Valvetronic is less flexible because it uses an electric engine which is useless at high-rpm. It also still requires a butterfly throttle. Multi-air doesn't need this anymore. It is mechanically faster to open/close the valves because it's hydraulic and based on high-pressure injection technology FGA developed for it's multijet diesel engines. This means it can open/close multiple times per cycle. It's also controllable per cylinder so can react to different thermal conditions in each cylinder.
As much as Fiat fails in it's reliability, this is really something revolutionary. I wouldn't be all that surprised if this is also one of those things that will spread as quickly as DI over the last few years.
Fiat was the first company to build a DOHC engines (1912), the Alfa Romeo 156 was the first production with a Common Rail diesel engine. Opels and Saab's were using Multi-Jet engines. Fiat developed along with Magnetti Morelli Common Rail diesel technology and sold it to Bosch in the 90's because they were in financial difficulty. So really, it's no surprise to me that Fiat innovated again with Multiair.
Long story short it's a hydraulic lifter with computer controlled bleed down. Some conventional hydraulic lifters actually already do vary the lift according to RPM .
FIAT has been pushing the envelope on small engines for ages and I hope that with this new and exclusive technology they will get real benefit from it, rather then selling it to Bosch like the diesel Common Rail tech some years ago.
Durability seems not to be an issue with the electro/hydraulic setup known as "Multiair" for there was a Fiat 500 for sale on craigslist a few weeks ago with 273,000 on the clock & still running normal. Of course I didn't know its prior history but I'd be willing to bet all was still original with the engine & its "Multiair" system. There's a small filter in the setup that needs attending every so often. Other than that, keep the oil full & clean. Modern oils & metals & sealing techniques go a long ways these days. Same with quality automotive grade computer parts, which all manufacturers use for they can't afford not to.
Definitely looking forward to seeing MultiAir start spreading around the Fiat/Chrysler lineup. Apparently Chrysler's 3.6L V6 is going to get it fairly soon, which is awesome considering it's already pushing around an aircraft carrier (Chrysler 300) at 31mpg.
The hydraulic actuator part of the system is huge,so in order to fit it into a normal size head, Fiat had to reduce the number of camshafts to one per head. Cause you know. Single cam technology is oh so excellent these days.
it doesn't matter if it's a FIAT or not. complicating the valvetrain always gives some drawbacks because it is one of the most stressed components of the engine. the only variable valve system that is foolproof is honda's vtec.
ok NOW i see why this won engine of the year...? it is basically just variable valve timing, something that honda and most mfgs now all have a spin on. but, being able to "double tap" a valve during an intake stroke is definitely something not done before. this is analagous to the multi injection events being employed by modern common rail diesels. what we're seeing is prolly the first commercial application of F1 valve control learned from ferrari. albeit hydraulics substitute for pneumatics.
so basically digital control of the engine enhances it - that's why now we can have direct injection engines which improve efficiency and performance. Before without digital control engines were sloppier.
@richardmaudsley77 i think it's been found that very little is gained from mods on the exhaust side...? at least not enough to warrant the added cost and complexity. since it's "before" the combustion event, anything that optimises volumetric efficiency (turbocharging, supercharging, porting, VVT, direct injection, etc.) yields the biggest returns. this seems to hold true for most engines. rotary, piston, turbine, gas, diesel, motorcycle, car, truck, airplane, etc.
Actually, it's VTEC, not "V-Tech," and VTEC doesn't incorporate variable valve timing... i-VTEC does. VVT doesn't incorporate different cam profiles, but VVT-i (gotta love these name schemes) does. i-VTEC and VVT-i do the same thing, but started out from different directions.
wow this is a great idea and will hopefully get better over the coming years, however we have to consider its a fiat and as this is new technology things will go seriously wrong. You mark my word.
I'm going to make a real bold prediction... we're talking about FIAT, so it might all very innovative and real cool sounding. But get ready to have an engine that's going to breakdown all the time because of the solenoids and the electronics, it will be a maintenance nightmare
They need to get GDI on the MultiAir engines. I know its harder and more expensive to make GDI, but it should be cheaper and better than doing MultiAir. And if you combine the 2, then add a turbo and maybe that 9 speed auto from ZF ;) gonna be awesome.
for all it's "cool factor" there is a sobering reality to machine design and mass production. added complexity ='s more failure points and so begets 2 questions that will probably be best answered in time...? #1, how reliable is it...? and #2, what's it cost in parts and man hours to repair if and when it does break...? and trust me... it WILL break. EVERYTHING fashioned by man inevitably breaks.
Wake up and get your facts right we're not stuck in the 1990s like you obviously. Just as a start who makes the most economical range of cars in Europe......?
Valvetronic is less flexible because it uses an electric engine which is useless at high-rpm. It also still requires a butterfly throttle.
Multi-air doesn't need this anymore. It is mechanically faster to open/close the valves because it's hydraulic and based on high-pressure injection technology FGA developed for it's multijet diesel engines. This means it can open/close multiple times per cycle. It's also controllable per cylinder so can react to different thermal conditions in each cylinder.
I CANN'T wait to test one of the future engines engeneered with this innovative technology
As much as Fiat fails in it's reliability, this is really something revolutionary. I wouldn't be all that surprised if this is also one of those things that will spread as quickly as DI over the last few years.
Fiat was the first company to build a DOHC engines (1912), the Alfa Romeo 156 was the first production with a Common Rail diesel engine. Opels and Saab's were using Multi-Jet engines.
Fiat developed along with Magnetti Morelli Common Rail diesel technology and sold it to Bosch in the 90's because they were in financial difficulty.
So really, it's no surprise to me that Fiat innovated again with Multiair.
Long story short it's a hydraulic lifter with computer controlled bleed down.
Some conventional hydraulic lifters actually already do vary the lift according to RPM .
FIAT has been pushing the envelope on small engines for ages and I hope that with this new and exclusive technology they will get real benefit from it, rather then selling it to Bosch like the diesel Common Rail tech some years ago.
This engine is already available in latest Alfa Romeo MiTo (1.4 liter turbo).
They said the same about electronic injection fuel system ...
@vikkiandbradley07 thats called the v-tech mate, vvt does not change lift, it only changes the valve timing
Durability seems not to be an issue with the electro/hydraulic setup known as "Multiair" for there was a Fiat 500 for sale on craigslist a few weeks ago with 273,000 on the clock & still running normal. Of course I didn't know its prior history but I'd be willing to bet all was still original with the engine & its "Multiair" system. There's a small filter in the setup that needs attending every so often. Other than that, keep the oil full & clean. Modern oils & metals & sealing techniques go a long ways these days. Same with quality automotive grade computer parts, which all manufacturers use for they can't afford not to.
Definitely looking forward to seeing MultiAir start spreading around the Fiat/Chrysler lineup. Apparently Chrysler's 3.6L V6 is going to get it fairly soon, which is awesome considering it's already pushing around an aircraft carrier (Chrysler 300) at 31mpg.
The hydraulic actuator part of the system is huge,so in order to fit it into a normal size head, Fiat had to reduce the number of camshafts to one per head. Cause you know. Single cam technology is oh so excellent these days.
it doesn't matter if it's a FIAT or not. complicating the valvetrain always gives some drawbacks because it is one of the most stressed components of the engine. the only variable valve system that is foolproof is honda's vtec.
@UncleGiun
I believe the first Common Rail Diesel was in the Fiat Croma ... ;-)
ok NOW i see why this won engine of the year...? it is basically just variable valve timing, something that honda and most mfgs now all have a spin on. but, being able to "double tap" a valve during an intake stroke is definitely something not done before. this is analagous to the multi injection events being employed by modern common rail diesels. what we're seeing is prolly the first commercial application of F1 valve control learned from ferrari. albeit hydraulics substitute for pneumatics.
so basically digital control of the engine enhances it - that's why now we can have direct injection engines which improve efficiency and performance. Before without digital control engines were sloppier.
Funny to read the "reliability comments", when all Fiat owners know that the one thing that DOESN'T break is the engine.
@richardmaudsley77 i think it's been found that very little is gained from mods on the exhaust side...? at least not enough to warrant the added cost and complexity. since it's "before" the combustion event, anything that optimises volumetric efficiency (turbocharging, supercharging, porting, VVT, direct injection, etc.) yields the biggest returns. this seems to hold true for most engines. rotary, piston, turbine, gas, diesel, motorcycle, car, truck, airplane, etc.
Actually, it's VTEC, not "V-Tech," and VTEC doesn't incorporate variable valve timing... i-VTEC does.
VVT doesn't incorporate different cam profiles, but VVT-i (gotta love these name schemes) does. i-VTEC and VVT-i do the same thing, but started out from different directions.
wow this is a great idea and will hopefully get better over the coming years, however we have to consider its a fiat and as this is new technology things will go seriously wrong. You mark my word.
I'm going to make a real bold prediction... we're talking about FIAT, so it might all very innovative and real cool sounding. But get ready to have an engine that's going to breakdown all the time because of the solenoids and the electronics, it will be a maintenance nightmare
FIAT-ALFA Projects were core to all other cars, FIAT-ALFA FOREVER!!!
FORZA ITALIA!!!
@UncleGiun I am surprised that FIAT is so modernized! Grate!
They need to get GDI on the MultiAir engines. I know its harder and more expensive to make GDI, but it should be cheaper and better than doing MultiAir. And if you combine the 2, then add a turbo and maybe that 9 speed auto from ZF ;) gonna be awesome.
yipeee! - finally a real step forward in petrol engine technology. So much more fun and responsive to drive that a diesel.
This is a new technology with simply mechanism. However, do they have control of combustion at every engine load?
I don't quite get it, what's the difference between Multiair & any other variable valve timing technology?
@AdMiRaLeDpIeTt
Search Alfa Romeo MiTo multiair on wikipedia.
1.400cc TBI Multiair delivers 170cv.
more electronics more problems i say. but if they manage to make it long life way it is a big advantage
Great job fiat!! from the inventor of the common rail. the petrol engine multiair. less emissions, less consumations, more power. Great design!!!
site me some examples of HP and how many liters for this to work.
It's just an concept, it's not real.
But it can give us some suggestions about the future cars.
I'm sorry, WHAT CAR IS THAT? Is it a Grand Punto facelifted???
so why cant you use the solenoid alone?
That is cool...Fiat rocks
and Fiat was the first whos product the TURBO DIESEL IN 1948.
very clever improvment,but is but 4 my job as mechanick car technology moves so fast damm :(
🤣🤣🤣🤣🤣
Тез клапани колко пъти ще се отварят да вкарват горивна смес???
another great italian job! GO FIAT GO!
All perfect... But "Magneti" with only one "t" and "Marelli" not "Morelli".
^^
for all it's "cool factor" there is a sobering reality to machine design and mass production. added complexity ='s more failure points and so begets 2 questions that will probably be best answered in time...? #1, how reliable is it...? and #2, what's it cost in parts and man hours to repair if and when it does break...? and trust me... it WILL break. EVERYTHING fashioned by man inevitably breaks.
WHAT MODELS HAVE THIS TECHNOLOGY OR IS JUST PROTOTYPEs?
only italian cars have this technology and it is common nowdays
FIAT: Yes, we can!
FIAT THE BEST
@MrLowAltitude ferrari could use this technology
Nice
Cool, if I knew more about that stuff!! haha
I finally understood
I got lost after 30 seconds into it :D
thx i researched i know thx
no offence
Wake up and get your facts right we're not stuck in the 1990s like you obviously. Just as a start who makes the most economical range of cars in Europe......?
more to go wrong
ivtec is better.