lower than that established by the forthcoming Euro 4 standard.
Last but not least, the performance figures for a New Fiat Punto equipped with the 1.3 Multijet are outstanding: top speed is 164 km/h and the car takes just 13.4 seconds to accelerate from 0 to 100 km/h. Fuel consumption figures are amongst the best in the segment: 5.6 l/100 km over an urban cycle, 3.9 l/100 km for an extra-urban cycle and 4.5 l/100 km over mixed routes.
The 1.3 Multijet 16v therefore represents a veritable technological leap that will allow Fiat to tap into growing market interest for diesels, particularly small diesels. Due to their cylinder capacity, low weight, low emissions and advantageous performance-fuel consumption ratios, the diesel market share is growing sharply even in low segments. The figure was 5% in 1997, nowadays it is 20% and over the next three years it should rise to 30-40%.
These results mean that the market for this type of engine should - if the estimates are correct - quickly rise to 1,500,000 units. Small Fiats equipped with the sophisticated 1.3 Multijet 16v engine could carve out a significant niche within this market. Because if it is true, as the history of diesel has taught us, that the product drives the market, Fiat is again in the vanguard of change and ready to introduce new models to make the most of the change it helped to create.
the secret lies in the Multijet system
Until recently, the Holy Grail in the diesel engine field was power units with Unijet Common Rail engineering. Despite their name, the engines make not one but two injections of diesel into the combustion chamber: a small initial injection and a bigger main injection. But all this has changed now, because the Fiat-GM Powertrain engineers have developed second-generation Common Rail power units that are multijet, i.e. capable of more injections (3 to 5).
The engineering principle behind both systems is the same. Even in the Unijet version, the pilot injection raises temperature and pressure inside the cylinder to improve combustion at the time of the main stroke. Because the main injection can now be divided into many smaller injections, the amount of diesel burnt inside the cylinder remains the same but the combustion is fuller and more gradual. This allows further progress towards the aim of quieter combustion, reduced emissions and increased performance.
Multijet Common Rail engines differ from Unijet Common Rail engines in two essential parts: the injectors and the electronic control unit. Injections able to reduce the time between one injection and the next were required to increase the number of injections - and the time was thus cut by one order of magnitude: from 1500 to 150 microseconds. Then the engineers had to reduce the minimum injected quantity: from 2 to less than 1 cu mm. We therefore needed a smarter control unit, i.e. a unit able to continually change injection strategy to adjust to changes in three parameters: engine rpm, torque required at any given moment by the driver and coolant temperature.
While the new 1.3 Multijet 16v engine is in operation, the control unit continually adjusts injection arrangement and number (as well as the amount of diesel injected). When coolant temperature is lower than 60° and torque requirement is low, two small and one large injection are performed, very close together. As torque increases, the number of injections drops to two: a small one and a large one. Under conditions of high rpm and high torque demand, only one injection is performed. With coolant temperature over 60°, things change again and to minimise emissions the injection arrangement becomes: one small, one large, and one small.
benefits to the customer
As far as customers are concerned, the fact that all the engineering is packed into the small 1.3 Multijet 16v means a reduction in fuel consumption that amounts to some 10% for the same mass and weight. The emission control reduction amounts to 50%. All this comes with:
- lower noise levels (if we imagine the cylinder combustion to be like striking a drum: striking a small drum three times is less noisy than striking a large drum once);
greater comfort: fewer alternating masses means less vibration;
- smooth, gentle drive due to outstanding torque progression (in turn guaranteed by the possibility of greater control of combustion, moment by moment);
- the flexibility and prompt responses of a diesel engine that resembles petrol engines more and more due to its wide rpm range (e.g. you no longer feel the fuel cut-off at just over 4000 rpm);
- the environmentally-friendly features that allow this engine to improve on the best green feature of a diesel, i.e. fuel consumption, by minimising its main defect, i.e. particulate emissions.
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Scotty_B
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Registered: 11th Jun 03
Location: East Kilbride
User status: Offline
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