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Hmh. But that engine is for Premium fuel? IMO, not a good solution. They should wait for GSE with ~150 HP, especially if it's designed for Regular fuel. GDI and twin scroll turbine should help with turbo lag effect compared to FIRE.
 

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That would be great! Still think they might do better as a chrysler though, unless they had a hotter engine than the 1.4 available at launch.
 

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Premium fuel, expensive spark plugs with a relatively short (for modern car) plug life.
 

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I have always used premium in all of my small four bangers, but yeah on the plugs. Modern plugs are nice. It is nice only having to do annual plug replacements in my single cylinder engines.
 

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They should do it, and they should call it Neon here in the US also. I don't think FCA even realizes how many people actually have very positive associations with the Neon name. If the Dart failed because it was too large for the segment and under-powered, a smaller and lighter Neon might be just the answer.
 

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I think FCA now allows E-15 to be used in the 1.4 Turbo. That's a Nickel discount around here. The 140hp 1.8 liter four is also a drop in, but isn't federalized.

I love the wagon version of the Tipo. It is a great looking small car.
 

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E15 may be high-octane fuel already.. Adding Ethanol to fuel also raises the octane number (Ethanol is less susceptible to self-ignition than gasoline)... however, that usually allows oil companies to use a lower-octane base product and then reach the pump "Octane Number" by virtue of the ethanol.

The FIRE turbo is a great engine, once you use it in a lightweight car. I've driven it at 120 and 170 bhp in the Alfa Giulietta and the 170 is plenty fast. Tipo is about 100kg (220lb) lighter than Giulietta, so about 500 lb lighter than Dart. Add back another 100kg for perceived quality, extra equipment and soundproofing measures, and you'd still have a pretty decent power/weight ratio.
 

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Mopar-nac The Moderator
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Premium fuel, expensive spark plugs with a relatively short (for modern car) plug life.
While I like the engine in the ABARTH, and the Tipo is smaller/lighter than Dart... they have already made too many mistakes using that engine in the US. Your comment is right on, it is the wrong engine for the application knowing what consumer would be buying it.

Mike
 
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If this model is meant as a market-slowdown/recession fighting one, the 1.4 turbo MA may still work EVEN "knowing what consumer would be buying it", just given its cost competitiveness and the fact that it nearly ready to go, development- and product-planning-wise?

Won't they first be looking to offer say this Tipo/Neon's platitecture relatives: the Toro smaller/mid-size-ish pickup (a Ram 1000?) and the purported Toro-based c/d-cuv, both similarly inexpensive, in the usa, though, to replace the entry-level offering that was the Dart and that is the Journey? Sheer sales numbers wise that is, rather than full-ness of brand lineups as an end-in-itself. That is: assuming that there is a slowdown or worse underway or round-the-year's corner.

Only if they have the spare capacity in mexico or brazil/turkey, at a good, competitive-enough cost to ensure decent margins, else outsourcing such entry-level models almost entirely (even engineering though maybe not powertrains.... a la mazda-fiat 124) is the longer-term way to go mefeels for FCA n america: Chrysler brand mainly.

Tying up too much of fca's scarce capital and human resources on 'internal'-to-fca manufacture for destined to be ultra-thin-margin vehicles MAY just not make sense anymore for any Chrysler-badged model, 200-level or below, other than maybe a Journey replacing crossover/peoplemover? For the Chrysler brand the done-internally-within-FCA theme should instead exclusively be the Pacifica one, esp the phev theme, thinking a bit further-out?

GAC-Trumpchi, for example, has one or three models that'd do well-enough, possibly/probably? As does Suzuki India/China/Japan, and also Tata Motors India, just for eg. Spruced up a bit. Don't know about the economic cost/price calculus though all told.....let's see what they announce. By year end? In the recent analyst concall M did say they'd made progress on the 'outsourcing partner' issue.
 

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Mopar-nac The Moderator
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If this model is meant as a market-slowdown/recession fighting one, the 1.4 turbo MA may still work EVEN "knowing what consumer would be buying it", just given its cost competitiveness and the fact that it nearly ready to go, development- and product-planning-wise?

Won't they first be looking to offer say this Tipo/Neon's platitecture relatives: the Toro smaller/mid-size-ish pickup (a Ram 1000?) and the purported Toro-based c/d-cuv, both similarly inexpensive, in the usa, though, to replace the entry-level offering that was the Dart and that is the Journey? Sheer sales numbers wise that is, rather than full-ness of brand lineups as an end-in-itself. That is: assuming that there is a slowdown or worse underway or round-the-year's corner.

Only if they have the spare capacity in mexico or brazil/turkey, at a good, competitive-enough cost to ensure decent margins, else outsourcing such entry-level models almost entirely (even engineering though maybe not powertrains.... a la mazda-fiat 124) is the longer-term way to go mefeels for FCA n america: Chrysler brand mainly.

Tying up too much of fca's scarce capital and human resources on 'internal'-to-fca manufacture for destined to be ultra-thin-margin vehicles MAY just not make sense anymore for any Chrysler-badged model, 200-level or below, other than maybe a Journey replacing crossover/peoplemover? For the Chrysler brand the done-internally-within-FCA theme should instead exclusively be the Pacifica one, esp the phev theme, thinking a bit further-out?

GAC-Trumpchi, for example, has one or three models that'd do well-enough, possibly/probably? As does Suzuki India/China/Japan, and also Tata Motors India, just for eg. Spruced up a bit. Don't know about the economic cost/price calculus though all told.....let's see what they announce. By year end? In the recent analyst concall M did say they'd made progress on the 'outsourcing partner' issue.
Except that it is panned in everything but the 500 ABARTH.

The 124 still has a chance to be ok.

Mike
 

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For a sportier version the 1750 vvt GDI turbocharged engine is better, easy 200 - 235 HP out of the box and free space for tuner. To reduce costs there is the cast iron block.
The big problem are the dealers technical services.

Performance of the 1.4 vs. 1750 can be seen in the Giulietta, since it uses both engines.
Giulietta Veloce with 1750 TBi (former Quadrifoglio Verde) that weights 1320 kg (car + 1 person + 30 kg) vs. the Super with 1.4 170 CV Multiair that weights 1305 kg (car + 1 person + 30 kg) with same gearbox (little difference in 1st gear) the 0-100 km/h (0-62 mph) are 6" vs. 7.7". Also the 1750 (maximum torque 350 Nm) has around 90 Nm more maximum torque than the 1.4 and also at lower rpm.

Than, when ready, it could arrive the Hellmouse 2.0 GDI turbo :)
 

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Except that it is panned in everything but the 500 ABARTH.

The 124 still has a chance to be ok.

Mike
An european Abarth 595 weigths almost like a Fiat 124 1035-1045 kg vs. 1050 kg (1060 kg Abarth 124).
Well the 124 could weight even less without that old style battery that is used in it (the one in the Mazda MX-5 is different and lighter). Someone in U.S.A. that is modifying the 124 found that with brackets the weight is around 38-39 lbs vs. 26-27 lbs of the Mazda ... and if one looks at battery position and think to dynamics.
 

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The Poster Formerly Known As "Bethlumboy"
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When do the GSE and GME start production?
 

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Hmh. But that engine is for Premium fuel? IMO, not a good solution. They should wait for GSE with ~150 HP, especially if it's designed for Regular fuel. GDI and twin scroll turbine should help with turbo lag effect compared to FIRE.
The 1.4L Turbo doesn't require premium fuel. It just does best on it.
Dart user manual:
 

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Mopar-nac The Moderator
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An european Abarth 595 weigths almost like a Fiat 124 1035-1045 kg vs. 1050 kg (1060 kg Abarth 124).
Well the 124 could weight even less without that old style battery that is used in it (the one in the Mazda MX-5 is different and lighter). Someone in U.S.A. that is modifying the 124 found that with brackets the weight is around 38-39 lbs vs. 26-27 lbs of the Mazda ... and if one looks at battery position and think to dynamics.
You are trying to compare engines tuned for performance to the same engine tuned for a basic passenger car. There is a big difference.

Mike
 
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Would it arrive in the US as a Dodge or as a Chrysler?
 
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