Cutting edge engines & gearboxes

The decision to buy a supermini often comes about due to considerations of overall low running cost. The New Panda does not disappoint: the new model comes with engines that deliver a spirited performance but are decidedly thrifty on fuel. This makes them a viable proposition for use around town and out of town. Two are petrol units, a 54 bhp 1.1 unit and a 60 bhp 1.2 unit, both with 8 valves and members of the Fire family that boasts more than ten million power units produced to date. The third is the 70 bhp 1.3 16v Multijet engine, the best automotive engineering can offer in the small turbodiesel field. This diverse engine range meets a range of application and mileage requirements. And also meets growing awareness of the need for environmental respect. All the New Panda power units meet Euro 3 and Euro 4 emission limits (according to the market). 

54bhp Fire 1.1 8v

This tried and tested, supremely reliable engine has already been used on successful models such as the Seicento and first Panda. The torque delivery curve ensures a satisfying drive around town while keeping fuel consumption down and offering the sort of peak performance that sets the version at the top of its category. 

This youthful, eager engine is a 4 cylinder in-line unit from the Fire family. It develops a power output of 54 bhp (40 kW) at 5000 rpm while the torque rises to a maximum value of 9 kgm (88 Nm) at 2750 rpm. The result: scintillating acceleration (from 0 to 100 km/h in 15 seconds) and a top speed of 150 km/h. Bore and stroke specifications are 72 x 70 mm. The cylinder head is two valves per cylinder but with a single overhead camshaft driven by a toothed belt. The tappets are driven directly. The crankcase is in cast iron with an aluminium cylinder head. The oil sump is made out of sheet steel. The lubrication system on the 1108 cc is forced circulation type with coaxial gear pump and full flow filter. 

This layout is in keeping with the specific vocation of this power unit to offer running economy, low emissions and frugal fuel consumption. 
Over a combined route, the 1100 engine consumes 5.7 l/100 km, an absolutely outstanding result. The engine also ensures low fuel consumption over an urban cycle (7.2 litres/100 km) and out of town (4.8 litres). 

60bhp Fire 1.2 8v

The tried and tested 1242 cc Fire power unit makes its arrival on the New Panda after undergoing a whole series of refinements to make it a paragon of fuel thrift without affecting performance. 

The power unit generates a power output of 44 kW (60 bhp) at 5000 rpm and propels the car to a top speed of 155 km/h. And more. When equipped with a 1.2 8v engine, the New Panda excels in two areas. Firstly, the 5.6 litres of fuel it consumes per one hundred kilometres over a combined cycle, one of the best results in its category. And its pick-up time over one thousand metres is also superlative: 36 seconds. This result is outstanding when you consider it is achieved by a car capable of such low fuel consumption. The result is due to the way the power unit is configured, i.e. for high torque at low rpm (for a more satisfying, flexible drive) and ratios selected to ensure good fuel economy. Hence a torque of 102 Nm (10.4 kgm) at 2500 rpm with fuel consumption of 7.1 l/100 km (urban cycle), 4.8 l/100 km (extraurban cycle) and 5.6 l/100 km (combined cycle). The results achieved with the Dualogic gearbox are respectively: 6.8 l/100 km, 4.6 l/100 km and 5.4 l/100 km. 

These attractive results are achieved through certain effective improvements. For example, the car comes with new convergent/divergent intake ducts and new cam profiles that optimise power unit fluid flow for improved efficiency. Again with the aim of reducing fuel consumption, the engineers chose an active knock sensor that can manage advance effectively under all conditions and above all the Marelli I.A.W. phased sequential multipoint injection system that was, until recently, found only on models with more sophisticated power units. 

Performance has been improved through the use of a specially developed electronic control system based on a new generation Marelli electronic control unit able to communicate on-line with the electronic devices in the vehicle through serial lines. 

Quality of life on board has been improved by optimising the efficiency of the intake and exhaust systems. The mating clearance between crankshaft and crankcase has also been optimised through computerised selection of main bearings. A special installation system has also been developed for the engine in the engine compartment. This minimises the transfer of engine vibrations to the body. In particular, a barycentre power unit mounting system has been developed that consists of two blocks plus a reaction rod that acts as a link. The new mounts are aligned along an axis that passes through the engine's centre of gravity to obtain reaction forces with zero offset. 

An efficient engine and also a clean engine. On the environmental front, the 1.2 8v features a catalytic converter located in the engine compartment and welded to the side of the exhaust manifold. The device is highly efficient in this position because it can reach very high temperatures in very short times and thus reduce emissions even when the power unit is heating. The array of equipment designed to minimise the environmental impact of the New Panda 1.2 8v is complemented by a returnless fuel supply system. 

A new auxiliary drive circuit has also been developed for improved reliability. This features built in mountings in aluminium squeeze casting (computer modelled) and an automatic low torque tensioner. 
 

The diesel of the future: 70 bhp 1.3 16v Multijet 70bhp 1.3 16v Multijet

The New Panda can be powered by the 1.3 16v Multijet, the smallest, most advanced of the second-generation Common Rail direct injection diesels. 

The 1.3 16v Multijet is a 1251 cc 4 cylinder in line power unit with a bore of just 69.6 mm and a long 82 mm stroke. The four valves per cylinder are driven directly by a twin overhead camshaft. Maximum power output is 51 kW at 4000 rpm (70 bhp) and the torque delivered is 145 Nm (14.8 kgm) at just 1500 rpm. 

All in all, the 1.3 16v Multijet is a true masterpiece of miniaturised technology: when clad with all its accessories, it weighs just 130 kg. Its size is small at less than 50 centimetres in length and 65 in height. The component layout has been designed to ensure it takes up the smallest possible space. Yet it guarantees the same advantages as bigger engines because it has not been reduced but miniaturised. 

The power unit has thus been planned to meet requirements of the greatest rationalism, efficiency and reliability and is the smallest Common Rail four-cylinder diesel on the market. The only power unit that can pack no fewer than six normal-sized components into a cylinder with a diameter of less than 70 mm, namely four valves, an injector and a glow plug. 

The new engine also adds another record to this major feat of miniaturisation: it is the most powerful. Despite a truly miniscule cylinder capacity of 1251 cc, the pocket Multijet comes out top when compared with all the small diesels with fixed geometry turbines currently present on the market. Even the ones you hear most about. Suffice it to say that it offers the best specific performance of any diesel engine with 800 to 1500 cc of cylinder capacity, power output of 41 kW/l and torque of 116 Nm/l. 

This compact, technologically sophisticated new engine also offers outstanding efficiency and is practically guaranteed for life. The 1.3 16v Multijet is designed to last for 250,000 km instead of the usual 150,000. 

During this long lifetime, it does not require any maintenance to mechanical parts (even the normally essential fan belt change at 80,000 km is not required). The oil change intervals have also been increased from 20 to 30,000 km. The oil is naturally low viscosity (i.e. designed for fuel economy) and environmentally friendly. 

The 1.3 Multijet 16v is environmentally friendly because it already meets Euro 4 emission limits not due to come into force until 2006. It is also one of the very few cars in the world that has been able to achieve this result without the need for a sophisticated exhaust post-treatment device such as a particulate trap. All in all, an intrinsically clean car: The particulate emission level (responsible for dust and fine dust) - for example - is even lower than that established by the forthcoming Euro 4 standard. 

Last but not least, the performance figures for a New Panda equipped with the 1.3 16v Multijet are outstanding: top speed is 160 km/h and the car takes just 13 seconds to accelerate from 0 to 100 km/h. Fuel consumption figures are amongst the best in the segment: 5.4 l/100 km over an urban cycle, 3.7 l/100 km for an extraurban cycle and 4.3 l/100 km over mixed routes. 

The 1.3 16v Multijet therefore represents a veritable technological leap that will allow Fiat to tap into growing market interest for diesels, particularly small diesels. Due to their cylinder capacity, low weight, low emissions and advantageous performance-fuel consumption ratios, the diesel market share is growing sharply even in low segments. The figure was 5% in 1997, nowadays it is close to 20% and over the next three years it should rise to 30-40%. 

These results mean that the market for this type of engine should - if the estimates are correct - quickly rise to 1,500,000 units. The new model versions equipped with the sophisticated 1.3 16v Multijet engine could carve out a significant niche within this market. Because if it is true that, as the history of diesel has taught us, the product drives the market, Fiat is again in the vanguard of change and ready to introduce new models to make the most of the change it helped to create. 
As far as customers are concerned, the fact that all the engineering is packed into the small 1.3 16v Multijet means a reduction in fuel consumption and emissions. All this comes with: 

- lower noise levels (if we imagine the cylinder combustion to be like striking a drum: striking a small drum three times is less noisy than striking a large drum once); 
- greater comfort: fewer alternating masses means less vibration; 
- smooth, gentle drive due to outstanding torque progression (in turn guaranteed by the possibility of greater control of combustion, moment by moment); 
- the flexibility and prompt responses of a diesel engine that resembles petrol engines more and more due to its wide rpm range (e.g. you no longer feel the fuel cut-off at just over 4000 rpm); 
- the environmentally-friendly features that allow this engine to improve on the best green feature of a diesel, i.e. fuel consumption, by minimising its main defect, i.e. particulate emissions. 

Gearboxes

A range of reliable, sturdy and sophisticated gearboxes has been developed to match the engine range on offer for the New Panda: one is a five-speed manual and the other is sequential robotised. 

Firstly, the five speed version of the manual gearbox is available on all three engines in the range. The device can transmit a torque of up to 14.8 kgm and offers reduced dimensions coupled with outstanding selection lever manoeuvrability. This has been achieved by reducing clutch driven plate inertia and introducing new gaskets. The gearbox configuration is transverse with two shafts in a cascade, while the gear mechanism is internal over four selection planes. 

The exterior mechanism is twin cable type to filter out engine operating noise and vibrations transmitted from engine to gear lever. The gear teeth offer high meshing capacity while the fifth speed and final drive gear sets are machined to a superfinish after heat treatment (for lower noise levels). The gear casings are light and very effective at absorbing noise. The gear cases are developed using finite element structural computing methods. 

The New Panda manual gearbox is also equipped with a syringe mechanism to prevent involuntary reverse engagement. The Dualogic gearbox deserves a separate mention since it is a veritable gem of engineering. The device will be available from the beginning of 2004 and is combined with the manual gearbox fitted to 1.2 8v versions. It offers an innovative transmission system. On this, an automatic servo device automates the clutch and gear lever to retain all the attributes of a dry clutch and manual gearbox (weight, strength and reliability, low energy consumption). 

This sophisticated device improves the performance of the manual mechanical transmission components while increasing driving safety via a control system that stops the driver making mistakes and prevents incorrect transmission system manoeuvres. 

Two operating modes are available: semiautomatic and automatic. 

The first adopts more advanced control strategies to assure peak performance whether the power unit runs on petrol or diesel. Speeds are engaged by means of a lever on the facia. Because no clutch pedal is present, the device is controlled simply by moving the lever: forward to change up (towards the + symbol), back to change down (toward the - symbol). A simple push is sufficient to ensure the transmission makes a fast, accurate gear change. 

In detail, the Dualogic transmission operates in semiautomatic mode as follows. Electrical signals reach the control unit via the CAN (Controller Area Network) and may be grouped in two main subsets. One set of data comes from the gearbox area and identifies the position of shift, selection and clutch, hydraulic kit service pressure and also clutch speed of rotation. The other set consists of all the signals received from other New Panda systems (e.g. engine and brake system) that help define the gear change in a precise, repeatable manner. 

The Dualogic system uses these two groups of information to manage comfortable or sports drive in manual or automatic mode and using different operating strategies. It does this by mapping pedal position (interpreted as performance requests as the values increase) and engine rpm. 

Once the New Panda has been started, pressure on the brake pedal confirms to the system that the driver is present in the driver's seat. First gear or reverse may then be engaged (the second may be engaged to set off if the ground is slippery). To ensure safety and prevent undesired gear changes, the system engages neutral when the engine is still running and the door has been opened. The Dualogic device also prevents errors that could damage the engine or gearbox by indicating emergency situations or manoeuvres that are not allowed by means of visual and acoustic alarms. 

When in automatic mode, the Dualogic system offers two options: Normal and Economy. The Normal strategy offers outstanding driving comfort to assure scintillating gearshifts under all conditions. The Economy strategy is used when you wish to reduce fuel consumption while still maintaining top level handling and driving comfort. 
With both options, the system stretches to a higher ratio once the rpm level has been reached, when the engine delivers maximum torque or power. 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) at all times. 

Another specific feature of the Dualogic is its ability to assess vehicle deceleration and adjust downshifts. In semiautomatic mode, for example, the system allows downshifts, particularly when the driver demands a lower gear to take a corner at speed during a sporty drive. In automatic mode, the system anticipates the downshift to ensure the driver can always call on the most appropriate speed to maintain the required comfort level or fuel saving. The Dualogic is the best compromise for those who prefer an automatic but do not wish to give up the satisfaction and fun of a manual gearbox. 

Travelling

Apart from driving satisfaction, a Fiat car must also offer on-board well-being. And that means surrounding the driver and passenger with technologies that ensure the very highest comfort standards. Hence the need to make the interior environment into a cosseting, enveloping living room: hence the New Panda offers an automatic climate control system with pollen filter, Skydome (a large glass sunroof) and three different radio levels. 

The suspension layout adopted also ensures great handling and driving comfort on the New Panda. The front system is a MacPherson configuration while the rear suspension features interconnected wheels (i.e. semi-independent) with a torsion beam. 

The New Panda is fitted with generously sized wheels and tyres to achieve the best balance between handling and comfort. Actual, Active, Dynamic and Van versions are fitted with a 155/80 13" tyre and a steel wheel with 5" fitting channel. The Emotion version (optional on some specifications) offers a 165/65 14" tyre with light alloy wheel, 5.5" fitting channel and specific styling. 

Automatic Climate Control System

Interior climate is one of the main comfort factors during a trip and is also very important for interior safety because temperature, humidity and ventilation affect the driver's well-being and thus his level of alertness. And of course the heating and ventilation system is also responsible for demisting the windscreen and side windows. 
For this reason, the New Panda comes with a sophisticated climate control system that automatically controls temperature, air flow, air distribution, compressor activation and recirculation by means of an electronic control unit. The quality of air reaching the inside of the car is improved by a filter that traps particles measuring more than 0.5 microns and pollen (that could cause allergies). 

The New Panda also implements an equivalent temperature climate control strategy. It records internal and external temperature by means of sensors and assesses the sensation of thermal well-being experienced by passengers, i.e. the energy exchange between human body and passenger compartment that is affected by humidity, temperature and treated air flow. 

All these parameters are monitored continuously and used to update distribution, ventilation and mixing automatically. Air temperature and fan speed are therefore adjusted to ensure passengers experience the desired sensation of thermal well-being (achieved by setting the required temperature). The result is a constant climate, even with significant changes in external conditions. 

The system may be adjusted to one of five set combinations to allow air taken into the car to reach all areas of the passenger compartment. The possibility of altering interior temperature gradually, half a degree at a time, makes for outstanding climatic comfort. The knob can be used to adjust temperature through 16°C. 
Manual choices always over-ride automatic settings. They are also indicated by deactivation of the Auto led and stored until the user cancels the command. Each time the system is turned on, it returns to the conditions saved upon deactivation, except for the 'MAX DEF' function, which is zeroed. The entire system can also be turned off manually to deactivate the air conditioning system fully. 

Skydome Sunroof

The New Panda may be fitted with a large crystal-glass sunroof (Skydome) that represents a first for this segment and offers a new way of experiencing car travel. The latest-generation device occupies nearly 70 percent of the roof and consists of two glazed panels (one fixed and one mobile) and two sunblinds that run independently towards the rear of the car. 

This system allows you to choose how you wish to enjoy the outside world as you drive. The New Panda can be converted from a closed car to a car with a glass sunroof, a car with a conventional sunroof or even a model with the feel of a cabriolet. Everything depends on the outdoor temperature and the type of day. When you want to flood the passenger compartment with light, you can close the glass part and open the underlying blinds. 

If you'd rather travel in an open-topped car, it takes just seven seconds to open the glass front panel and sunblind fully to enjoy your very own window on the sky. Or you could decide to open the front panel only partly. All you have to do is press the key on the central courtesy light to move the front panel. In the first position, the glass becomes a raised spoiler. When you continue to press the control, it takes up intermediate positions by sliding back on aluminium guides. Simply release the key to stop the movement in the required position. The same movements take place in reverse during closure. 

Radio & Hi-Fi System

The New Panda's sound system is particularly interesting. The three types of radio and a CD-changer on offer are all made by Blaupunkt. The radios were designed in conjunction with the German company, a world leader in the sector and all share the same carefully developed sound system. The system has been analysed and adjusted to the passenger compartment and is available in two versions according to the radio installed. The first system comes with four sound channels and four full-range speakers (two 40 Watt and two 35 Watt). The second offers sophisticated engineering and is ideal for those who seek a top of the range hi-fi system. It comprises six speakers (2 mid-woofers, 2 tweeters and 2 full-range, all 40 Watt) and a sub-woofer complete with an amplifier with one 100 Watt output channel. 
The three radios are integral with the design of the dashboard and laid out in user-friendly fashion. The radios are located on the upper part of the facia (the correct arrangement for the driver) and are also within easy reach of the passenger. They also offer RDS (Radio Data System) and TA (traffic announcement) functions. The radios are also fitted with a useful device that ensures the radio is turned on at the volume setting active when it was turned off. 

The difference between the three levels lies in the player. In the first case, it plays tapes and offers autoreverse and a Dolby B noise reduction system. The second radio plays CDs (individual) while the third level package adds an MP3 file player. All come with a mechanism to adjust volume to vehicle speed. 

When connected to a handsfree kit, the radio deactivates automatically (mute position) when the GSM phone rings. In this case, a Phone-in function also allows calls to be transferred from a mobile phone (with a handsfree control unit) to the speakers via the radio. 

Radios with CD players are protected against theft due to a communication link with the electronic unit that manages the electrical system (body computer). This is how it works: when the radio is turned on, the body computer reads the radio safety code (four-figure) and activates it only if the numerical sequence is recognised. This makes the device unusable on any car (unless fitted with the same device). The radio with tape player is also protected against theft by a personal secret code. 
Lastly, the customer may also fit a multiple CD-changer (up to five CDs) in the glove compartment that can be controlled by the radio keys. 

Front & Rear Suspension

One of the briefs given to the designers allocated to the Panda project was to create a suspension system capable of higher-category performance levels. The system had to ensure great driving ease and precision, outstanding roadholding and the best possible passenger comfort. Hence the choice of two efficient, tried and tested layouts that work very effectively due to the attributes of the new chassis. 

At the front, an independent MacPherson layout that, on versions with power assisted steering, employs a torsion bar connected to the shock absorber by a rod (a solution so far only used on higher segment vehicles). In this case, the suspension ensures a greater ability to filter out vibrations due to driving over rough ground and has been improved by the adoption of: 

- new design coil springs that increase the absorption of minor surface roughness; 
- wishbones with rubber and metal front bushes and new vertical rear bushes in rubber and metal. The bushes contain more rubber and offer an excellent compromise between vibrational comfort and roadholding on corners (handling) through radial stiffness differentiation; 
- mechanical beam designed to accept the new wishbones and fitted with body attachments without the interposition of flexible elements; 
- double-acting telescopic hydraulic shock absorbers (perform differently during compression and stretching) located beneath the floor to improve comfort without detracting from boot space; 
- elliptical dome blocks to ensure the steering axle camber for the version with mechanical steering (i.e. where camber is determined to achieve the right compromise between steering precision/response and steering effort during parking manoeuvres or at low speeds) and for the version with power assisted steering (where camber is determined to prioritise driving precision and response). 

The rear configuration is an interconnected wheel (semi-independent) suspension with a torsion beam, a solution already adopted on higher category cars. The layout was popular in the past and then fell into disuse but has now come back into favour due to the possibilities offered by new technologies. This configuration combines the traditional benefits of a simple, streamlined layout with standards of comfort and handling once obtainable only with very sophisticated suspension systems. 

This solution offers driver and passengers: 

- great comfort because the level of noise and vibration entering the passenger compartment is lower due to single (metal and rubber) bushes attaching the rear axle to the body and an optimised underfloor shock absorber angle; 
- greater driving stability due to the bushes attaching the rear axle to the body. While cornering, they generate a wheel toe-in effect that ensures superlative driving stability even under difficult conditions. They also display great longitudinal flexibility; 
- improved handling achieved through the use of a folded sheet steel torsion beam that ensures ideal torsional rigidity to the suspension and thus an outstanding balance between vehicle front and rear for optimal weight distribution. 

Safety

The New Panda offers personality-packed styling, up-to-date and dependable mechanical components, a wealth of features and great comfort. What is more, it is also very safe. The safety comes not so much from individual components but from the sum of all the parts adopted to make the New Panda one of the safest cars in its segment. 

Active Safety

Firstly, the New Panda's braking system features two independent crossover hydraulic circuits to assure responsive, gradual braking and shorter stopping distances. Pedal travel is short so that brake servo specifications may be exploited to the full. 

Front discs are 240 mm in diameter and solid on vehicles with 1.2 8v and 1.1 8v engines, ventilated on versions equipped with the 1.3 16v Multijet. The rear brakes are drums (180 x 30) on all versions and feature self-centring shoes and automatic play take-up to ensure a short pedal travel that remains constant over time and also more responsive braking. 

The 9 inch brake servo also facilitates braking and makes it more effective by reducing the effort required on the pedal. On right hand drive versions with ESP, the pedals and drive trains have been radically revised to obtain shorter travels and modulate braking action more effectively. Active and Actual versions with a 1.1 8v engine and no ABS are equipped with a dual valve in-line system (VIL) on the brake pump. The valves distribute brake force correctly to the rear axle under all load conditions, so reducing stopping distances. The load proportioning valve is, of course, electronic on versions with ABS. 

ABS

The ABS fitted to the New Panda (Bosch 8) offers four active sensors, four channels, an electronic control unit and eight solenoids. It is completed by an EBD (Electronic Brake Distribution). 

This system ensures that any wheel at the point of locking can brake as effectively as possible. In emergency situations, it also allows full directional control of the car by means of the steering wheel. 

The strength of the system lies in the active sensors that process the wheel speeds (without the intervention of the control unit). They can also read values close to zero (passive sensors cannot record speeds lower than 2.5 km/h) and are less sensitive to interference caused by electromagnetic fields. 

This advanced ABS is complemented by an electronic brakeforce distributor EBD. This divides braking action over all four wheels to prevent the rear wheels from locking and ensures a balanced car response under all conditions. The system also adapts system operation to wheel grip conditions and pad efficiency. It also reduces front brake temperatures and the brake servo thrust requirement. 

An ABS comes as standard on versions equipped with 1.2 and 1.3 16v Multijet engines but is an option on the 1.1 8v. 

ESP

To ensure greater mastery of the car, the New Panda is the only vehicle in its category to offer the sophisticated Electronic Stability Program. The ESP, available from the beginning of 2004, cuts in under extreme conditions when car stability is at risk and also helps the driver to control the car. 

To achieve this result, the ESP continually monitors tyre grip in both longitudinal and lateral directions. If the car skids, it cuts in to restore directionality and ride stability. It uses sensors to detect rotation of the car about its vertical axis (yaw speed), car lateral acceleration and the steering wheel angle set by the driver (which indicates the chosen direction). It then goes on to compare these data with parameters generated by a computer and establishes - via a complex mathematical model - whether the car is cornering within its grip limits or if the front or rear is about to skid (understeer or oversteer). 

To restore the correct trajectory, it then generates a yawing movement in the opposite direction to the movement that gave rise to the instability by braking the appropriate wheel (interior or exterior) individually and reducing engine power (via the throttle). And here lies the specific advantage of the device created for the New Panda. It acts in a modulated fashion on the brakes to ensure the action is as smooth as possible (and the drive is not therefore disturbed). The engine power reduction is contained to ensure outstanding performance and great driving satisfaction at all times. The ESP is permanently engaged. 

ASR & MSR

The New Panda is fitted with a very sophisticated automatic traction control device to restrict drive wheel slip in the case of reduced road grip. This is known as ASR (Anti Slip Regulation) and comes as standard on all versions equipped with ESP. The ASR works at any speed and acts on the torque according to the measured grip coefficient. 

The device computes degree of slip on the basis of wheel rpm calculated by the ABS sensors and activates two different control systems to restore grip: 

- when an excessive power demand causes both drive wheels to slip (e.g. in the case of aquaplaning or when accelerating over an unsurfaced, snowy or icy road), it reduces engine torque by reducing the throttle opening angle and thus air flow; 
- if only one wheel slips (e.g. the inside wheel following acceleration or dynamic load changes), this is automatically braked without the driver touching the brake pedal. The resulting effect is similar to that of a self-locking differential. 

The ASR maintains vehicle safety as much as possible and is particularly useful when grip is lost (icy multi-storey car park ramps are one example) and whenever the asphalt does not guarantee even friction. 

Another not inconsiderable advantage of the ASR is the lower stress exerted on mechanical parts such as the differential and gearbox due to more effective control of low speed take-off and traction. 

The ASR comes on automatically whenever the engine is started. To turn off the device, all you have to do is press a switch on the central console. When the ASR is active, a warning light on the control panel flashes. 

A control panel warning light comes on (with the switch led off), to indicate system faults or irregularities. ASR deactivation is required when snow chains are used because the wheel must be able to slip by tiny amounts to pile up the snow so that force can be transmitted to the ground and the ASR tends to avoid this type of action. 

The MSR (Motor Schleppmoment Regelung) cuts in when the gear is shifted down abruptly in conditions of low grip. This device restores torque to the engine to prevent the wheel skidding as a result of lock. 

HBA

The New Panda is fitted with a device to assist with emergency stops. On vehicles with ESP, the function is carried out electronically by the ABS control unit and is referred to as HBA (Hydraulic Brake Assistance). 

In emergency braking situations, most drivers recognise a situation of danger and press the brake pedal very quickly. But not, however, with sufficient force. This is because people, unless they are professional drivers, are used to applying a certain load to the brake pedal. Because people tend to switch to autopilot mode when they carry out repetitive actions, the same level of force tends to be applied in all circumstances. 

On the new model, however, the brake assist devices cut in at this point. Although the pressure on the pedal is unchanged, the car is decelerated by the same amount as it would be if it were braked with all the necessary force. 

Emergency brake assist devices can even help experienced drivers who brake quickly and apply the correct amount of force in emergencies. This is because the system reduces brake activation time in all cases, i.e. the period between the time when pressure begins to be applied to the pedal and the moment when the circuit reaches maximum pressure and is able to offer maximum performance. 

Hill Holder

The Hill Holder helps drivers on hill starts. It operates when the ESP control unit perceives a change in vehicle gradient by means of a longitudinal acceleration sensor located on the floor under the passenger seat. During hill starts, the control unit is ready to intervene when first gear is engaged and both brake and clutch pedals are pressed. Front calliper pressure is thus maintained for about 1.5 seconds after the brake pedal is released so that the driver can set off with ease. The Hill Holder function does not operate when setting off downhill with the first speed engaged. The system performs in the same way with reverse engaged: during downhill starts, the system is active but deactivated during hill starts. 

Passive Safety

The model represents the state of the art in the field of passive safety systems. This is borne out by fifteen thousand hours of mathematical modelling, eighty crash tests, seventy simulations on a HyGe slide and one hundred and forty tests on components and subsystems. These numbers demonstrate the company's commitment to making the New Panda one of the safest cars in its segment. 

In-depth studies were carried out on exterior and interior components from the design stage to create a vehicle structure that is stiff around the passenger compartment (to protect occupants against objects entering the car). The areas outside the passenger compartment, on the other hand, offer high energy-absorbing capacity. 
This protection is completed by special dedicated safety devices. Beginning with airbags (up to six may be fitted), three-point seat-belts with pretensioners and load limiters, adjustable head-restraints and an FPS Fire Prevention System. And including a new chassis designed to absorb impact with maximum efficacy. The service continues with occupant protection provided by the body, bonnet, doors and facia beam. 

And we must not overlook the contribution to passive safety provided by other features such as the seats or door panels. Although these parts fulfil a different function, they have also been designed with a view to their behaviour in the case of accidents. 

Front Airbags

A driver's airbag is standard throughout the range while a passenger airbag is standard on Emotion and Dynamic specifications (optional on the other two). 
Both airbags ensure that the maximum size and shape assumed by the bag is as uninvasive as possible for customers. 

The front passenger airbag can also be deactivated manually by operating a switch inside the glove compartment using the ignition key. A baby can therefore be carried in a child seat with its back facing the direction of motion (though the pretensioner remains active). 

Sidebags

The New Panda comes with two front sidebags (options on Emotion and Dynamic versions) to protect passengers pelvises and chests even when the vehicle is struck from the side. These are located inside the seat squab to ensure a position that ensures the best possible occupant defence, regardless of stature, position assumed and seat adjustment. 

Window Bags

These airbags are fitted as options on Emotion and Dynamic specifications and drop down along the windows to safeguard the passengers' heads in the case of side impact. 

The window bags adopted on the New Panda are more protective than other types because they extend to a wide area and support themselves effectively even without a backing. 

They also effectively safeguard the heads of both front and rear passengers because they extend along the entire width of the window. Two bags (one on the right and the other on the left) are located under the roof rails where they are folded into a closed compartment. At the appropriate moment, the covering bends open to allow the bags to expand and drop downward. 

Seat-Belts & Head-Restraints

The New Panda is equipped with front seat-belts complete with reel, pretensioner and load limiter. In case of impact, an electronically-controlled pyrotechnic pretensioner rewinds the belt within a few milliseconds so that it fits snugly to the body. The front reels contain load limiters that yield in a controlled manner to modulate the force exercised on the shoulders of the belt wearer. The rear seats are also equipped with seat-belts with reels. 

The front head-restraints also come in two types: on the Emotion version, these are sealed and height adjustable while on other specifications they are fixed. The rear head-restraints (standard on the Emotion and options on the other three specifications) assume a single position that protects even the tallest people. When lowered, the rear passengers are bound to use them because of their shape. They are fixed and padded on five-seater versions. 

Control Unit & Sensors

As we have seen, the New Panda is equipped with all the most advanced passive safety devices currently available. They are governed by a sophisticated new 'nerve system' that is controlled by an electronic control unit located in the front tunnel. This control unit receives signals from the various sensors distributed throughout the car (and others inside) and decides how many devices should be activated and which ones. 

This is why the system is said to be 'smart'. It does not activate when the occupant is in no danger of striking the car walls regardless of whether an impact has taken place or not. It detects stresses that are not caused by an impact. It will even work if the electrical system stops working. 

All this is made possible by particularly sophisticated operating strategies and detection terminals. Such as two-way accelerometers that provide a set of information that go to join the signals from satellite sensors on the central pillars (responsible for activating the sidebags and window bags). 

Chassis

During frontal or rear impact, a car protects its occupants effectively if its structure is able to absorb most of the energy generated by impact and transfer as little as possible to the passengers. The New Panda benefits from a new chassis with two load lines that dissipate forces striking the car. A continuous system comprises front struts, rear struts and underfloor rails that run along the length of the New Panda to allow gradual, progressive crumpling proportional to the severity of impact. 

This crumpling is made possible by the use of high-strength materials of differential rigidity and thickness that are designed to sustain low-speed impact without damage while also absorbing the energy of high-speed impact and safeguarding the passenger compartment. 

The pushrods and line of struts are linked vertically at the top by a part specific to the New Panda. Their purpose is to prevent stress reaching the upper part of the car, particularly when the vehicle strikes the rear of a truck. 

Body

The outer body also plays an important role in safeguarding passengers in the case of an accident. It helps support the chassis during front and rear impacts and also plays a key role in side impacts. This achievement is due to the broad cross-section of rails and central pillars and also to the presence of box-section rails in the roof and a beam connecting the central pillars. 

The use of panels with two layers of zinc coating on both chassis and body defy corrosion and ensure that structural performance is maintained throughout the car's life. 

Doors

To improve safety, the side doors are fitted with hinges and catches that are larger than required by standards and designed to ensure they do not open accidentally during impact but can be easily opened afterwards. Most importantly, they are rigidly reinforced at the waist-line and contain conventional high-strength steel bars that increase protection against side impact. 

Underfacia Beam

A high strength beam under the facia acts as a sturdy connection between both front pillars and the floor. It helps ensure the indeformability of the entire front area of the passenger compartment. It also acts as a support to the steering column and prevents the steering wheel from moving forward or moving back toward the driver during impact. 

Bonnet

Even the bonnet has been designed with preset collapse lines that act in conjunction with the retaining hooks to prevent it penetrating the windscreen in the case of accident. 

Seats

The structure of the New Panda's seats has been developed to complement the protective action offered by dedicated safety devices in the event of an accident. For this reason, two sturdy pipes are located under the front seat cushion that support the occupant correctly in the case of frontal impact and minimise seat deformation in the case of side impact. The front pipe and the shape of the base prevent passengers from sliding under the seat-belt (antisubmarining). 

An antisubmarining device is also built into the seat base on the rear seats. The rear seat squabs are supported by a sturdy sandwiched box section structure able to withstand the forces that develop during frontal impact with limited deformation, even when the luggage compartment contains very heavy loads. 

ISOFIX Attachments

The New Panda is fitted with ISOFIX attachments to encourage the continuous, correct use of child seats and ensure that the smallest passengers are transported in maximum safety. The attachments take the form of two pairs of brackets (located at the base of the rear seat squab) that allow child seats to be fitted and removed easily and quickly: all you have to do is click the seat into the two fastenings. The bracket sizes and settings are set in accordance with European standards so that the seat can be reused on any other car. 

Facia

The passenger airbag flap is located in the upper part of the facia. No objects can be placed here because they would be projected into the passenger compartment by the expanding bag. 

The lower part of the facia does not contain rigid parts against which passengers could strike their knees. The area beneath the steering column is rendered harmless by a rounded metal guard, covered in turn by padding and an outer coating. The steering column angle adjustment lever and ignition key dowel are also designed to ensure they do not constitute a possible obstacle to occupants' knees. 

Door Panels & Armrests

The upper part of the door panels are smooth and soft, while the armrests are built to yield during side impact without harming passengers. 

Bumpers

These protect passengers against minor impact and feature protruding mouldings to prevent the paintwork from become scratched as a result of minor scrapes. The two beams that support the outer shell also allow the New Panda to absorb impact without damage at speeds up to 4 km/h. 

Fire Prevention System

The FPS is the most up-to-date and sophisticated solution for protecting a car against possible fire risks. The main system components include an inertia switch that immediately locks the electric pump in petrol-driven cars and the supply solenoid in diesel cars following crashes of a certain entity. This brings about a pressure drop in the fuel ducts to prevent fuel emerging. 

On petrol versions, a cut-off value is also fitted after the tank. This prevents fuel loss in the case of impact, roll-over or damage to the fuel lines. The fuel tank is made out of plastic material resistant to mechanical stress and fire. It is located in a protected position in front of the rear axle. 

All electrical equipment power leads are also fitted with maxifuses: devices that cut off the power supply when the temperature becomes too high. Connection leads to the starter motor and alternator are covered with an abrasion-proof coating and located in protected areas. 

Special care has also been taken over the arrangement of components and units (engine bay, electrical system, fuel system and brakes) that could become damaged by a fault or accident. The interior trim is also fire resistant (with a flame propagation rate less than 100 mm/min) and meets tough US flame retardant standards.