NF500 / magneti marelli

The new Fiat 500 and the Alfa Romeo Spider make their USA debut this week (7-10 January 2008) at one of the world’s largest and most important exhibitions, but its not the Detroit International Motor Show, rather the Italians have gone to Las Vegas to take part in the 31st Consumer Electronics Show, the world’s largest electronics show with 2,700 exhibitors and 140,000 visitors walking through 1.8 million square metres of the newest and most advanced technology.

Fiat and Alfa Romeo are attending the CES to display Blue&Me, the joint venture between Microsoft, Fiat and Magneti Marelli that has produced a new benchmark for telematic system, the integration of communications, entertainment and navigation systems for cars in terms of both sophistication and, with more than 250,000 systems sold, success in the market place.

The Fiat 500 displays the standard Blue&Me system –which will be fitted as standard to the top versions of the Fiat 500 when it arrives in New Zealand and which is already fitted to the new Fiat Bravo – with its seamless blend of in-car entertainment and communications. The Alfa Romeo Spider, meanwhile, adds navigation with Blue&Me Nav, as well as EcoDrive, which helps educate drivers how to cut emissions and fuel consumption by offering real time information on the efficiency of their driving style.

Blue&Me, the result of a cooperative effort between Fiat Group Automobiles and Microsoft, was presented in world preview at the Geneva Motor Show 2006. Fiat Group Automobiles was the first motor manufacturer with whom Microsoft worked at developing a completely new platform. In the subsequent eighteen month period, this platform was followed by three further satnav versions, namely Nav and Map and environment friendly EcoDrive.

Following the launch, a year and a half ago, 250,000 Blue&Me systems have been sold, fitted to Alfa Romeo, Lancia, Fiat and Fiat commercial vehicles, with average take-up in excess of 20 per cent. Seven out of ten Fiat 500s incorporate Blue&Me as standard, confirming the wider appeal of a solution which is easy to use, flexible and cost effective.

Ever since the ‘3+1’ concept, from which the new Fiat 500 was developed, was first presented at the Geneva Motor Show in 2004, the enthusiasm and interest of the public have shown that the shape created in the mid Fifties by Dante Giacosa has not exhausted its extraordinary appeal over the years: even today, the empathy, familiarity and distinction it communicates is unchanged, and iconic. And the Fiat Style Centre has shown an equally extraordinary ability to recreate the same shapes in an updated, ultramodern form without detracting in any way from the original content.

To develop such a special car, Fiat decided to adopt a revolutionary approach, which placed the concept of ‘involvement’ at the centre of the development process. For the first time in automotive history, the many fans all over the world were involved directly, through the ‘500 wants you’ website, and invited to express their wishes for the new car. These suggestions were then collected by Fiat Automobiles designers and engineers and converted into targets to be reached, with solutions and equipment that were as close as possible to the expectations of potential customers. So the Fiat 500 really is ‘a car created for the people, with the people’s ideas’.

A car created for the people, with the people’s ideas

In order to involve the public in the design of the new 500, Fiat Automobiles launched a communications project known as ‘500 wants you’, an interactive multimedia platform which, in advance of the official launch, touched all sectors of communication: from advertising to viral marketing, fashion and photography. But it was on the web, thanks to the www.fiat500.com site that the ‘500 wants you’ project really came into its own. And the figures confirm that it has been a huge success: since it went online on May 3, 2006, the site has been visited by over 3,700,000 users, with over 51,700,000 pages seen, and it boasts a community of 76,000 fans.

‘500 wants you’ was a huge online laboratory, where users were able to discover the stylistic concept of the new car for themselves, expressing their preferences, proposing ideas and contributing to its creation, in a combined, active manner, for the first time ever. The www.fiat500.com site collected the suggestions and expectations of the public, who thus contributed directly to the development of the product. And through the Concept-Lab, the virtual laboratory where visitors could model the Fiat concept car, over 275,000 configurations, suggestions for accessories and means of customising the new model were submitted.

But, as so often happens on the Internet, the ‘www.fiat500.com’ site was a constantly evolving project, which continued to incorporate new contents, activities and initiatives. They have included the DesignBoom international competition, divided into the ‘accessories’, ‘everywhere’ and ‘lifestyle’ categories, which involved over 5,400 users, and received about 1,060 projects. 38 videos were also submitted for the ‘500 take you’ competition, 1,263 proposals for the ‘500 wants a mascot’ competition and about 600 ‘Faces for the 500’, a game that invited people to associate a facial expression with a chosen part of the 500. And people showed the same enthusiasm and participation for the ‘500ology’, the largest online encyclopaedia of stories and pictures dedicated to the 500, written jointly with the users, ‘Speak 500’ (a multimedia archive containing over 50 audio files of how the word ‘500’ is pronounced in languages and regional dialects around the world) and ‘Jingle Box’, a music player that collected almost 8,600 soundtracks composed by users, which they could save as MP3 files and then use on their mobile phones or MP3 players.

And finally, to celebrate the first anniversary of ‘500 wants you’, on May 8, the ‘500×500 online booking’ operation was launched on the site. This original initiative gave people a chance to book one of the 500 examples of the ‘500 wants you edition’, an exclusive version of the Fiat 500 dedicated to the site Community, the people who have collaborated, invented and participated in the birth of the first car ‘created by the people, for the people’. Although neither the price nor details of the car have been communicated, bookings have reached the ceiling at a rate of one every 40 seconds: a sign of the trust that the people registered with the site have in Fiat’s capacity to translate their suggestions into reality.

An ‘appealing’ line that respects tradition

The Fiat 500 immediately conveys the idea of compactness, thanks to a lateral section made up of several superimposed layers and its ‘shell-like’ roof, whose measurements are decidedly smaller than those of the sides in the plane view. The proportions and a number of aesthetic features give it an ‘appealing’ air, but also convey solidity and robustness.

In a total length of just 3.5 metres, the designers have extended the passenger compartment to obtain a pleasant form that is extremely luminous in the side view, with a short bonnet and minimal overhangs. The bonnet folds down over the sides while the front combines the family resemblance of the latest Fiat models with the distinctive elements of the first Fiat 500 with great stylistic harmony. For example, the strongest reference to the historical car is the combination of the circular upper headlights together with full beam lower lights and the ‘whiskers and logo’ unit.

From the side, the waistline slopes slightly at the front to highlight the robustness and dynamism of the design. The lateral section proposes a modern interpretation of the look of the historic 500, but with more essential, modern surfaces, interrupted by the generous shape of the wheelarches. It is also possible to see the front and rear light clusters, because of the way the rounded side links up to the nose and tail. And finally, the roof pillar forms an arc which simplifies the design of the glazing which is continuous and hides the upper edge of the doors with black profiling.

The rear end of the Fiat 500 features a large shaped, chrome-plated handle which reiterates the motif of the registration plate light holder of its forebear that resembled a bicycle saddle. The rear lights are set between the edges of the tailgate and they are divided chromatically by function so that they appear more vertical and farther apart. The side view of superimposed volumes continues right to the tailgate, creating a striking wraparound shape. The rear window ‘cuts’ the tailgate at the sides, creating a simple modern look for the glazing while a small spoiler at the top of the tailgate enhances the contemporary look and improves the aerodynamic efficiency.

And finally, although there are plenty of references to the past, all the elements are only reiterated on the new Fiat 500 after their place on a modern car has been analysed in depth, reviewing their functions and materials, or even finding new uses for them. For example, the famous canvas roof of the past has now been replaced by a Sky Dome glass roof. This large roof continues the line of the windscreen, with a linear, luminous interpretation of the roof, highlighting the two arcs of the pillars (it is available in a fixed version, or with an electric opening mechanism).

Another example of a stylistic re-interpretation is found in the retro design of the front and rear light clusters which is now combined with the most sophisticated exterior lighting technology. Produced by Magneti Marelli Automotive Lighting, they are precious design elements, and the front light clusters offer DRL (Day Running Light) daytime lighting as standard: this function is activated automatically when the engine is started, with a beam stronger than that of the side lights but lower than that of the dipped headlights. The DRL system meets current legislation in some countries that requires motorists to drive with their headlights on, but makes it possible not to turn the rear side lights on, thus saving on consumption. The DRL daytime light is another innovative feature that the Fiat 500 introduces in this segment for the first time.

The styling of the new car is completed by the broad choice of metallic and non-metallic colours which creates a large number of possible combinations, some of which are inspired by the ‘vintage’ appeal of the original shades of the first 500, while others have a decidedly contemporary look, and the bodywork can always be chosen to match the fabric or leather of the upholstery, with a facia the same colour as the exterior.

And finally, the Fiat 500 is the first Fiat model to use its own name as a logo, positioning it on the wheel hubs and rims.

Elegance and innovation in a passenger compartment that will not age

The designers paid the utmost attention to detail, while focusing on simplicity, which is the leitmotif of the new model. Simple does not mean ‘bare’, but embraces a particular stylistic and constructive interpretation that strives for ‘simplified enjoyment’. The passenger compartment is airy and roomy, an environment where you can enjoy the time you spend in the car comfortably and at ease. It is also an embracing, protective environment thanks to the large ring that circles the entire space inside.

The structure of the Fiat 500 cabin sums up the comprehensiveness of the modern, ergonomic outfit, in a design inspired by the historical 500. Starting with the steering column, which is made up of steering wheel and instruments, grouped in a single panel which contains the speedometer, rev counter and trip computer, all concentric and perceptible immediately and simultaneously. These elements, together with the central console and the radio-air vent unit, can be ordered in ivory or black, a choice that influences the character of the car, making it more ‘vintage’ or sporty. The instrument panel on the Fiat 500 is an ideal blend of retro styling and modern technology which adapts perfectly to the interior of the car. Built by Magneti Marelli, it comes in two versions: ‘Comfort’ and ‘Matrix’, and the latter features a dot matrix monitor at the centre of the panel which displays the pictograms for the satellite navigation system incorporated in the Blue&Me™ Nav device.

If the upper part of the facia is designed to convey a sense of refinement and elegance, the lower part conveys functionality with capacious, open storage shelves, and small and medium sized drawers for more valuable items that you want to conceal. The gear lever, which is positioned on the facia, looks like a refined mechanical component, with chromed parts and a simple but efficient black knob that is shiny or chrome-plated depending on the version. The set of most frequently used buttons was inspired by the telltales and small levers of the old 500, and is very quick and easy to use.

The seats deserve a separate mention; the various versions copy those of the 500 F of the 1960s with the same ‘split’ effect: solid tone fabric at the bottom and the upper lunette and a head-restraint that match the colour of the steering wheel. The most lavish version of the new 500 also offers elegant Cordura fabric upholstery, finished with a tubular border over the stitching, while the seats and facia on the sporty outfit show the influence of the racing world, with leather coloured or black elements, a chrome-plated gear lever knob and a more encircling shape for the front seats. Fiat 500 customers can also order prestigious Frau leather upholstery, choosing from a traditional Black, a Hide colour that recalls the earlier 500 and an ultra-sporty Red.

The door panels feature a contrast between the part upholstered to match the seats and the plastic structure that incorporates a large oddment pocket and the speakers. The door handle has a chromed ‘hook’ shape that recalls one of the best remembered features on the door of the historical 500.

What is more, in spite of its small size, the new model is amazingly roomy, thanks to careful analysis of the distribution of the storage units, such as the two compartments on the facia for the driver and passenger, the hidden compartment on the passenger side, those in the door panels, another in the gearbox support and one above the passenger seat. And the luggage compartment is also quite capacious (185 litres, or a maximum of 550 litres right up to the ceiling), and the loading threshold is low to make loading easier; the rear seat squab can also be folded down.

The rear seat is very comfortable for 2 people, and on all versions it reiterates the same attention to detail that is evident in the front seats. To highlight the fact that the car really is roomy, the upper outline of the squabs is raised to support and clasp passengers’ backs better. And finally, a console positioned between the seats near the tunnel acts as a ‘docking station’, it can hold the usual small items (glasses and cans), and houses the 12V socket and USB port to connect a range of functional accessories, and telematic devices such as an iPod or PDA, or even a fragrance dispenser which offers the customer a choice of fragrances.

Engineering and Styling combined for record time to market

To create the heir to a veritable icon of our times: this was the goal shared by the engineers and designers who worked on the new 500. And with this goal in mind, the Fiat Style Centre and Engineering & Design worked closely together, applying the most sophisticated methodologies, and putting into their work all the passion that a similar project demanded.

Like the Bravo before it, for the new 500, Fiat Automobiles achieved a level of integration between the set-up, planning and virtual verification methods during the product development process that is the state of the art in the motor industry, comparable only with the aeronautical sector.

Intensive use of virtual checks made it possible to assess a virtually unlimited number of design solutions rapidly and early on in the process, guaranteeing the best trade-off of performance, and strengthening the entire project. As a result, as with the Bravo, this kept development time for the new 500 to just 18 months, from the specification “freeze” to market launch. This record is perfectly in line with the goals that Fiat Automobiles has already achieved, borne out, for example, by the fact that European customers have voted the Panda the best performer in terms of quality and reliability, thanks to the soundness of the project and processes. And with the Fiat 500 the reliability and perceived quality will be even better, due to the care that has gone into the choice of materials and design solutions.

As a result of the lessons learned from the Bravo project, the Fiat Group has drafted a plan to implement new methodologies, which synergetically embraces all the automotive sectors and revolves around further development of virtual analysis methods; in parallel, the use of standardised components was increased, and new design references were adopted to optimise costs and to curb weights.

One of the first important stages in the development process that also brings in the competent Engineering & Design centres, is the co-called ‘feasibility’ stage, during which the preliminary Styling work is analysed by Engineering, to assess any technical problems that may be presented by the ‘dress’ covering the mechanical parts, some of which already existed, and which aspects of performance may be affected by the styling. In practice, the first CAS (Computer Aided Styling) mathematical calculations, even without details such as cuts and mobile parts, seals, etc., are combined with already finalised platform calculations, so that the set-up and layout specialists can then ‘slice them up’ into specific sections zone by zone, to highlight the important dimensional parameters and decide how lines have to be adapted to house the components and to define the necessary operating spaces.

In the meantime, the aerodynamics team assesses the first Cd and air flow values for the engine cooling, deriving them from the fluid dynamic calculation, while the manufacturing team simulates component pressing in sheet steel, to highlight any problems related to the shapes. All the data from these calculations are filtered by the Performance Engineering team, which defines the trade off necessary if all the objectives set previously are to be respected.

One of the most critical areas of the 500 project, which demanded a great deal of creativity as well as patient refinement, was the nose of the car, which had to accommodate the mechanicals and the engine as well as meeting pedestrian safety standards (a problem that did not exist on the 500 of 1957 because the engine was mounted at the rear). So with the help of virtual reality, the specialists tried various combinations for the front components, until they obtained a new layout that was compatible with a smaller overhang, after having redesigned the radiator, widened the front air intake, and repositioned the foglights, verifying everything with the impact deformation calculations which confirmed the ‘feasibility’ of the compact nose (very similar to the one on the previous 500).

Another stylistic feature of the old 500 that caused problems for the feasibility of the new model was the characteristic curve of the roof at the rear. The interesting fact was that in the 1950s this line was established deliberately by the technicians to limit the roominess in the rear of the car so that it would not prove too competitive for its more expensive elder sister, the Fiat 600. The exact opposite to the new 500 of the 21st century, which was designed to accommodate 4 adults comfortably, without losing its famous rounded shape. The ergonomic experts got to work using simulations, and succeeded in lowering the rear H point, i.e. the reference point of a human body sitting on the rear seat, so as to improve headroom. But it was not enough, and there was also the risk that the foam of the seat cushion would be too thin, and that the passenger would be uncomfortably aware of the metal structure of the floor on every bump. Two types of calculation demonstrated that a solution to the problem did exist. On one hand, an increase in the ‘bearing capacity’ of the cushion foam was assessed, so as to absorb the vertical acceleration in less space, and on the other, a calculation of the structural rigidity of the bodyshell showed that the size of the rear crossbeam could be reduced, together with a ‘millimetric refinement’ of the tailgate hinges and the space necessary for the tailgate to open, and still guarantee a reasonable amount of headroom.

Still on the subject of the car’s rounded shape, the Fiat 500 has an excellent Cd, without the addition of a spoiler which would have ruined the car’s attractive line; so by infinite trial and error, experimenting with the shape of the tailgate (because in the meantime the first physical model had been prepared), a final sliver was removed that made it possible to obtain a Cd reading of 0.325 in the wind tunnel, an excellent result for a car that is just 3.5 metres long with a rounded shape.

The new Fiat 500 comes with a choice of superb modern engines that guarantee sparkling performance.

There are two petrol units (the 69 bhp 1.2 8v and 100 bhp 1.4 16v) and one Multijet turbodiesel, the 75 bhp 1.3 16v with DPF. Each offers different features, all of which are exploited fully by combining them with mechanical 5 or 6 speed gearboxes (a Dualogic sequential robotised 5-speed gearbox will also be available at a later date for the petrol engines), and they stand out for their generosity, brilliant temperament, top performance and advanced technology. However they all also share top reliability and respect for the environment. This has been demonstrated in over 1,600,000 km that the test cars have already travelled, which will become 2,350,000 km with the last tests. We should underline that all the engines are Euro 4-compliant and are designed to meet the even stricter limitations of future European standards (Euro 5), already meeting the emissions limits that will presumably be enforced in 2009. The 1.3 Multijet is also equipped with a particulate trap (PDF) as standard equipment.

All the engines mounted on the Fiat 500 are manufactured by Fiat Powertrain Technologies, the Group’s new sector. FPT draws together all the activities in the fields of innovation, research, design and manufacture related to engines and gearboxes for all types of applications: from cars to commercial vehicles, boats and agricultural machinery. With approximately 19,000 employees, 17 plants and 10 research centres in eight different countries, the Sector is one of the world’s most important organisations in its field. At FPT, approximately 3000 highly specialised technicians focus on the development and engineering of innovative technologies. More than 40 patents are filed each year, confirming the quality and seriousness of this commitment, and making FPT a huge centre of technological excellence and ongoing innovation.

The 69 bhp Fire 1.2 8v

The tried and tested Fire engine that will power the Fiat 500 has a capacity of 1242 cc, and has undergone a series of refinements designed to make it a champion of fuel economy, but without detracting from performance. The engine delivers 51 kW (69 bhp) at 5500 rpm, and peak torque of 102 Nm (10.4 kgm) at 3000 rpm, with a top speed of 160 km/h. That is not all. With the 1.2 8v engine, the Fiat 500 leads its class for consumption, delivering 5.1 l/100 km in the combined cycle, with CO2 emissions of 119 g/km. Acceleration over 100 metres is also excellent at 12.9 seconds. This figure is even more significant in view of the car’s low consumption. The credit goes to the structure of the engine, which achieves a generous torque at low revs (this makes for more enjoyable driving and outstanding flexibility) and ratios chosen to highlight fuel economy.
A sparkling engine that is sparing on fuel. This has been achieved thanks essentially to:

1)The adoption of an electronic throttle valve control system known as ‘drive by wire’ (with no mechanical connection between the accelerator and the throttle), while it is the electronic control unit that delivers the torque on the basis of the driver’s demands (torque-based system).
2)Fluid dynamic optimisation achieved by a new high turbulence combustion chamber combined with a continuous variable cam phaser. This innovative system allows a substantial part of the exhaust gases (about 25%) to be recirculated in the combustion chamber, significantly reducing fuel consumption and exhaust emissions when driving with a partial load.
3)The timing components have been made lighter and the valve springs are of the low load type, to reduce friction.

Another interesting feature of this engine where fuel consumption is concerned, is the use of an active knock sensor capable of managing the advance in the best possible way in all conditions and, above all, the multipoint sequential phased injection system by Magneti Marelli.

The quality of life on board has also been improved by optimising the performance of the intake and exhaust systems, optimising the coupling play between the crankshaft and crankcase, through the computerised selection of the main bearings, and the development of a specific installation of the engine in the engine bay. This keeps the transmission of vibration from the engine to the bodyshell to a minimum. A special engine support system has been adopted, that comprises two blocks and a reaction link, which acts as a tie rod, in which the new bearings are aligned on an axis that goes through the engine’s centre of gravity in order to obtain reaction forces with a neutral arm.
On the environmental front, the 1.2 8v fits a catalytic converter in the engine bay, welded to the exhaust manifold flange. In this position the device is extremely efficient because it reaches high temperatures very rapidly thus abating emissions even while the engine is warming up.

The engine has been made even more reliable. The coils have been mounted closer together in a single block. This new type of coil means less spark plug wear, more energy available to ignite each plug thanks to the elimination of the lost spark, better cold starting due to the additional energy available for the spark plug (more energy supplied by the coil and no losses caused by the transfer of high voltage due to the adoption of very short cables), and finally, a significant reduction in the risk of disturbance to the onboard instruments due to high voltage cables.

The 75 bhp 1.3 Multijet 16v

The Fiat 500 would not be complete without the 1.3 16v Multijet engine, the smallest and most advanced second generation direct injection Common rail diesel unit, of which more than two million have been built to date.

Fitted with a Borg-Warner fixed geometry turbo (of the waste-gate type) with an intercooler, the engine delivers a maximum of 75 bhp (55 kW at 4000 rpm) and torque of 14.8 kgm (145 Nm) at 1500 rpm. With this engine, the Fiat 500 guarantees excellent performance: it has a top speed of 165 km/h and accelerates from 0 to 100 km/h in 12.5 seconds. Fuel consumption is also among the best for this segment: 5.3 l/100 km in the urban cycle, 3.6 l/100 km out of town and 4.2 l/100 km in the combined cycle, and CO2 emissions are among the lowest on the market at just 111 g/km.

The engine is a straight-4 with a capacity of 1248 cc, a bore of 69.6 mm and a ‘long’ stroke of 82 mm. There are four valves per cylinder, governed directly by a twin overhead camshaft with maintenance-free hydraulic tappets and automatic play take-up. That is not all. The 1.3 Multijet 16v is a miniature masterpiece: ‘dressed’ with all its accessories, it weighs just 130 kg, it is small, just 50 cm long and 65 cm tall, and the component layout was designed to take up as little space as possible. Designed by criteria of maximum rationality, efficiency and reliability, the engine guarantees excellent efficiency and is practically ‘for life’: it was designed to travel 250,000 km without needing any maintenance to the mechanical components.

The compact, sophisticated engine is also extremely eco-friendly, thanks to an emissions control system that envisages an EGR valve triggered electronically and managed directly by the engine control system, a heat exchanger to cool recirculating exhaust gas (EGR) and a ‘close coupled’ catalytic converter. A particulate trap (DPF), the ‘for life’ system that abates fine dust and does not need additives to be regenerated, is standard equipment.
The 75 bhp 1.3 Multijet 16v therefore represents a technological leap forward which, for the customer, translates into lower consumption and emissions, without even taking into consideration the reduction in noise (due to the multiple injections), the increase in comfort (fewer alternating masses means less vibration), the smooth, responsive steering (due to the really smooth torque delivery, which is guaranteed by the improved combustion control), the elasticity and prompt response of a diesel that resembles a petrol engine for the vast excursion in the number of revs (for example, you are no longer aware of the fuel ‘cut-out’ just above 4000 rpm), and the ecological elements that enhance the diesel’s main environmental credentials (consumption) while minimising its main defect (particulate emissions).

The 100 bhp 1.4 16v Fire engine

One hundred horsepower on hand on such a compact car points up a brilliant, agile character, which allows it to slip easily and cheerfully through congested town traffic. The engine has a capacity of 1368 cc and four cylinders in line, with a bore of 72 mm and stroke of 84 mm. There are four valves per cylinder, driven directly by the overhead camshaft. The engine was developed focusing particular attention on performance and consumption, fields in which the Fiat 500 leads its class. All credit to the volumetric efficiency which has been optimised throughout the operating range, thanks to careful fluid dynamic development of the entire intake system and timing phasing.
The 1.4 16v delivers a maximum of 73.5 kW (100 bhp) at 6000 rpm and peak torque of 131 Nm (13.4 kgm) at 4250 rpm. Performance is excellent: the new car has a top speed of 182 km/h, and accelerates from 0 to 100 km/h in 10.5 seconds. It is a sparkling engine with excellent performance enhanced by an electronic throttle valve control system known as ‘drive by wire’. This engine also proposes a number of changes that help to keep consumption down. For example, the timing components have been made lighter and the valve springs are of the low load type, to reduce friction.

Other features of the new 1.4 16v Fire are the increased compression ratio and the generous torque at low engine speeds, characteristics that have made it possible to limit consumption: for example, in the combined cycle it returns 6.3 l/100 km. This target was achieved by the calibration of the latest generation engine control system, which succeeded in reducing consumption as much as possible, compatible with the requirements of driveability, performance and emissions.
In order to guarantee low emissions, special injectors have been adopted that optimise the spray phase, thus reducing the quantity of petrol that adheres to the walls of the intake manifold during cold starting and in transients (when you depress the accelerator). This reduces the quantity of hydrocarbons in the exhaust, guaranteeing respect for the environment and for increasingly stringent legislation.

Reliable, robust gearboxes

A range of reliable, robust, sophisticated gearboxes has been developed to match the engine range available on the Fiat 500: one is a mechanical unit (with 5 speeds for the 1.2 and 1.3, and with 6 speeds for the 1.4), the other is of the sequential robotised type, and will be available after the launch on petrol-engined versions.
The mechanical gearbox is very compact and gear-shift manoeuvring is excellent. This was made possible by the reduced inertia of the driven clutch plate and the introduction of new seals. The gearbox configuration is transverse with two cascade shafts, while the speed control is internal, with four selection levels.
The external drive is dual hose type, which filters out engine running roughness and vibration transmitted by the engine to the gear lever. The gears have teeth with extra covering, as well as fifth speed and final drive pairs that are given an extra finish after heat treatment (this improves quiet operation). The gearbox housing is light and absorbs noise efficiently, and has been fine tuned using the Finite Element Method.

The mechanical gearbox of the Fiat 500 has a ‘syringe’ mechanism that prevents the involuntary engagement of reverse.
The Dualogic gearbox is a jewel of mechanical engineering and deserves a separate mention. It will be available after the launch combined with the mechanical gearbox that equips the 1.2 8v and 1.4 16v versions and it features an innovative transmission system. It automates the clutch and gear lever controls by means of an electrohydraulic servo, but maintains all the advantages of a dry clutch and a mechanical gearbox (weight, sturdiness and reliability, low energy consumption).
This sophisticated system improves the performance of the manual mechanical transmission components and increases driving safety because it avoids errors by the driver and prevents faulty manoeuvres of the transmission system.

There are two operating modes: semiautomatic and automatic.

The first adopts the most advanced control strategies to guarantee the best performance. Gears are engaged using the lever on the facia. Because there is no clutch pedal, the device is controlled simply by moving the lever: forward to change up (towards the ‘+’ symbol), back to change down (towards the ‘-‘ symbol). A simple push is sufficient to ensure the transmission makes a fast, accurate gear change.

This is how the Dualogic transmission functions in semiautomatic mode. Most of the electric signals reach the control unit by CAN (Controller Area Network) and can be grouped in two large subgroups. In one, the data from the gearbox area, which make it possible to identify the engagement position, the selection, the clutch, and the operating pressure of the hydraulic kit, as well as the rotating speed of the clutch. In the other, all the signals coming in from the control lever on the tunnel or the levers on the steering wheel (which are optional), that let the driver decide when he wants to change gear, and those from the other systems on the Fiat 500 (for example, the engine and braking system), which help to define the gear change precisely and repeatably. For example, coordination with the engine control unit makes it possible to change up without having to release the accelerator pedal or to automatically increase engine speed when changing down (double de-clutch).

Using these two groups of signals, the Dualogic gearbox can manage gear changes in a comfortable or sporty way, in the manual or automatic mode, interpreting the driver’s needs by analysing the pedal position and the engine speed.

Once the engine on the Fiat 500 is started, any pressure on the brake pedal confirms that the driver is at the wheel, and enables first or reverse to be engaged (on a slippery surface it is also possible to set off in second). And to guarantee safety and prevent incorrect gear engagement, the system engages neutral automatically when a door is open with the engine running. The Dualogic device also prevents errors that might damage the engine or gearbox, by notifying the driver of emergency situations or incorrect manoeuvres with warning lights and beeps.

The automatic mode of the Dualogic system offers two settings on the 1.2 version: Normal and Economy. The Normal setting provides outstanding driving comfort, with brilliant acceleration and gear changes in all conditions. The Economy setting, on the other hand, is used to reduce fuel consumption, while still maintaining outstanding handling and comfort. On the version for the 1.4 16v engine, the two settings are Normal and Sport (with the Sport button on the facia). The Sport setting activates a faster gear change logic that minimises the torque gap and thus makes the car more ‘fun to drive’ for the driver.

In automatic mode, the system recognises the road gradient (by means of a software algorithm) and modifies the gear shift point to ensure the best possible compromise between the driver’s needs, ground conditions and vehicle situation (speed and engine rpm). Another feature peculiar to the Dualogic gearbox is its ability to measure the vehicle deceleration and adapt gear changes accordingly. For example, in semiautomatic mode, and particularly with a sporty driving style, the system changes down when the driver asks for a lower speed to take a corner with more gusto. In automatic mode, the system anticipates the change down so that the driver has the best speed to maintain the level of comfort or fuel economy.

The Dualogic system is the best compromise for drivers who prefer the enjoyment and entertainment of a manual shift, but like to know they can count on the convenience of an automatic.