What a wonderful invention the internal combustion engine. A look through the annals of motoring history, especially motor sport, is a chronicle of very clever people practically re-inventing the engine over and over again – squeezing more power, better torque, improved fuel consumption and so on and so on.

Yet, at the heart it remains the same. Apart from the very ordinary chair, there are few things in this life that have – and are – undergoing a seemingly never-ending series of redesigns and modifications.

Which brings us to the Alfa Romeo MiTo MultiAir. When the MiTo was first launched locally last year it brought with it a ‘wo’ factor sadly missing from the Italian brand for a while – enough of it anyway to get the car nominated as a finalist in the SA Guild of Motoring Journalist’ Car of the Year Competition.

Now the MiTo range is expanded by two models – the 100 kW version badged 1.4 Tbi Progression and the 125 kW beauty called the 1.4 Tbi Quadrofoglio Verde, this also bringing the return of the iconic cloverleaf badge to an Alfa Romeo.

MultiAir technology does exactly what it says on the box: it takes precise control of the quantity and characteristics of the air drawn into the cylinders in the combustion cycle. Bear in mind there are numerous electro-mechanical variable valve timing systems in production today that seek to achieve this, but because they have no more than two operating regimes, they are severely limited by the degree of flexibility they can exercise in the valve opening schedules.

By contrast, MultiAir completely eliminates these compromises by metering the direct air charge at the cylinder inlet ports with an advanced electro-hydraulic actuation and control system that has no fewer than five basic parameters and the ability to optimally adjust valve timing and lift between them to exactly suit different engine speeds and loads, ensuring strong low- and mid-range torque and vigorous top-end power, combined with good economy and low emissions.

MultiAir engines have just one camshaft with three lobes allocated to each cylinder. The first two control the two exhaust valves in the conventional way, while the third defines the maximum possible lift and opening duration of the two inlet valves. It also acts on a small piston that sends engine oil, via pressurised hydraulic channels, to additional pistons located just above the inlet valves.

Four solenoid valves – one for each cylinder under individual control from the Magneti Marelli ECU engine management system – can be opened at any point during the inlet valve’s movement to bleed off the oil. Varying the oil flow instantly and precisely controls the opening and closing of the valves between the parameter extremes mechanically described by the camshaft lobe for optimum results.

MultiAir can even open the inlet valve twice in one intake stroke, when running at low speeds and loads around town, to create more swirl of the intake mixture, enabling it to burn more completely, thereby lowering fuel consumption.

In addition to MultiAir, the new MiTo range brings optional Active suspension on the Quadrofoglio Verde, the emission-reducing Start&Stop system (standard on both versions) and the DNA system derived from racing.

This three-mode electronic system communicates with the engine, brakes, steering, suspension (applies to Quadrofoglio Verde with optional Active suspension) and transmission, allowing the driver to adjust the responses of the car to suit driving style and road conditions.

Alfa’s Electronic Q2 limited slip differential is standard on every MiTo along with safety systems such as traction control, stability control, ABS/EBD and Hill Holder.

The MultiAir 100 kW version has a claimed 0-100 km/h time of 8,4 seconds and a top speed of 207 km/h with CO2 emissions of 129 g/km and a combined fuel consumption of 5,6 l/100 km. This model features a five-speed manual box.

The 125 kW MultiAir powerplant offers a power output of 125 kW at 5 500 r/min with peak troque of 250 Nm at 2 500 r/min and drives through a new fast-shifting, short-travel six-speed gearbox. It has CO2 figure of 139 g/km and a claimed consumption of 6,0 l/100 km. 0-100 km/h comes up in 7,5 seconds and terminal velocity is 207 km/h.
The MiTo suspension layout consists of MacPherson struts at the front and a semi-independent layout with torsion beam at the rear. The 100 kW version rides on 16-inch rubber with the 125 kW on 17-inch.

The launch route in Gauteng took motoring scribes on a tour of unfinished roads and some of the mightiest potholes ever seen as we meandered our way from Johannesburg to Cullinan and back. This provided plenty of opportunity to evaluate the suspension. I preferred the ride on the bigger tyres but colleagues disagreed with some plumping for the smaller tyre. Certainly the 125 kW version I drove felt more positive and tracked more accurately over the undualtions than the 100 kW version.

However, without the opportunity to check tyre pressures and the like, this view is probably more subjective than objective – and hence the lively debate on the subject at the midway stop.

The MiTo’s DNA system offers three distinct ‘vehicle personalities’ tailored to driving style and the prevailing road characteristics and conditions: Dynamic (sporting), Normal (suburban/town driving) and All weather (maximum safety, especially in low-grip conditions).  A three-position switch, situated beside the gearlever, alters the throttle response and steering set-up for the different driving environments.  In Dynamic mode, the throttle response is quicker, the steering is sharper and the handling is more direct.  For icy and loose surface environments the All Weather mode provides a more gentle response.

The Quadrofoglio Verde is a true return to the sporting roots of Alfa Romeo. It is a car that demands to driven briskly, wants to stretch the limits in the twisty bits and does all of this in an unflappable and untempremental way. Sadly, the shocking state of the roads and the heavy traffic trying to escape the choked highways left little opportunity for truly exploring the car.

Hopefully when we get one for a full road test we will be able to find some half decent roads.

The MiTo has 30 000 km service intervals, a 3-year / 100 000 km warranty and 5-year / 90 000 km service plan.

Colin Windell is the editor of Fleet magazine and contributor to SACarFan.

Nissan’s first mass produced all electric car, the Nissan Leaf, is expected to have have at least 20 000 customers in the United States before even hitting showrooms in the third quarter of 2010.

We are confident we will have 20,000 reservations for the Leaf by the time it goes on sale, says Carlos Tavares, Nissan’s chairman for the Americas.

The Nissan Leaf is competing against the Mitsuibshi I-MiEV and the Subaru Stella with all three cars powered only by electricity.

In order for the cars to work in a city environment, a recharging grid must be available to bring the Leaf back to life. In the United States, Nissan has worked with authorities to have the infestructure ready prior to launch. The Leafs delivered to US customers will initially be imported from Japan, but starting in 2012 they will be built in Tennessee where Nissan has invested over USD2.5 billion to manufacture 150 000 Leafs a year and 200 000 lithium ion batteries, starting in late 2012.

The Nissan Leaf’s electric motor is capable of 80 kW and 280 N.m of torque, it will manage 160 km on one full charge, which takes eight hours, however Nissan says a 30 minute charge will still provide a range of around 120 km.

As for South African buyers, no news is available on whether the Leaf will make it to SA. If the infestracture can be put in place to support electric vehicles (EV’s) this may open up the market for a number of manufacturers. However, with electric vehicles typically demanding a price premium at this early stage, South Africa may not have a large enough demand to warrant fully imported EV’s. Now if only we had a locally produced alternative…oh yes, some okes in Cape Town are working on something called the Joule.

With the automotive world striving for smaller, more efficient engines in a bid to be seen as environmentally-conscious and attract customers, scientists and engineers are coming out of the woodwork with new combustion engines, electric powertrains and other systems that they tout as the future of automotive technology.

Now, an engineering firm by the name of Ilmor has announced its own new redesign of the internal-combustion engine, with claims that efficiency gains of between 5% and 20% can be had. What makes us actually sit up and take notice of Ilmor’s claims is the company’s history, having built Formula 1-winning engines for Mercedes-Benz and working with a number of Indy car teams for over a decade to build engines – not exactly amateurs, then.

The new, more efficient engine Ilmor is proposing promises to deliver the fuel economy that current diesel engines can achieve, without the associated emissions problems the oil-burners typically offer. Designed for road cars, rather than its usual work with racing applications, the Ilmor-designed 5-stroke petrol engine is a diminutive 700 cc three-cylinder unit that still manages to develop 95 kW and 165 N.m of torque.

According to Ilmor, the 5-stroke concept engine utilizes two high-pressure fired cylinders operating on a conventional 4-stroke cycle that alternately exhaust into a central low-pressure expansion cylinder, whereupon the burnt gases perform further work. The low-pressure cylinder decouples the expansion and compression processes and enables the optimum expansion ratio to be selected independently of the compression ratio.

The end result is that the engine runs an overall expansion ratio approaching that of a diesel engine – in the region of 14.5:1. The engine is also more compact, and unlike other new technologies does not require any new manufacturing techniques. The engine is just a concept for now, with further development expected to take place. Eventually, the company hopes to achieve a power density figure of 110 kW per litre of displacement.

Adapted from MotorAuthority

Nissan has officially unveiled the LEAF, the world’s first affordable, zero-emission car.

The Nissan LEAF is a medium-sized hatchback which can comfortably accommodate five adults with a range of more than 160 km, which, according to Nissan, should satisfy the daily driving requirements of more than 70 per cent of the world’s consumers who drive cars.

Designed specifically for a lithium-ion battery-powered chassis, the LEAF is slated for launch in late 2010 in Japan, the US and Europe with Australian sales expected to follow in 2012.

“Nissan LEAF is a tremendous accomplishment – one in which all Nissan employees can take great pride”, said Nissan President and CEO Carlos Ghosn.

“We have been working tirelessly to make this day a reality – the unveiling of a real-world car that has zero – not simply reduced – emissions.”

“It’s the first step in what is sure to be an exciting journey – for people all over the world, for Nissan and for the industry,” he said.

While pricing is yet to be announced, affordability will play a vital role in the LEAF’s success, with Nissan expecting it to be priced in the range of a well-equipped C-segment vehicle.

The price will also vary dramatically in different markets where it may qualify for an array of significant local, regional and national tax breaks and incentives in countries around the world.

The laminated compact lithium-ion batteries powering the LEAF generate peak output of more than 90 kW, while its electric motor delivers 80 kW and 280 N.m.

The batteries can be charged to 80 per cent of their full capacity in just under 30 minutes with a quick charger, while a conventional 200v socket should take approximately eight hours.

“Our car had to be the world’s first, medium-size, practical EV that motorists could afford and would want to use every day, and that’s what we’ve created,” said Masato Inoue, Product Chief Designer.

“The styling will identify not only Nissan LEAF but also the owner as a participant in the new era of zero-emission mobility.”

The Nissan LEAF will also employ an exclusive advanced IT system connected to a global data centre to provide continuous support, information, and entertainment for drivers.

A dash-mounted monitor displays the LEAF’s remaining power and ‘reachable area’ as well as showing a selection of nearby charging stations.

Mobile phone integration also allows the air-conditioning to be activated remotely and set charging functions while an on-board remote-controlled timer can also be pre-programmed to recharge batteries.

Nissan LEAF is a critical first step in establishing the era of zero-emission mobility; however, Nissan recognizes that internal-combustion engine (ICE) technologies will play a vital role in global transportation for decades to come.

Adapted from CarAdvice