A quick glance at the power units available on the new Fiat Punto reveals the most extensive and comprehensive engine and gearbox range in its segment: three diesels and four petrol units plus a revolutionary bipower system (petrol and methane) that is making its debut in this market band. All come with four cylinders and make up a product range that can satisfy the most disparate needs. Common features include: flexibility, running economy and respect for the environment. These are combined with two sophisticated automatic transmissions (Speedgear and Dualogic) and four manual gearboxes (three with five speeds and one with six speeds). 
Not to mention the fact that no fewer than three of these engines are brand new and making their first appearance on the New Fiat Punto. The revolutionary 1.3 Multijet 16v, the brisk 100 bhp 1.9 Multijet and the lively 95 bhp 1.4 16v Fire. 

These engines are complemented on the restyled model by a powerful 130 bhp 1.8 16v unit, the reliable 85 bhp 1.9 JTD (Unijet) and two tried and tested 1.2 units (8v and 16v) from the Fire family, now with some parts revised and improved performance. 

This is the best proof of our ability to build reliable, solid and indefatigable engines. This universally accepted Fiat attribute has been amply demonstrated in the petrol engine field, for example, by the 12 million and more Fire units produced since 1984. And now the diesel versions of the new model extend to a wider public the benefits offered by second generation Multijet Common Rail turbodiesel engines in terms of a better ratio between performance and fuel consumption and greater respect for the environment. 

The development of the Multijet system is the advance that has really helped the Fiat Group to achieve a major new record in the diesel engine field. All this was possible because we have been building up know-how in this field since 1988, the date that marked the arrival of the Croma TDI, the first direct injection diesel vehicle in the world. 

1.3 Multijet 16v

The facelifted Punto is the first Fiat Auto vehicle to adopt the 1.3 Multijet 16v, the smallest and most advanced second generation Common Rail direct injection diesel engine.

To achieve this, the designers took all the engineering packed into the ultra-recent 140 bhp 1.9 Multijet engine: for example, the high pressure Common Rail device, multipoint injections, 16 valves, intercooler and a particularly efficient combustion chamber shape. Then they added an intake system with plastic manifold and directional ducts. Lastly, they reduced engine mass and dimensions without detracting in any way from the unit's technical sophistication and quality. 

The final outcome was the 1.3 Multijet 16v, 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 180 Nm at just 1750 rpm. 

All in all, the 1.3 Multijet 16v 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. 

This major feat of miniaturisation enables the engine to be fitted to segment B superminis and even segment A city cars. But the new engine can also boast another record: 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 144 Nm/l. 

This compact, technologically sophisticated new engine also offers outstanding efficiency and is practically guaranteed for life. 

The 1.3 Multijet 16v 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. 

And more. 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 Fiat Punto equipped with the 1.3 Multijet are outstanding: top speed is 164 km/h and the car takes just 13.4 seconds to accelerate from 0 to 100 km/h. Fuel consumption figures are amongst the best in the segment: 5.6 l/100 km over an urban cycle, 3.9 l/100 km for an extra-urban cycle and 4.5 l/100 km over mixed routes. 

The 1.3 Multijet 16v 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 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. Small Fiats equipped with the sophisticated 1.3 Multijet 16v engine could carve out a significant niche within this market. Because if it is true, as the history of diesel has taught us, that 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. 

the secret lies in the Multijet system

Until recently, the Holy Grail in the diesel engine field was power units with Unijet Common Rail engineering. Despite their name, the engines make not one but two injections of diesel into the combustion chamber: a small initial injection and a bigger main injection. But all this has changed now, because the Fiat-GM Powertrain engineers have developed second-generation Common Rail power units that are multijet, i.e. capable of more injections (3 to 5). 

The engineering principle behind both systems is the same. Even in the Unijet version, the pilot injection raises temperature and pressure inside the cylinder to improve combustion at the time of the main stroke. Because the main injection can now be divided into many smaller injections, the amount of diesel burnt inside the cylinder remains the same but the combustion is fuller and more gradual. This allows further progress towards the aim of quieter combustion, reduced emissions and increased performance. 

Multijet Common Rail engines differ from Unijet Common Rail engines in two essential parts: the injectors and the electronic control unit. Injections able to reduce the time between one injection and the next were required to increase the number of injections - and the time was thus cut by one order of magnitude: from 1500 to 150 microseconds. Then the engineers had to reduce the minimum injected quantity: from 2 to less than 1 cu mm. We therefore needed a smarter control unit, i.e. a unit able to continually change injection strategy to adjust to changes in three parameters: engine rpm, torque required at any given moment by the driver and coolant temperature. 

While the new 1.3 Multijet 16v engine is in operation, the control unit continually adjusts injection arrangement and number (as well as the amount of diesel injected). When coolant temperature is lower than 60° and torque requirement is low, two small and one large injection are performed, very close together. As torque increases, the number of injections drops to two: a small one and a large one. Under conditions of high rpm and high torque demand, only one injection is performed. With coolant temperature over 60°, things change again and to minimise emissions the injection arrangement becomes: one small, one large, and one small. 

benefits to the customer

As far as customers are concerned, the fact that all the engineering is packed into the small 1.3 Multijet 16v means a reduction in fuel consumption that amounts to some 10% for the same mass and weight. The emission control reduction amounts to 50%. 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. 

100bhp 1.9 Multijet

This engine is derived from the tried and tested 1.9 JTD 8 valve Common Rail unit and takes the form of a 4 cylinder in line unit with bore of 82 millimetres and stroke of 90.4 millimetres. The two valves per cylinder are driven directly by an overhead camshaft. The new turbodiesel has undergone several engineering changes to increase performance and engine torque at low speeds and to reduce noise levels and vibration. 

For example, the Common Rail system used on the 100 bhp 1.9 Multijet unit includes two new strategies for automatically calibrating and balancing the diesel injected to lower noise and reduce vibration. The combustion chamber has also been optimised to improve thermodynamic efficiency by reducing the compression ratio from 18:1. 

Certain engine components are brand new: a cylinder head with hydraulic tappets, steel connecting rods and crankshaft, a piston with an internal channel to carry cooling oil to the main and connecting rod bearings that are made out of different material to the previous unit. The exhaust and intake manifolds are also new: the former is made out of a special high-strength material while the latter is made out of pressure cast aluminium. 

The electronically-controlled EGR system is cooled by exhaust gas. The lubrication circuit has a new oil pump and an external heat exchanger (air/oil) for cooling the oil. The cooling system is fitted with a different water pump. This long series of improvements and changes have created a reliable, powerful engine with low fuel consumption. 

The power units are turbocharged via a fixed geometry IHI RHF4 MIX-FLOW turbocharger with electronically-controlled waste gate that helps improve power delivery by allowing very high torque delivery even at low rpms. Suffice it to say that 90% of maximum torque is available between 1750 and 3250 rpm. These data translate into great driving satisfaction and truly inspiring performance.

And more. The brand new 1.9 Multijet offers various benefits. The engine is quieter as it warms up. The improvement can be quantified as 3 to 6 decibels lower according to engine speed and environmental temperature. Other advantages include great power (74 kW at 4000 rpm), generous torque (26.4 kgm at 1750 rpm) and a top speed of 185 km/h. Despite this outstanding performance, the fuel consumption is low: 7.3 l/100 km over an urban cycle, 4.1 l/100 km for an extra-urban cycle and 5.3 l/100 km over mixed routes. The new power unit also reduces emissions even though it is not fitted with sophisticated exhaust gas treatment devices. 

The attributes of this second generation Common Rail family are many. Though the underlying principles remain the same, i.e. high injection pressure and electronic injector control. With one extra feature: during each engine cycle, the number of injections increases over and above the current number of two. In this way, the same amount of diesel is burnt inside the cylinder but in several portions to achieve smoother combustion. 

The advantages include lower running noise, reduced emissions and a 6-7% increase in performance. All this comes with a level of engine efficiency that improves car handling still further. 

These results are not to be scoffed at, particularly because they are obtained with an engine that represents an incredible leap forward from prechamber diesels and even improves on first generation JTD engines. The Multijet's secret lies in the control unit that governs electric injector opening and closure (and also in the injectors themselves). The crucial element is the electronic control unit itself that can perform a set of injections that may be very closely spaced. 

85bhp 1.9JTD

The New Fiat Punto will again be offering the popular 1.9 JTD direct injection Common Rail turbodiesel unit (Unijet). 

This power unit was introduced for the first time in segment B by the previous model (in 1999). It develops a power output of 85 bhp (63 kW) at 3500 rpm and a torque of 196 Nm (20 kgm) at 1500 rpm. This engine takes the car to a top speed of 173 km/h and allows acceleration from 0 to 100 km/h in 12.2 seconds. These outstanding performance levels are backed by two very attractive aspects relating to range. A New Fiat Punto powered by a 1.9 JTD can cover 100 kilometres with 4.9 litres over a combined cycle (5.3 for the Sporting version) and no less than 4.0 over an extra-urban cycle (4.2 litres with the Punto Sporting). 

In these power units, injection pressure is not dependent on engine rpm but is managed independently by an electronically-controlled device. It is also possible to perform a preliminary injection by means of a very short pilot injection of diesel. 

It is worth remembering that because injection supply in conventional prechamber or direct injection diesel systems is controlled by a mechanical pump (often electronically controlled), injection pressure increases as the engine rotation rate rises. This feature limits combustion optimisation and thus also performance, noise levels and emissions. 

With the Common Rail system, however, injection pressure is independent of engine rotating speed and load (accelerator position) because the injection pump generates pressure by accumulation. Because the pump and injectors are controlled by an electronic system, injection pressure and injected fuel quantity can be optimised for each engine service point. 

This means that the injection pressure can be very high and it is also possible (due to the electronic control system) to deliver minimal fuel quantities, i.e. to deliver a preliminary injection known as a pilot injection. These two features bring great benefits to the driver. The former (principle of accumulation) leads to more efficient combustion and thus improved efficiency and performance. The second feature (pilot injection) ensures a great reduction in combustion noise. 

The high pressure value also allows fuel consumption and fume levels to be significantly reduced while the pilot injection creates ideal temperature and pressure conditions in the combustion chamber to perform the main combustion. Preheating the combustion chamber greatly reduces the pressure gradient throughout the cycle that is responsible for combustion roughness and thus the metallic noise typical of conventional direct injection diesel engines. 

But this is not all. Multijet injectors are also adopted to ensure cylinder combustion takes place as accurately as possible. The injectors contain tiny holes that atomise the diesel fuel and spiral intake ports that impose a swirling motion on the air. 

The cylinder head is also cross-flow type for increased turbulence. Highly nebulised fuel and swirling air create a mixture that burns with great efficiency. Compared to a similar prechamber engine, the Unijet power unit improves performance by 12 percent on average and reduces fuel consumption by 15 percent - again on average. The New Fiat Punto 1.9 JTD also comes with a turbocharger with performance specifications designed for reduced fuel consumption and faster responses (essentially a small turbine and reduced turbo-lag). As far as the customer is concerned, this technical solution means greater driving satisfaction that is further enhanced by electronic control of turbo pressure. 

95bhp 1.4 16v FIRE

And so to the latest arrival in the Fire range - and also the highest performer. The new engine offers a cylinder capacity of 1368 cc and a 4 cylinder in line configuration with bore of 72 millimetres and stroke of 84 mm. The four valves per cylinder are driven directly by two overhead camshafts. 

The power unit was developed with particular attention to performance and fuel consumption, an area where the New Fiat Punto excels in its category. This is due to the fact that the volumetric efficiency has been optimised throughout the service range due to painstaking fluid dynamic development studies on the entire intake and timing system. The result is a power output of 70 kW (95 bhp) at 5800 rpm and a maximum torque of 128 Nm at 4500 rpm. A New Fiat Punto equipped with this engine reaches 178 km/h top speed, accelerates from 0 to 100 km/h in 9.9 seconds (9.6 for the Sporting version) and covers a kilometre from a standing start in 31.7 seconds. The fuel consumption figures are amongst the best in the segment: 7.8 l/100 km over an urban cycle, 5.1 l/100 km for an extra-urban cycle and 6.1 l/100 km over mixed routes. On the Sporting version, the figures are 8.8 l/100 km - 5.3 l/100 km - 6.6 l/100 km. 

In other words, a vigorous yet frugal engine. This performance is aided by an electronic throttle valve control system known as a drive by wire system. Unlike the current production 16 valve unit, the 95 bhp 1.4 unit uses new engine control unit management software. 

This torque-based system represents the cutting edge in its field. Its strength lies in being able to manage all actions through a single co-ordinator block that operates according to one basic parameter, i.e. the driver's torque requirements expressed through the accelerator. When translated into a physical torque value, these demands (including the demands of external systems such as the ABS) may be coordinated even before the main engine control parameters have been converted (advance, throttle position, injection time etc.) with the huge benefit of meeting the needs with extraordinary accuracy and within a very short time period. Not to mention the fact that this system exploits a single standard of communication between the various systems and functions that all speak the lingua franca of drive torque. This allows a higher level of handling than with current systems while also reducing polluting emissions levels. The system also guarantees maximum integration with all the other devices such as ESP and Cruise Control. 

Another specific feature of the new 95 bhp 1.4 16v Fire is the increase in compression ratio and the high torque values at low speeds, qualities that have allowed fuel consumption to be kept low. This aim is also achieved through the tuning of the cutting edge engine control system that succeeds in cutting fuel consumption as far as possible while still maintaining handling, performance and low emissions. The 95 bhp 1.4 16v already meets Euro 4 legislative requirements due to a catalytic converter located in the engine compartment (and welded to the exhaust emission manifold flange using a new method) that reaches high temperatures within a shorter time period and thus reduces emissions even during the power unit heating stage. To minimise the environmental effect, the new engine is also equipped with a no-return fuel system that eliminates fuel recirculation within the tank and thus reduces vapour formation. 

High-performing, thrifty and clean: the 95 bhp 1.4 16v Fire unit backs these qualities with outstanding acoustic comfort. Firstly, a barycentric power unit mounting system has been adopted to minimise the transfer of engine vibrations to the body by achieving reaction forces with zero offset. 

This also helps improve the acoustic comfort of the new engine: 

- an aluminium crankcase base with cast iron main bearing caps cast together; 
- the development of an aluminium oil sump that is connected directly to the crankcase base and gearbox to increase the flexural and torsional rigidity of the entire power unit to reduce vibrations; 
- the use of a damper with setting specially adjusted to damp vibrations with torsional resonance in the crankcase and flywheel system; 
- lastly, the adoption of an optimised piston skirt profile on which is deposited (screen-printed) a molybdenum bisulphate coating that allows piston/liner mating clearances to be pared to the minimum possible during production. This reduces noise produced by secondary movement of the piston in the cylinder (piston slap). 

60bhp 1.2 8v

The tried and tested 1242 cc makes its arrival on the New Fiat Punto after undergoing a whole series of refinements to make it a paragon of 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 Fiat Punto excels in two areas. Firstly, the 5.7 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: 35.9 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 7.3 l/100 km (urban cycle), 4.8 l/100 km (extra-urban cycle) and 5.7 l/100 km (combined cycle). 

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. 

Fuel consumption was further reduced by making the components lighter: in particular, a new intake manifold was developed with U-shaped branches and built-in plenum that is made entirely out of polymer reinforced with fibreglass and manufactured using cutting-edge methods. 

Performance has been improved through the use of a specially developed electronic control system based on a miniaturised Marelli 59F electronic control unit produced using micro-hybrid technology and 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 barycentric 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 deploys 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 Fiat Punto 1.2 8v is complemented by a no-return 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. 

80bhp 1.2 16v

The 80 bhp 1.2 16v engine unit selected for the New Fiat Punto features a modified torque delivery curve (11.6 kgm at 4000 rpm) for an even more satisfying drive and good performance with better fuel economy. The engine also benefits from all the improvements described for the Fire 1.4 16v as far as the mechanicals, on-board electronics, exhaust system and fuel system are concerned. 

This power unit also features a sophisticated piece of engineering not present on the 8 valve version. This takes the form of an electronic throttle driven by the engine control unit, a mechanism previously reserved for higher segment models. This device is wire-driven, i.e. operated without any mechanical connections between accelerator and throttle body. It leaves the electronic control unit the task of delivering torque in accordance with the driver's varying requirements. This is reflected in a top speed of 172 km/h and an acceleration figure of 0 to 100 km/h in 11.4 seconds (33.2 seconds to cover a kilometre from a standing start). 
The fuel consumption figures are also amongst the best in the segment: 6.0 l/100 km over a mixed cycle, 7.6 l/100 km for an urban cycle and 5.0 l/100 km over an extra-urban cycle. 

A microhybrid electronic engine management system makes a crucial contribution to enhancing the vigorous temperament of the 1.2 16v engine. An aluminium crankcase base with linked main bearing caps has also been developed to improve engine performance as far as acoustics and noise levels are concerned. 

130bhp 1.8 16v

This is the top-of-the-range petrol power unit. Though fuel consumption figures are maintained within reasonable levels, the 1.8 16v naturally goes all out for the area where it really excels, i.e. performance. Suffice it to say that the figures for acceleration from 0 to 100 km/h (8.6 seconds) and top speed (205 km/h) are at the top of its range. The power and torque figures are also outstanding, being 96 kW (130 bhp) at 6300 rpm and 164 Nm (16.7 kgm) at 4300 rpm. 

It is no mere chance that the power unit that has already made an appearance on models such as the Fiat barchetta and Fiat Stilo is used for performance versions of the New Punto (HGT and Sporting). 

The shape of the torque delivery curve is also excellent on the 1.8 16v. Ninety percent of the torque is available throughout a wide range of rotation speeds, i.e. 1800 to 6500 rpm. The engineering features that allow the 1747 cc power unit to achieve these performance figures are variable valve timing and a plastic variable geometry intake manifold. 

Variable valve timing adapts the intake valve opening interval to engine speed. Variable length ducts, on the other hand, tune the movement of the air column to valve opening at every rotation speed. 

This optimises combustion chamber filling to create a flatter, broader, more even torque curve. As far as the customer is concerned, this makes for an engine that is flexible and spirited from low rpm levels, powerful at top speed and also able to run very evenly when idling and under low loads. 

Engineering and constructional highlights of the 1.8 16v include: a thin-walled cast iron crankcase with built-in liners and an aluminium alloy cylinder head with four valves per cylinder. The timing system also includes two camshafts driven by toothed belts. The latter also controls the water pump built into the head. 

Great care has also gone into operational comfort. To minimise vibrations and noise, the 1.8 16v is fitted with a crankshaft with eight counterweights and torsional damper while the oil sump is structural to strengthen the power unit. Very few maintenance operations are required. The toothed belt that drives the timing system is a poly-V belt. The belt is fitted with an automatic tensioner and the tappets are hydraulic. 

The 1.8 16v engine is also environmentally friendly because it already meets the Euro 4 emission limits not due to come into force until 2006. 

GEARBOXES

The wide engine range available for the New Fiat Punto is backed by a gearbox range that is truly unique for its segment. Four of the gearboxes are manual (three are five-speed, one is six-speed) while two are automatic with electronic control. 

First the manual units. Though they differ in terms of the maximum torque values they can handle (13.5 to 26 kgm), all share a dual cable external control that filters engine running unevenness and vibrations transmitted from the engine to the 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 gear ratios are very long for good fuel economy while the clutch control is hydraulic to assure - yet again - low running noise, ease of use and efficiency. 
One particularly outstanding gearbox is the Getrag unit on cars equipped with the 100 bhp Multijet engine. This is a five-speed gearbox with an internal tripod joint. This up-to-date, sturdy, reliable gearbox is designed to withstand very high torque levels (26 kgm). The New Fiat Punto with 1.8 16v, 1.9 JTD and 1.3 Multijet engines comes with a five-speed gearbox that transmits a torque of 21 kgm and an external coupling. Both gearboxes were developed for higher segment cars and achieve the highest levels of noiselessness and ease of engagement. All are equipped with a syringe device to prevent involuntary reverse engagement. 

The range is concluded by a five-speed version of our 13.5 kgm gearbox that is fitted to 1.2 (both 8 and 16 valve) and 1.4 16v power units. The same gearbox, but with six speeds, is fitted to the New Punto Sporting equipped with the 1.4 16 valve engine. The sixth speed is non-overdrive on this version: the car reaches its top speed when in this gear. Both gearboxes take up little space and their selection levers offer outstanding 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. 

dualogic & speedgear

Our Dualogic and Speedgear transmissions, veritable mechanical gems, allow Fiat to achieve a double record in this segment. Back in 1999, the Punto was the first mini to be fitted with a Speedgear and now the new model is the only car with a power-assisted transmission applied to a Multijet engine. 

The Dualogic device is available with the manual gearboxes combined with the 1.3 Multijet 16v and 1.2 8v engines and features 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 tunnel. 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 Fiat Punto 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 Fiat Punto has been started, pressure on the brake pedal confirms to the system that a 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 speed increases and 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. 
And so from the Dualogic to the Speedgear. Apart from the New Fiat Punto you can count on the fingers of one hand the cars in this segment with an electronically-controlled continuous automatic transmission - and in 1999, the previous model that originally launched the unit was the only one in the world. In this type of device, a pulley and steel belt system offers a continuously variable transmission ratio to ensure a gear range (ratio between longest ratio and shortest ratio) that is much broader than on conventional automatics. 

The New Fiat Punto device also allows a choice between a fully servo-assisted drive (when it works in the same way as a conventional automatic transmission) and manual management with sequential shifts.

Two gearboxes in one - and more. When the unit changes over to automatic, the driver can choose between two operating modes: one designed for performance and the other for comfort. All in all, the driver can always choose between three driving modes: two automatic and one manual (sequential). When in manual mode, gear changes can be made without taking your foot off the pedal and six speeds are available. 

The new Speedgear gearbox is always complemented by a torque converter in place of an electromagnetic clutch and this brings considerable benefits. It reduces fuel consumption and increases the engine brake effect (because converter locking is governed by gearbox software). Take-off is smoother, steep gradients can be climbed without problems and parking manoeuvres are easier. 

The electronically controlled device ensures smooth operation and jerk-free management of transients (acceleration and over-run) because the accelerator operating signal may be filtered. 

From an engineering viewpoint, an automatic transmission is the best complement to a power unit: partly because it can exploit engine power to the full while safeguarding it from stress and partly due to the driving comfort it offers. For example, the system includes an electronic device for detecting a fast acceleration request (corresponding to a downshift on a manual gearbox) that is more sensitive and effective than the kick-down on a conventional automatic transmission. When in manual mode, the Speedgear allows the driver to decide which gear to engage for driving satisfaction and performance. 

To choose this driving mode, simply move the lever to D position and then move sideways into the gate to the left of the automatic selection gate. In this position, the lever can only carry out two movements: forward to change up and back to change down. Each gearshift is shown on the display. When the vehicle stops, the device changes to first gear ready to set off. 

When it changes to automatic mode (lever in position D), the system offers further selection opportunities. In other words, between a livelier gearbox management strategy (short ratios) and a more comfortable strategy that is better suited for town driving, for example. In the latter case, the gearbox automatically selects longer and thus quieter ratios. 

Through its electronic link to the accelerator (drive by wire), this gearbox also ensures very smooth operation during acceleration and over-run for a highly satisfying drive. 

To select one of the two driving modes, you have to press a button on the gear control panel. You can switch from one to another at any speed. The speed engaged (if a manual gearbox is used) or the selected operating mode (for an automatic transmission) is indicated on the instrument panel. 
Convenient, easy to use and safe. On this front too, the New Fiat Punto Speedgear gearbox offers the maximum guarantees. Some device functions are designed to safeguard the unit itself and assure absolute control over the car at all times. 

- SHIFT-LOCK: this device allows you to move the control lever from position P only after pressing the brake pedal; 
- KEY-LOCK: the ignition key may be removed only with the gearbox in position P; 
- START-UP: the engine may be started only with the gearbox in positions N or P; 
- EXCESS RPM: the system engages a higher speed before the engine reaches an excessive rpm. Conversely, it delays the changeover to a lower gear when the manoeuvre seems likely to increase rpm to excessive levels (only in manual position); 
- REVERSE: reverse cannot be engaged above a certain speed. When the speed again drops below a set limit, reverse may be engaged. With the control in R position, the system automatically activates the reversing lights.