Skoda Fabia vRS review

The replacement for the original diesel-engined Fabia vRS, although this one is no oil-burner. Instead it’s fitted with a 1.4-litre turbo-charged and supercharged petrol unit, which delivers 178bhp and makes it the most powerful and fastest Fabia ever.

On the road, the handling is tuned to please the family driver rather than the enthusiast – which is understandable given Skoda’s likely clientele. Expect it to ride and respond with all the quality of a VW Golf and you won’t be disappointed. Whilst never feeling particularly enthusiastic, if you choose to force the issue, the little Skoda handles well albeit with a fair degree of body roll.The 100bhp 16v 1.4-litre engine offers a good all-round package, making sixty in 11.5s on the way to 115bhp. Try to avoid the 1.0-litre petrol engined car, as the Skoda is a well-built (read heavy) little car and 50bhp just doesn’t cut it in this instance. There are no throttle cables: your right foot impulses are communicated via a ‘drive-by-wire’ throttle. Five years ago, you found this technology on F1 cars: now you find it on Skodas.

The engine is remarkably smooth, right across the range and it’s virtually impossible to tell when the charger swap-over takes place – the DSG ‘box keeps everything nicely on the boil too. It rides well, despite a firm set up and it has plenty of grip, however it lacks the chuckability of the very best in its class and the steering doesn’t offer quite the level of detailed interaction that you hope for. That said, it does cover the ground very quickly and if you’re the type of person who drives at eight-tenths rather than flat out, then there’s lots to like.

If you are coming from a Renaultsport background you will probably be a little disappointed, but if your starting point was a Citroen DS3 then you’d be quite pleased by the dynamics as the vRS falls neatly between the French pair. You won’t have quite the styling range of the DS3 to play with, but you can have a contrasting roof and the LED lights and 17in ‘Gigaro’ alloys are standard.

In the typical Skoda mode it’s good value for money, prices start at £15,500 and if you need more space and have another 800 quid burning a hole in your pocket then you can have an estate version. This is actually lighter, more aerodynamic and 1mph faster than the hatch.

Toyota Prius review

The new Prius might look similar to the outgoing version, still distinctive with its five-door coupe side profile and steeply raked front and rear sections, but with new chunky moulded bumpers front and rear, a wind cheating front nose, blue tinted headlight surrounds and Toyota badge, huge rear vertical clear tail lights and a new treatment of the twin, upper and lower, rear window treatment for the tailgate it looks more real-world and acceptable. At 4,460mm in length this is a significantly sized car and a definite move up market into the family and business user sectors.

Although the size, specification and performance have increased, prices have changed very little and in two cases stay the same. Prices start from £18,390 for the T3 version and rise to £20,010 for the T4 and to £21,230 for the T Spirit. Expensive but the residual values are high so these offset the more expensive initial purchase price.Economy and performance and of course the high retail price is also offset by free road tax and more miles per gallon for private buyers and the lowest rates of Benefit-in-Kind tax for company car drivers and 100 per cent write down allowance for company Corporation Tax.

The new Prius uses the latest Toyota Hybrid Synergy Drive system with 90 per cent of the hybrid drive components redesigned to create a lighter, more compact system with a focus on delivering more power, better cold weather operation, further improvements in real-life fuel efficiency and unprecedented reductions in CO2 emissions. Total system power output has been increased by 24 per cent, from 112 to 134bhp. Performance matches a conventional 2.0-litre family car, with seamless acceleration from zero to 62mph in 10.4 seconds, half a second quicker than previous generation Prius. Top speed is 112mph.

At the same time, overall fuel economy has been improved by 10 per cent. Adopting a larger, 1.8-litre engine in place of the 1.5-litre unit reduces rpm in high speed driving to improve long-haul cruising fuel efficiency by about 10 per cent. In standard driving mode the new Prius T3 returns 72.4mpg in the European homologation combined cycle. The full hybrid Prius is the only family car to combine the fuel consumption levels of a small city car with a cruising range of almost 715 miles, which is 93 miles more than the previous model, in spite of having the same size fuel tank.

New Prius meets Euro 5 emissions standards and is expected to meet the Euro 6 requirements, too. Its CO2 emissions from 89g/km are the best-on-the-market, a figure unmatched by any other family car.

The 2012 Volkswagen Eos Komfort Review

Updated for 2012 with a number of cosmetic changes that make this peppy little four-cylinder even more road-friendly, the 2012 Volkswagen Eos Komfort convertible offers a number of luxurious extras along with an integrated power sunroof in the retractable hardtop, giving drivers and passengers even more open-air driving options. The Eos Komfort delivers exceptional fuel economy with an amazing 30 mpg highway, making it an economical choice for buyers in the subcompact convertible market. Larger families will want to steer clear, however, since rear passenger space is at a premium in this two-door four-seater.

Under the hood
The four-cylinder 2.0-liter engine of the Volkswagen Eos Komfort won’t leave the competition in the dust, but it fares extremely well in city and highway driving with turbocharged performance when it’s needed most.  The convertible features front wheel drive and an automatic transmission with available Tiptronic manual control that provides additional options for drivers and can provide additional performance on demand.

Inside the cabin
Standard features on the Volkswagen Eos Komfort convertible include heated front seats and a dual-zone climate control system. Bluetooth capability and anti-theft alarm systems are also standard along with power locks, windows and mirrors. The eight-speaker sound system incorporates an auxiliary input for MP3 players as well as a media interface designed specifically for iPod users, allowing drivers and passengers a greater degree of control over their musical selections. The real standout feature of the Eos Komfort convertible is the sunroof integrated into the retractable hardtop; this thoughtful addition sets the Eos Komfort apart from its competition and offers near complete control over the level of exposure to the outside environment.On the road
While pickup and acceleration are never going to be the strong suits of the Volkswagen Eos Komfort, it does offer peppy performance for stop-and-go driving along with safety features including engine and hydraulic assisted anti-lock brakes, variable assistance power steering and integrated stability and traction control. Front and rear stabilizers ensure smooth handling even on curves, while the hill hold control is perfect for uphill climbs and downhill runs.

Conclusions
Sleek and sporty, the 2012 Volkswagen Eos Komfort convertible may lack the power of other convertibles in its class, but makes up for it with exceptional gas mileage and pure driving enjoyment. Performance-minded drivers should look elsewhere, but for buyers looking to put a little fun into their daily driving routine, the Volkswagen Eos Komfort offers much to like at a surprisingly affordable price.

Details:
Engine: 2.0-liter turbocharged 4-cylinder
Horsepower & Torque: 200 hp/207 lb-ft
Transmission: Six-speed Tiptronic automatic
Fuel Economy: 22/30
Base MSRP: $33,995

All about Volvo C30 – Review

Like the 480, the Volvo C30 is able to accommodate four adults in relative comfort. It is designed to appeal to both the young fashion conscious without a family and to those young-at-heart whose children may have left home and who want a distinctive, small, sporty yet functional safe car. Volvo plans to make 65,000 C30s a year and sell approximately 7,000 a year in the UK, Europe’s second biggest market for the Volvo C30, although the downturn in new car sales might make some impact on these figures.

The front wheel drive Volvo C30 is available with a choice eight engine variants and five trim levels, prices start at £14,995 for the petrol 1.6 R Design Sport and go up to £21,105 for the Volvo C30 Diesel SE LUX. Our test car was the entry level 1.6 R Design Sport with a five speed manual gearbox. Volvo introduced the R Design model to appeal to the younger buyer who is looking for a more ‘sporty’ image. The petrol range includes a 100 PS 1.6-litre, 125 PS 1.8-litre, 145 PS 2.0-litre, plus one five-cylinder model a 230 PS T5. The three diesels include the 109 PS 1.6D the 136 PS 2.0D, plus Volvo’s five-cylinder, 2.4-litre, 180 PS D5.

There is even a bioethanol fuel option the Flexifuel 1.8 (125 PS) engine which runs on E85 bioethanol fuel which is seen as an environmentally friendly alternative to traditional fuels, emitting up to 80% less fossil  carbon dioxide emissions than petrol. Our test car was fitted the four cylinder 1596cc, 16v, petrol engine which develops 100PS and 150Nm of torque at 4000 rpm, which is enough to propel it from 0-62 mph in 11.8 seconds and on to a top speed of 115 mph. The entry level 1.6 litre engine can feel a little underpowered especially out of town and does sound a little noisy at low speeds. The five speed manual gearbox is very easy and rewarding to use but we recommend a more powerful engine if you do a lot of out of town driving.

Volvo’s most imaginative car in years, the C30 gives buyers seeking an upmarket compact hatchback a viable alternative to the Audi A3 and BMW 1 Series. C30 buyers certainly won’t be short of engine choice, with 1.6, 2.0 litre four-cylinder motors and a turbocharged 2.5 litre “T5” at the top of the range. The basic engines lack much in the way of urge, but the five-pots are fast. Three diesels are also available, and the 1.6-litre DRIve  models are impressively economical with lowly CO2 emissions.

2012 Nissan Leaf – Review

The 2012 Nissan Leaf was the first battery electric vehicle to be built in volume and sold by a major automaker in many decades. The five-door compact hatchback has a striking look that’s as pioneering and modern as the Toyota Prius hybrid was in its day. The Leaf is easy to drive, provides comfortable space for four and accommodates five when needed, and costs perhaps one-third to one-quarter as much per mile to operate as a gasoline car–assuming you can afford the higher initial cost.

The 2012 Leaf’s design evolves the five-door hatchback form in some striking ways. The taillights are mounted high up and vertically, containing a rib filled with red LED brake lights. The body swells around the rear wheels, and rather than a grille to admit air into the radiator it doesn’t have, the Leaf has a cover in the center of the nose that opens to give access to its charging ports. Leaf fans will be able to distinguish cars with the SL trim level from the SV base model by their small solar panel on the roof spoiler at the top of the tailgate.

Rather than an engine with some number of cylinders and a power output in horsepower, the Leaf is propelled by an electric motor driving the front wheels and rated in kilowatts of output. The motor puts out 80 kw (107 hp), which propels the 3200-pound car from 0 to 60 mph in less than 10 seconds. Top speed is capped at 90 mph. Its steering is numb and the roadholding and handling are competent rather than inspiring, though it all works just fine.

Unlike the car to which it’s often compared, the 2012 Chevrolet Volt, the 2012 Leaf runs solely on battery power–it does not have the Volt’s range-extending gasoline engine. The 24 kilowatt-hour lithium-ion battery pack is built into the Leaf’s floor and recharges by plugging it into the electric grid, using either standard 120-Volt power or a charging station that operates at 240 Volts. Recharging time for a fully depleted pack is 7 to 10 hours with the charging station, and double that on standard power. Part of Leaf purchase includes a visit from a contractor, arranged via your Nissan dealer, to assess what will be necessary to install a 240-Volt charging station in your garage. Befitting its advanced technology, the Leaf lets owners manage charging, advance cabin heating and cooling, and other vehicle functions from their mobile phones. They can set times for charging, check charge progress, and have the car tell them its estimated range at any given moment.

But it’s that range that is the biggest question hanging over the 2012 Nissan Leaf. The EPA gives the Leaf a range of 73 miles, and Nissan says it’s “up to 100 miles,” but industry analysts are skeptical that the bulk of U.S. buyers will accept a car without at least 200 miles of range. Most Leafs are expected to be the second or third car in their household, though electric-car drivers report that their “range anxiety” abates within a few weeks, as they get comfortable with and grow confident in their cars. Most owners will recharge overnight, perhaps “topping up” their battery at charging points at work or at retail outlets.

For 2012, Nissan added the optional winter package as standard equipment on all Leafs, including electric warming for the battery pack, heated front and rear seats, and even a heated steering wheel. For the higher-level SL model, it added a DC quick-charging port as standard equipment (previously optional), which allows an 80-percent battery recharge in 30 minutes at rare public DC charging stations.

Along with the upgrades came higher prices, unfortunately. The base 2012 Nissan Leaf starts at $35,200, and the Leaf SL model at $37,250. Most owners are likely to qualify for a $7,500 Federal income-tax credit for purchase of an electric car, though Nissan also offers a $349 monthly lease on the car that wraps the tax credit into the price. Additional regional and corporate incentives may be available as well.

You could view the 2012 Nissan Leaf as the first vehicle for a new century of electric cars. It’s on the market now, it’s fully a “real car” with modern features and conveniences, and it gets high safety ratings from the usual agencies. It offers an excellent demonstration why plug-in cars have a bright future–though it will take decades for plug-in cars to become a noticeable fraction of the 1 billion vehicles on the planet, and we’ll not likely see the “end of gasoline” in any of our lifetimes.

Chevrolet Camaro SS – The Next Gen Car

The all-new 2+2 coupé draws inspiration from the 1969 model, which is revered by enthusiasts. But where rivals shamelessly plunder their back catalogues, Chevrolet has fused famous Camaro trademarks, such as the aggressive nose and pronounced rear wheelarches, with modern details. Sharp edges bisect soft curves, and Chevrolet claims these design cues were inspired by the F22 fighter jet. The body was penned in the US, but most of the engineering work was carried out in Australia using the same GM platform that underpins Vauxhall’s VXR8. That’s a promising base for the Camaro, as unlike some of its reborn muscle car contemporaries – and the Sixties original – the new model has a sophisticated multilink independent rear suspension set-up.

There is a V6 version available, but we tested the top-spec SS model, which is powered by the vocal 6.2-litre V8 also found under the bonnet of the latest Corvette. That means a thundering 426bhp, which gets to the rear wheels via a tough six-speed manual gearbox, and means the Camaro sprints from 0-62mph in 4.7 seconds. Inside, the cabin echoes the styling of the exterior, so there are elements of the Sixties original, reinterpreted with a modern treatment. The dashboard has a high cowl and deep facia, with the main instruments in separate pods and four minor gauges set low behind the gearlever, just like the original.

So, despite the obvious use of some cheap and hard plastics, the Camaro’s cockpit tries hard to be different. In practice, it’s not quite so successful – the oversized steering wheel isn’t easy to use and the optional sunroof robs headroom from taller drivers. Fire up the V8, and it produces a suitably deep throb from the exhaust and a deliciously wicked crackle on the overrun. Yet somehow, the Camaro doesn’t feel as quick as the figures suggest. This is due to the fact that it weighs a hefty 1,746kg, and the engine needs to be revved to give its best.

For economy and emissions reasons, the Camaro is saddled with long gear ratios – second takes you to nearly 100mph and sixth means just 1,500rpm at the motorway speed limit. Consequently, you have to work the Camaro hard to get the best out of it, and it often feels sluggish. Our test route was fast and smooth with few corners, but initial impressions were slightly disappointing. There’s plenty of grip from the big tyres, but the suspension is surprisingly soft, allowing a lot of body roll. Light and sometimes vague steering further spoils the driving experience, so the Camaro isn’t as entertaining as we’d first hoped.

It will be amazing value when it goes on sale in the US, though, and there’s no denying it’s a potent reincarnation of the original muscle car. How much of a success it becomes in the UK will depend on whether GM finds a budget to build a right-hand drive production version (the design for which is finished). It will also need a careful eye on pricing to maintain value for money, and a look at optimising some of the mechanical elements for more complex UK roads.

Audi A1 – Review

The Audi A1 reviews are largely positive. It may be the cheapest model in the Audi range, but the experts reckon it feels just as good as Audi’s more expensive offerings.

Interior
It looks smart and the interior is one of the best in any small car. Inside it’s fairly spacious in the front, but only has 4 seats and the back ones have limited head room, meaning tall people will find it uncomfortable. The boot is bigger than almost every any other small hatchback. Quality is excellent throughout, with many similar parts used that are in the big A4 and A6 cars. The front seats are supportive and easy to adjust. If you need a little more space inside, then there’s a 5 Door version, the A1 Sportback.

Driving
The reviews say it’s not as fun to drive as some rivals, such as the MINI, due to less exciting handling. However, it’s reportedly nice and quiet when at motorway speeds. The stop/start system, which cuts the engine off when stationery, works well and isn’t intrusive. All A1 variants have quite a firm ride, meaning it’s not as comfortable as some other rivals.

Engines
The 1.2 TFSI is the entry-level engine and gets really good reviews, it’s economical and not too slow. The 1.4 TFSI is more powerful, then there’s a slightly faster 185bhp version of it too. Finally there’s the super – economical 1.6 TDI, which is a bit slow, but offers seriously low running costs. If you want an automatic gearbox then you’ll need to go for one of the 1.4 TFSI engines, only manual gearboxes are available on the 1.2 TFSI and 1.6 TDI. A super-quick limited edition version, called the Audi A1 Quattro, will go on sale in 2012.

Value for money
Prices for the A1 are high, but the strong brand image and efficient engines mean that depreciation won’t be too bad. There’s also a really good value 5 year servicing package that’s a must. Most engines won’t cost too much to run in terms of fuel or tax either.
Standard equipment is fairly generous for all models. The base SE A1s come with air-con, 15″ wheels and iPod connections. The next level is the Sport, which gives sportier seats, Bluetooth and 16″ wheels. Then there’s the S-Line trim, with 17″ wheels, a subtle bodykit, sportier suspensions and part leather seats.

All in all, the A1 is a very good small car that’s easy to recommend!

2012 Volkswagen Beetle – Review

The 2012 Volkswagen Beetle would like us all to forget some things–that it ever had “new” in its name, that it ever had a bud vase on its dash, that it ever occupied more parking spots at more sororities at more of our nation’s colleges than actual pledges did. This time around, the Beetle wants to be your bad bromance, and it gets things rolling with sheetmetal that’s been butched up and pulled taut. If the flat-top roof, the unsubtle Turbo stickers and the red-painted calipers didn’t clue you in, we’ll just point to the place on the dash where the flower pot used to live.

Now, the base Beetle doesn’t live up to that hype, but it’s fine for the kind of commuting chores that won’t tax the generic acceleration of its five-cylinder engine and the bobbly handling generated by its torsion-beam suspension. Fine, as long as the middling gas mileage doesn’t steer you into a MINI Cooper or a Mustang instead. Check off the Turbo boxes, and now, we’re talking. This is the punchy Bug, with VW’s omnipresent, heavy-breathing four-cylinder flipping out 0-60 mph runs under 7.5 seconds while it doles out some not-unpleasant whining and growling. VW’s dual-clutch transmission passes the winding-road test with flying colors, even if it bogs a little from a dead stop. A touch of body roll here, a quick crank of electric steering there, and the composed Beetle Turbo feels like it has much more potential than its B+ average indicates.

The Bug’s even a little more practical now. VW says it has more room than before, and it’s felt in the front two seats, though the extra space seems to spread out all to one side: the console’s still close, the door panels farther away. The back seats can be endured by adults, but skimpy leg room means this is still a classic 2+2, no EPA-standards sedan like the BMW 3-Series two-door. Trunk space gets better on paper–so why could we only stuff it with two roll-aboards?

At its most clever, the Beetle recognizes how the digital world has changed cars, at least in entertainment features. Safety gear lags a bit, with no rearview camera linked up with the available navigation, but every Beetle can have a USB port, Bluetooth audio streaming and a classy Fender-penned sound system with some epic midrange talents. The Beetle name has sold more than 20 million vehicles, over more than half a century. But for the past decade, it’s been tougher and tougher to get overwhelmed by history alone, tougher to give the old New Beetle a pass for lackluster performance and aging kitsch. Now the likeable Beetle’s become way more interesting to drive–and we’re more than ready to take on diesel and R versions, cars that probably will outpace the newest Beetle Turbo as the best Bugs yet.

2013 Bentley Continental GT + GTC V8

The V8 Continental now gets a really satisfying voice throughout the rev range. From the two twin exhausts with a design that looks like two reposing 8s, the thunder and thrum is nearly constant, what with torque staying at the maximum 487 lb-ft from 1,700 to 5,000 rpm. Even prior to 1,700 revs, though, just pressing the throttle pedal starts the rumbling from beneath the chassis. The bi-turbo W12, due to its way of doing things technologically, just doesn’t provide this fantastic orchestra. The Continental is now appropriately more like a grownup Aston Martin V8 Vantage and remains much more capable than that Aston.

Interestingly, the new engine is directly responsible for just 16 percent of this added efficiency with its fewer cylinders and consequently less weight. Then there’s direct injection, smaller higher-pressure turbochargers, and Cylinder on Demand – technologies that will finally be incorporated into the W12 only in 2014. The Continental GT V8 now uses an average of 18 mpg, while the GTC version reads 17 miles per delicious gallon of premium fuel. The CO2 emissions are down pretty convincingly on both cars as well.

Out on the demanding 2.5-mile track of Navarra, however, the gearbox was giving me a few temper tantrums, to be honest. It had the uncanny ability of sucking most of the good fun out of each lap by upshifting automatically once the tachometer needle reached a few rpm short of the indicated 6,250 red zone. With full power arriving at 6,000 rpm, there was almost no time at all to enjoy it before the transmission decided it was time for the next gear up. Frankly, this is pretty shameful. In fact, at the Q&A we all had with Bentley bosses after the drive, even the Bentley Boys agreed with me and said that solutions are in place for a future Super Sports trim package that holds gears, or perhaps even a different gearbox in the future.

The cylinder deactivation technology that adds an additional 5 percent of the fuel efficiency for this 4.0-liter V8 is called Cylinder on Demand, just as on the Audi S cars in which it was launched at the end of 2011. During the many no-throttle moments of any drive while in the normal “D” setting for the transmission, cylinders 2-3-5-8 cease their valve-lift and combustion phases whenever the “no throttle load” time exceeds five seconds. Once there’s any downward throttle pedal angle change for acceleration, the special cam lobes shift back to engaging these four cylinders. I felt nothing at all and there is no special readout anywhere on the dashboard that lets me know how I’m doing in saving the planet. And this is perfect for such car buyers in my opinion, because research shows that they just want it to work and they don’t ever want to have to think about it. How owners will grow to notice it is in the fewer times they’ll need to go to the fuel station to fill the tank; the theoretical range for these V8 Continental is now 525 miles.

Dynamically, especially as shown on the demanding track, these Continentals are still heavy things. The 385 added pounds of the GTC V8 in particular were quite noticeable out on the Spanish country roads. I personally would not purchase the GTC over the hardtop GT simply because of the noticeable dynamic compromises. Either car is an improvement over their W12 originals this way, but more needs to be done somehow. Again, the Bentley Boys all nod in agreement to this point.

Nonetheless, the 55 lbs less weight at the nose of the car and freshened 40:60 torque split of the all-wheel drive are welcome touches that render the V8 Continentals more dynamically adept than the W12s. In fact, Bentley has decided to use the red Flying B logo for all of these V8 engine models, a sign that there are much better things to come that will make things less fat feeling. All together, I really enjoyed these twin-turbo V8 Bentleys and cannot wait for the next iteration of both. For now, acceleration to 60 mph for the GT V8 is 4.6 seconds, that for the GTC a respectable 4.7 seconds. Happily, top speed stays just over 185 mph for both, though the wind noise in the GTC should limit the soft-top car to 155 mph. But I am not the boss, of course.

Bentley seems to think that the Continental GT and GTC engine split will be 50/50 between W12 and V8 twin turbo purchases. I say that’s wrong and that the split will quickly be seen as around 25:75 in clear favor of the better V8 powertrain and packaging.

Bentley Continental GT + GTC V8
Price: $180,000; GTC – $200,000
Deliveries start: mid-April 2012 in U.S.
Motor: 4,000 cc, 4-valve
Power: 500 bhp @ 6,000 rpm
Torque: 487 lb-ft @ 1,700 – 5,000 rpm
Transmission: eight-speed ZF automatic w/shift levers on steering column
Fuel capacity: 23.8 gallons
MPG avg. city/hwy: 18 mpg; GTC – 17 mpg
Performance: 0-60 mph 4.6 seconds, v-max 188 mph; GTC – 4.7 sec., 187 mph
Length x width x height: 15’9” x 7’3” x 4’7”; GTC height – 1 mm less than GT
Wheelbase: 9’0”
Curb weight: 5,060 lbs; GTC – 5,445 lbs
Cargo space: 12.6 cu ft; GTC – 9.1 cu ft

Chrysler Engines to Get Fiat MultiAir Technology

A senior Fiat powertrain exec confirmed to Motor Trend that the Italian automaker’s clever MultiAir valve-control tech will be fitted to Chrysler’s four- and V-6 engine families, and soon.

Chryler Pentastar V 6 Engine
Massimo Fumarola, Fiat Powertrain vice-president of product and key account management, says development work is nearly complete on MultiAir versions of Chrysler’s 2.0- and 2.4-liter fours, and both 3.2- and 3.6-liter versions of the new Pentastar V-6. The engines will be installed in Chrysler brand cars for the North American and European markets (where the 200, 300 and Town & Country will go on sale soon wearing Lancia badges)

MultiAir is a computer-controlled electrohydraulic inlet valve lift and duration control system. It offers the same advantages as BMW’s well-known Valvetronic system, but is even more flexible, as it’s able to control individual cylinders. With inlet valves directly controlling the amount of air entering the engine, the pumping losses involved in sucking air past a conventional throttle butterfly are avoided.

Fiat Multiair Engine
The system is easily adaptable to existing engines. The key component — an alloy block with hydraulic pistons, passages, and electrically controlled bleed valves — can simply bolt on top of an existing head. Fiat Powertrain engineers call this piece simply The Brick.

The first engine to get the MultiAir treatment was an existing 1.4-liter four, introduced in both naturally aspirated and mild turbo forms back in 2009. The same engine, including more powerful turbo versions, has since been installed in Alfa Romeo’s Mito and the new Giulietta, and also will power the American market version of the Fiat 500.

Fiat’s claims for the benefits of MultiAir — power increased 10 percent, low-end torque improved by 15 percent, fuel consumption reduced 10 percent (in both naturally aspirated and turbo flavors) — seem to be delivered in the real world. While Italian magazine tests have confirmed better performance, the consumption picture is a little cloudy, as Fiat introduced a Start/Stop auto engine shutdown system simultaneously.

In Europe, MultiAir’s potential as an enabler of downsizing was too much for Fiat to resist. Last year it launched an engine entirely designed around the tech. TwinAir is a 900-cc in-line two-cylinder turbo that produces 84 horsepower, enough to push the Euro-market Fiat 500 to well past 100 mph on the autostrada and deliver Prius-like numbers in the official European consumption test. Fiat argues that MultiAir plus turbo plus downsizing can deliver fuel economy gains as great as 25 percent. TwinAir appears to prove the point.

There’s no reason why MultiAir shouldn’t work on larger engines. According to Fumarola, the tech has been tested in the past on Ferrari engines. It was only rejected, he explains, because the 7000 rpm ceiling imposed by MultiAir was stifled the Maranello character.

Still, 7000 wouldn’t be a problem for, say, a Hemi V-8. When asked, Fumarola admitted it was technically possible to MultiAir-ate the engine. But he quickly added that he saw little call from the marketplace for more power from the Hemi. But another Fiat source confirmed, confidentially, that development of a MultiAir Hemi is under way…

Source : http://www.motortrend.com/features/auto_news/2011/1103_chrysler_engines_to_get_fiat_multiair_technology/viewall.html#ixzz1mut8Eb8J