Sandgroper
True Classic
Continued from (here) so as to not spoil the SOHC/ K20 discussion thread.
The goal of this thread is to help build an understanding and build a list of what is required to adapt the Fiat 500 ( Dodge Dart) Muli Air power-train to fit and run in the engine bay of a Fiat X 1/9. Contributions of ridding the mechanical dependencies of the engine and manual gearbox as a package of the infernal CANBUS factory system and employing an aftermarket engine/gearbox electronic management system are most welcome. I would hope we could keep discussions to how and if this is possible not if it is 'economical'.
The desire for a gearbox Downunder (and elsewhere) that can reliably take more punishment that the X's 5 Speed to 'give it the beans' off the line and have at least a torque biasing diff ( LSD ) is a carrot that is just dangling in front of me. The 5speed that came wit the X 1/9 is both few and now VERY old, it was never a strong box and the crown wheel and pinion is weak as a many trans-axel makes of that era.
Multi Air
Fiat Group and Fiat Power-train Technology unveiled its air management technology 'Multiair' at the 2009 Geneva Motor Show. Multiair is an electro-hydraulic system of engine valves for dynamic and direct control of air and combustion, cylinder by cylinder and stroke by stroke without a throttle valve. 1.4 L engine is also produced also at the Global Engine Manufacturing Alliance in Dundee, Michigan, United States.
The Hydraulic Intake Valve Solenoid
The Multi Air system can be employed to achieve five defined profiles controlling the intake valve/in respect to the physical camshaft lobe profile. The exhaust is a traditional non phased mechanical camshaft.
Profiles
One = Locked on or rigid opening and closing angles similar to the exhaust cam lobes to utilize the full Camshaft lobe profile (Full Lift - full engine power).
Two = Predictive to anticipate the intake valve closing time (EIVC or early intake valve closing - medium/low RPM engine torque + engine partial load reduces pumping losses / optimize volume efficiency )
Three = Delayed or retarded intake valve opening time ( LIVO or retarded intake valve opening time - for start up & idle, to speed up intake velocity therefore optimizing combustion)
Four = Double lift intake valve opening in a single cylinder stroke (Multi Lift or 'double' intake valve opening at low loads or city idling/stop & go mode)
Five = Closed intake valve time ( or no intake vale opening - after run / decelerate) .
The actuating piston is connected to the intake valve via a hydraulic chamber, which is controlled by a solenoid valve. The movement of this piston is controlled by a mechanical intake camshaft. When the
solenoid valve is closed, the oil in the hydraulic chamber behaves like a solid body and transmits the lift schedule to the intake valves. The lift schedule is imposed by the mechanical intake camshaft.
When the solenoid valve is open on the other hand, the hydraulic chamber and the intake valves are de-coupled; the intake valves do not follow the intake camshaft anymore and close under the valve spring
action. The final part of the valve closing stroke is controlled by a dedicated hydraulic brake, to ensure a soft and regular landing phase in any engine operating conditions. Through solenoid valve opening
and closing time control, a wide range of optimum intake valve opening schedules can be easily obtained.
To help improve power, the solenoid valve is always closed and full valve opening is achieved following completely the mechanical camshaft, which is specifically designed to maximize power at high engine
speed (long opening time). For low rpm torque, the solenoid valve is opened near the end of the camshaft profile, leading to early intake valve closing. This eliminates unwanted back-flow into the manifold
and maximizes the air mass trapped in the cylinders.
In engine part-load, the solenoid valve is opened earlier, causing partial valve openings to control the trapped air mass as a function of the required torque. Alternatively the intake valves can be partially
opened by closing the solenoid valve once the mechanical camshaft action has already started. In this case the air stream into the cylinder is faster and results in higher in-cylinder turbulence.
Questions
Do you need all five profiles in a performance oriented engine swap into an X 1/9 or is the entire 'economy' fuel cycle of improved milage desirable. If it is just performance can one do away with profile numbers four and five. One for full power, Two for torque at mid RPM and Three for engine warm up/start phase. Or is just profile One negating the whole mapping exercise altogether and just mechanically locking the solenoid package 'on'. This would negate the requirement for inputs from engine / wheel speed, etc.
How is this actuating signal achieved, is it analogue voltage signal. Voltage and Impedance required of the ECU signal driver is what value?
The pressure to fed the solenoids looks to be ~40Bar, is it fed by the main oil circuit or is there an additional dedicated pump to drive.
Vacum Pump -Most likely for Brake booster can it be deleted ( the X has/needs no brake booster )
Turbocharger control - Electronic control but the English Forge aftermarket guys are already doing BOV's
ECU Inputs The Body Control Module indeed has inputs to the Engine Control Unit ( Module )
What sensor inputs does the manual gearbox require/ provide the ECU.
Aussies build great ECU's perhaps candidate can be found here.
haltech, autronic, motec, wolf, ems, adaptronic, hawk
An oldie but a goodie amongst DIY racers
http://www.autronic.com.au/Downloads.php
The expensive one ( because it is fully featured and damn good )
http://www.motec.com.au/home
The goal of this thread is to help build an understanding and build a list of what is required to adapt the Fiat 500 ( Dodge Dart) Muli Air power-train to fit and run in the engine bay of a Fiat X 1/9. Contributions of ridding the mechanical dependencies of the engine and manual gearbox as a package of the infernal CANBUS factory system and employing an aftermarket engine/gearbox electronic management system are most welcome. I would hope we could keep discussions to how and if this is possible not if it is 'economical'.
The desire for a gearbox Downunder (and elsewhere) that can reliably take more punishment that the X's 5 Speed to 'give it the beans' off the line and have at least a torque biasing diff ( LSD ) is a carrot that is just dangling in front of me. The 5speed that came wit the X 1/9 is both few and now VERY old, it was never a strong box and the crown wheel and pinion is weak as a many trans-axel makes of that era.
Multi Air
Fiat Group and Fiat Power-train Technology unveiled its air management technology 'Multiair' at the 2009 Geneva Motor Show. Multiair is an electro-hydraulic system of engine valves for dynamic and direct control of air and combustion, cylinder by cylinder and stroke by stroke without a throttle valve. 1.4 L engine is also produced also at the Global Engine Manufacturing Alliance in Dundee, Michigan, United States.
The Hydraulic Intake Valve Solenoid
The Multi Air system can be employed to achieve five defined profiles controlling the intake valve/in respect to the physical camshaft lobe profile. The exhaust is a traditional non phased mechanical camshaft.
Profiles
One = Locked on or rigid opening and closing angles similar to the exhaust cam lobes to utilize the full Camshaft lobe profile (Full Lift - full engine power).
Two = Predictive to anticipate the intake valve closing time (EIVC or early intake valve closing - medium/low RPM engine torque + engine partial load reduces pumping losses / optimize volume efficiency )
Three = Delayed or retarded intake valve opening time ( LIVO or retarded intake valve opening time - for start up & idle, to speed up intake velocity therefore optimizing combustion)
Four = Double lift intake valve opening in a single cylinder stroke (Multi Lift or 'double' intake valve opening at low loads or city idling/stop & go mode)
Five = Closed intake valve time ( or no intake vale opening - after run / decelerate) .
The actuating piston is connected to the intake valve via a hydraulic chamber, which is controlled by a solenoid valve. The movement of this piston is controlled by a mechanical intake camshaft. When the
solenoid valve is closed, the oil in the hydraulic chamber behaves like a solid body and transmits the lift schedule to the intake valves. The lift schedule is imposed by the mechanical intake camshaft.
When the solenoid valve is open on the other hand, the hydraulic chamber and the intake valves are de-coupled; the intake valves do not follow the intake camshaft anymore and close under the valve spring
action. The final part of the valve closing stroke is controlled by a dedicated hydraulic brake, to ensure a soft and regular landing phase in any engine operating conditions. Through solenoid valve opening
and closing time control, a wide range of optimum intake valve opening schedules can be easily obtained.
To help improve power, the solenoid valve is always closed and full valve opening is achieved following completely the mechanical camshaft, which is specifically designed to maximize power at high engine
speed (long opening time). For low rpm torque, the solenoid valve is opened near the end of the camshaft profile, leading to early intake valve closing. This eliminates unwanted back-flow into the manifold
and maximizes the air mass trapped in the cylinders.
In engine part-load, the solenoid valve is opened earlier, causing partial valve openings to control the trapped air mass as a function of the required torque. Alternatively the intake valves can be partially
opened by closing the solenoid valve once the mechanical camshaft action has already started. In this case the air stream into the cylinder is faster and results in higher in-cylinder turbulence.
Questions
Do you need all five profiles in a performance oriented engine swap into an X 1/9 or is the entire 'economy' fuel cycle of improved milage desirable. If it is just performance can one do away with profile numbers four and five. One for full power, Two for torque at mid RPM and Three for engine warm up/start phase. Or is just profile One negating the whole mapping exercise altogether and just mechanically locking the solenoid package 'on'. This would negate the requirement for inputs from engine / wheel speed, etc.
How is this actuating signal achieved, is it analogue voltage signal. Voltage and Impedance required of the ECU signal driver is what value?
The pressure to fed the solenoids looks to be ~40Bar, is it fed by the main oil circuit or is there an additional dedicated pump to drive.
Vacum Pump -Most likely for Brake booster can it be deleted ( the X has/needs no brake booster )
Turbocharger control - Electronic control but the English Forge aftermarket guys are already doing BOV's
ECU Inputs The Body Control Module indeed has inputs to the Engine Control Unit ( Module )
What sensor inputs does the manual gearbox require/ provide the ECU.
Aussies build great ECU's perhaps candidate can be found here.
haltech, autronic, motec, wolf, ems, adaptronic, hawk
An oldie but a goodie amongst DIY racers
http://www.autronic.com.au/Downloads.php
The expensive one ( because it is fully featured and damn good )
http://www.motec.com.au/home
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