1.4L Turbo Interesting facts.......
This is a discussion on 1.4L Turbo Interesting facts....... within the Dodge Dart 1.4L MultiAir Turbo forums, part of the Dodge Dart Garage - The Mopar Zone category; I found the following information interesting, it says that the crank & rods are both Lightweight Forged Steel. The pistons are lightweight as well, but ...
1.4L Turbo Interesting facts.......
I found the following information interesting, it says that the crank & rods are both Lightweight Forged Steel. The pistons are lightweight as well, but doesn't state that they are Forged Aluminum although I would assume they are as it is a Turbo application. Makes a person wonder just how much Boost this stout little piece will take.....? Although finding after market Intake valve springs and controlling the MultiAir electro-hydraulic system to handle the added boost may present a challenge..... A "CAI", "Cat-Delete" pipe & turning Boost up another 3-5psi should net 200hp fairly easily....Just for conversation, anyone agree\disagree ??
At the Los Angeles Auto Show, Fiat unveiled the 2012 Fiat 500 Abarth—a performance variant of the 500—featuring the first application of the new 1.4-liter MultiAir Turbo engine. The turbocharged, twin intercooled and MultiAir-equipped (earlier post) 1.4-liter engine delivers an estimated 160 hp (119 kW) and 170 lb-ft (230 N·m) of torque.
The addition of the turbocharger, coupled with MultiAir technology, delivers a 70% increase in engine rpm torque and a 59% increase in power over the base 1.4-liter engine. (Earlier post.)The 2012 Fiat 500 Abarth is also fitted with a heavy-duty five-speed manual transmission with Torque Transfer Control (TTC) system.
Structurally, the 1.4-liter MultiAir Turbo engine starts with a cast-iron block and an aluminum bedplate. Bore is 72 mm (2.83 inches) and stroke is 84 mm (3.31 inches) for a total displacement of 1368 cm3 (83.5 in3). At the bottom end, a forged-steel crankshaft with select-fit main bearings is supported across four main journals. The crankshaft has been designed with lightened counterweights to reduce overall mass for high engine rpm operation.
The use of lightweight forged-steel connecting rods that have been designed with a unique cross section to minimize the longitudinal and lateral bending of the rod enhances durability.
Lightweight pistons contribute to the overall strength of the reciprocating assembly and the engine’s high rpm capability. Full-floating piston pins are used for added strength. Piston cooling jets, located at the bottom of each cylinder, contribute to fuel economy by squirting oil on the bottom of the pistons to help maintain cylinder temperatures and reduce the possibility of hot spots along the cylinder walls or at the top of the piston that could lead to detonation.
The compression ratio of the Fiat 500 Abarth’s 1.4-liter MultiAir Turbo engine is 9.8:1. For optimum fuel economy and performance, fuel with a 91 octane rating is preferred; regular 87 octane is acceptable.
This high-performance 1.4-liter engine also is fitted with a structural aluminum oil pan. Crankcase capacity is 4.0 quarts with a dry filter. Synthetic 5W-40 engine oil is recommended, due to higher overall temperatures with the turbocharger. To maintain a lower ownership cost for the Fiat 500 Abarth, oil change intervals are set at 8,000 miles.
The valve train for the 1.4-liter MultiAir Turbo engine features Fiat’s exclusive MultiAir fuel delivery technology. Unlike engines that rely on direct action from fixed lobes on the camshaft to control intake valve opening and closing, MultiAir is an electro-hydraulic system that can control intake air, cylinder by cylinder and stroke by stroke depending on the demands from the standard electronic throttle control (ETC) system.
Actual opening of the valves is controlled by hydraulic fluid running through a narrow passage that is controlled by a dual-action solenoid. When the solenoid is closed, under highway speeds or full acceleration, intake valves are fully open much like a traditional engine for maximum power. At lower speeds, the solenoid opens, allowing oil to bypass the passage, decoupling the valves. This allows for infinite control of the valves and controls the amount of fresh air into the cylinders, reducing wasted energy that is common with fixed intake lobes on a camshaft.
Spent exhaust gases are released through traditional lobes on the camshaft and exit through a cast stainless steel exhaust manifold.
Ignition is through a single output, coil-on-plug system. Spark plugs are dual precious metal for durability.
Fuel delivery is sequential, multi-port, electronic, with injectors located to direct the fuel spray at the intake valves in a wide spray pattern that increases fuel atomization and enhances complete combustion for a smooth driving experience.
MultiAir technology on normally-aspirated 1.4-liter engines provides 15% increase in low engine rpm torque, 7.5% improvement in fuel efficiency and a 10% reduction in CO2 emissions.
Compared with the Fiat 500’s natural-aspirated 1.4-liter MultiAir engine, the boost to an estimated 160 hp on the new 2012 Fiat 500 Abarth is largely due to its single turbocharger that operates off engine exhaust and utilizes energy that would normally be wasted through the tailpipe.
The turbocharger spins up to 230,000 rpm to convert exhaust heat and pressure to a rotational force that drives a compressor. The compressor draws cool air and pumps it into the intake manifold at increased pressure that results in a greater amount of air in the cylinder and hence more power.
The 1.4-liter MultiAir Turbo’s induction system includes two intercoolers located behind the driver- and passenger-side air inlets of the Abarth-styled front fascia. The intercoolers are designed to remove heat in the air charge that the turbocharger generates while compressing incoming air (higher air density for more power). Reducing heat provides a cooler, denser air charge that helps increase the potential for more power. A cooler air charge also reduces the potential for engine knock.
The new 2012 Fiat 500 Abarth also features several engine system component upgrades needed for high-performance driving.
On the intake side, the 1.4-liter MultiAir Turbo features an Abarth-designed fresh-air intake system with high-flow air filter, redesigned air box for improved air flow and smooth-flowing plumbing for maximum power and low induction noise.
An Abarth-designed concentric “double tip” dual-exhaust system delivers a high-performance look with Abarth-tuned sound and minimal exhaust gas restriction for maximum power.
An Abarth-tuned powertrain control module (PCM) integrates all of the MultiAir Turbo’s engine control functions. The PCM provides specific engine calibrations to maximize horsepower and torque in “Sport” mode, and syncs with the LED-illuminated shift light for additional driver notification at the redline.
An upgraded electrical system includes a high-output 140-amp alternator and 500 amp cold-cranking maintenance-free battery for increased vehicle system charging.
The Fiat 500 Abarth is equipped with the heavy-duty C510 five-speed manual transmission. Proven on the European 500 Abarth models, this transmission features a 3.35 final-drive ratio for quick acceleration and faster top speed, while maintaining fuel efficiency.
Designed to handle the increased torque loads, the Fiat 500 Abarth’s C510 transmission includes an intermediate shaft with equal-length half shafts to mitigate torque steer. Compared with the Fiat 500, the 500 Abarth features 23% larger half shafts (28.1 mm diameter vs. 22.8 mm diameter in the Fiat 500) for increased strength and to reduce torsional stress in the driveline during performance driving on the road or track.
To handle the increased power and torque of the new 1.4-liter MultiAir Turbo engine, larger constant velocity (CV) joints with 53% greater torsional strength (2600 N·m vs. 1700 N·m in the Fiat 500) deliver added durability and refinement. Maximum track handling with Torque Transfer Control (TTC) system
Helping the driver to utilize the power of the new 1.4-liter MultiAir Turbo engine is an Abarth-tuned Torque Transfer Control (TTC) system. TTC is designed to control and transfer the engine’s torque to the drive wheels for performance and improved at-the-limit handling.
The TTC system in the 2012 Fiat 500 Abarth features a differential locking system that uses the mechanical differential in the C510 transmission to control torque via the electronic stability control (ESC) system. Utilizing ESC enables the 500 Abarth to transfer torque from a front wheel that slips, to one that grips.
In addition, when the Fiat 500 Abarth is in “Sport” mode, TTC automatically adjusts the degree of differential locking depending on dynamic factors, including vehicle speed.
Also says that the Fiat version 1.4L Turbo 175hp was designed & can spin @ 230,000 rpm or 22psi of boost. But the Chrysler Version built in Dundee, Michigan 160hp only spins @ 210,000 rpm or 18psi of boost. It has been said that the European's (92+) have better fuel than we do in the states (87+ octane), so is this the reasoning for pulling back on boost, fuel quality or adding reliability by Chrysler. Seems that adding 4psi more boost with only a net gain of 15hp indicates that heads are @ max flow or cam is severely tuned for fuel efficiency only.....What do you guys\gals think ???
All date was found via Fiat or Chrysler related web sites, is it against site policy to copy\paste web addresses here ??
is Busting chops and taking
You can post addresses as long as they aren't self promoting.
Originally Posted by cassellracing24
is Ordered, scheduled for build!
Do you guys know what the weak link is in this drive train?? i have read on other threads that it seems the transmission in the dart is rated at 258 ft-lbs. I am guessing this is probably the weak link. I am new to this so maybe the clutch limitations would be less than the tranny?? that would seem like a safe way of designing the system..... i am hoping to get my dart to around 190-200 whp because its a daily driver i dont want to sacrifice efficiency too much, i am just concerned with longevity.... Any info helps! thanks
Well...that's what they say. But they gave a lower rating to the neon srt trans than what it can actually handle too
Originally Posted by dart-gotboost
is Always needing more TQ
Is that max torque number for the 6 speed manual or the Automatic? Also... any Idea on what the max numbers are for the engine itself is?
Originally Posted by klockmi
is Always needing more TQ
Found my own answer. According to Autolusso the Alfa Romeo shop the C635 6 speed manual trans has a max torque of 350 Nm or 258 ft/lbs. I am still unsure if that is max wheel torque or crank torque. I have quite a few mods now put on stand bye until I can get more info. I am trying to pick the brain of my Master tech at my dodge dealership where I work to get us more info. If anyone has anything else to add please do.
Originally Posted by DevilDog91F
Most certainly crank numbers.
Originally Posted by DevilDog91F
Ride of the Month
The clutch itself starts to slip at around 260 ft/lbs. I cannot see the transmission being weaker than the clutch itself. There are members on here with aftermarket clutches making more power and I've not seen mention of anyone shearing off gears in the transmission, yet.
Stock boost on the American 1.4L tends to be around 20-22 psi for a lot of people, I've only ever seen 18 psi in the dead of winter when the IATs were very low and more boost wasn't necessary to make the power than my car is tuned for.
is is wishing he was driving...
It's max torque input that is used for rating the transmission, so crank torque is what you're looking at. As noted, nobody has yet blown any gears, though a few members have eventually worn their clutches out after heavily modding their cars. Nothing catastrophic, but probably more prematurely than would otherwise have been the case.
Originally Posted by DevilDog91F
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