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MULTIAIR ENGINE

by,
RAHUL RAJEEV
IEAJEME046
S8 ME
INTRODUCTION
 Developed by Fiat Group in 2010 for 1.4-litre MultiAir
petrol engine to the Punto Evo and Alfa Romeo MiTo ranges.

 Uses an Electro-Hydraulic Valve actuation mechanism.

 Breakthrough in petrol engine design.

 Vastly reduced fuel consumption and emmissions plus


significantly more power
Development of the Fiat
MultiAir system

 To introduce a breakthrough technology in the field of


petrol engines.
 Provide benefits of fuel economy, smooth combustion
process and on light structures and components.
 Key to controlling petrol engine combustion, and
therefore performance, emissions and fuel
consumption is the quantity and characteristics of the
fresh air charge in the cylinders.
 Conventional mechanical control wastes about 10 per
cent of the input energy in pumping the air charge.
 Electromagnetic actuation concept introduced, but
main drawbacks being intrinsically not fail-safe and
its high energy absorption.
 Electromechanical valve control systems was
introduced, but low flexibility in valve opening
schedules and a much lower dynamic response
were limitations.
 Electro-hydraulic variable valve actuation
technology developed by Fiat.
 Relative simplicity, low power requirements,
intrinsic fail-safe nature and low cost potential.
MAIN COMPONENTS
OPERATING PRINCIPLE

 A piston, moved by a mechanical intake


camshaft, is connected to the intake valve
through a hydraulic chamber, which is
controlled by a normally open on/off
solenoid valve.
MultiAir Technology: how it
works

 Solenoid valve is closed:

Oil in the hydraulic chamber behaves like


a solid body and transmits to the intake
valves the lift schedule imposed by the
mechanical intake camshaft.
 solenoid valve is open:

Hydraulic chamber and the intake valves


are de-coupled; the intake valves do not
follow the intake camshaft anymore and
close under the valve spring action.
 The final stage of valve closing stroke
is controlled by a dedicated hydraulic
brake ensuring smoother landing
phase under any operating conditions.
 For Maximum Power: Solenoid valve is
always closed and the mechanical camshaft
controls the full valve opening.
 For Low-RPM Torque: Solenoid valve is
opened near the end of the camshaft profile
which leads to early intake valve closing
eliminating air-mass backflow and
increasing air-mass trapped in the cylinder
MULTIAIR RUNNING MODES

 Full lift
 Early Intake Valve Closing (EIVC)
 Late Intake Valve Opening (LIVO)
 Multi-Lift
 Closed
Full Lift

 All of the camshaft


lobe lift is transferred
to the intake valves.
 Results in good power
in the upper RPM
ranges with high loads.
 Rarely be used in
everyday driving.
Early Intake Valve Closing
(EIVC)
 Camshaft lobe lift is transferred
to the valves at the beginning but
hydraulic connection between
the camshaft lobe and the valves
is taken away before the lobe
reaches full lift.
 Smooth engine performance and
more torque at lower engine
speeds.
Late Intake Valve Opening
(LIVO)

 Camshaft lobe lift is NOT


transferred to the intake valves at
the beginning of the lift duration
cycle.
 as long as the hydraulic
connection is completed before
the camshaft lobe reaches its
maximum lift, some valve lift will
result.
 lower emissions and a higher
efficiency at lower loads or idle
conditions.
Multi-Lift
 Combination of EIVC and LIVO,
hydraulic connection between the
camshaft lobe and the intake
valves is closed early and then re-
opened later in the cycle.
 Creates a longer duration valve lift
with a smaller amount of lift.
 Result is a higher velocity of air
flow into the cylinder over a longer
period of time.
 Used in mixed driving of
acceleration and deceleration with
moderate engine speeds.
Closed

 Simply leaves
the intake valves
closed by not
utilizing the
camshaft lobe to
lift the intake
valves.
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FRONT END

 FRONTAL PRESSURE
 PRESSURE DIFFERENCE
 MINIMISE FRONTAL AREA
 REDUCE cd

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SCOOPS

 ENGINE COOLING
 INCREASESFLOW
RATE OF AIR

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REAR END

 REAR VACUM
 FLOW DETACHEMENT
 TURBULANCE

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WINGS

 PRODUCE
DOWNFORCE
 REDUCE DRAG

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COEFFICIENT OF DRAG
 Drag = 1/2xd x Cd x A Xv2

 Measure of aerodynamic
efficiency.

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SPECIFICATIONS
 EngineType:V12
 Curb Weight : 1100 kg.
 Displacement:6064 cc
 Horsepower:627 bhp @ 7400 rpm
 Torque:479 lb-ft @ 4000 rpm
 Performance0-60 mph:3.2 sec
 0-100 mph:6.3 sec
 Top Speed:240 mph /hr

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