Two versions are available: the first, characterised by distinctive, elegant style details, is sure to win over young, dynamic and metropolitan customers. The second version, instead, has a decidedly more off-road look and equipment which make it the ideal solution for lovers of leisure and outdoor activities who don't want to give up the unique style of the Fiat 500.
The new Fiat 500X offers, according to the EMEA market, various combinations of engine, gearbox and transmission to meet all usage requirements, always with respect for nature and maximum efficiency in terms of performance, consumption and emissions.
means high torque delivery at low rpm (320 Nm at 1,750 rpm) and maximum running flexibility. But the heart of the 120 HP 1.6 MultiJet II engine is without a doubt the third-generation Common Rail injection system, which uses innovative injectors to control the amount of diesel injected into the combustion chamber with utmost precision, with a particularly quick and flexible injection sequence thanks to the balanced hydraulic servo valve.
In detail, the new injectors can manage up to eight injections per cycle and actuate increasingly advanced strategies focused on optimising the combustion, such as the Injection Rate Shaping (IRS) system which involves two consecutive injections so close together in time as to generate a continuous and modulated fuel supply into the cylinders. Thanks to this method, the combustion process is improved, all to the benefit of quieter operation and particulate and nitrogen oxide (NOx) emissions. Furthermore, the new injection system is even simpler and more reliable because the injectors have a simpler structure with 40 per cent fewer components.
Combined with a 6-speed manual gearbox, the 120 HP 1.6 MultiJet II engine offers a range of features to save fuel and cut emissions. These include a smart alternator that recovers energy while coasting and stores it in the battery, engine cooling circuit optimisation that reduces the warm-up time and a variable displacement oil pump that adjusts the oil pressure in the most appropriate way, reducing the power consumed by the pump. Naturally the Start&Stop system is included, while the engine and transmission use low viscosity lubricant oil to minimise friction.
The exhaust gas treatment system implements close-coupled DPF technology which efficiently integrates the oxidising catalytic converter and the particulate filter (CCDPF). The component is compact to reduce exhaust counter-pressure with beneficial effects in terms of fuel reduction and CO2 emissions. The particulate trap is arranged close to the turbocharger outlet to provide hotter gas temperatures on average near the particulate filter. This reduces the amount of diesel fuel needed for regeneration.
Furthermore, the fact that the two components are integrated reduces the weight of the exhaust system and improves global efficiency. The CCDPF is combined with an advanced exhaust gas recirculation (EGR) system, in which all sub-components are grouped in a single very small sized element (EGR module).
Interestingly, the small-size variable geometry turbocharger was developed by Honeywell Turbo Technologies, a major automotive turbocharger and technological solution supplier to the most important international car and lorry makers for over 60 years. The company's technological range includes innovations for diesel, petrol, natural gas and hybrid engines worldwide.
The Turbo Technologies division is part of Honeywell Transportation Systems, which also includes Honeywell Friction Materials, the global leader in friction materials for automotive brakes. Honeywell Transportation Systems improves vehicle performance, efficiency and appearance by supplying state-of-the-art technologies, first class brands and bespoke global solutions for the world's automotive industry.