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.Premium fuel, expensive spark plugs with a relatively short (for modern car) plug life.
Except that it is panned in everything but the 500 ABARTH.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.
An european Abarth 595 weigths almost like a Fiat 124 1035-1045 kg vs. 1050 kg (1060 kg Abarth 124).Except that it is panned in everything but the 500 ABARTH.
The 124 still has a chance to be ok.
The 1.4L Turbo doesn't require premium fuel. It just does best on it.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.
You are trying to compare engines tuned for performance to the same engine tuned for a basic passenger car. There is a big difference.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.