21.01.2004 NEW ENGINES IMPROVED SAFETY MORE OPTIONS AND A REVISED INTERIOR FOR THE FIAT DOBLO CARGO

Anyone who uses a Fiat Doblò Cargo MY 2004 as a workhorse will be accustomed to driving more than 30,000 kilometres a year on average. Such customers are looking for reliability, low fuel consumption and driving flexibility supplied by power units that offer great torque, available from low speeds, that allows an immediate and gratifying drive even in town traffic.

The new model meets these disparate requirements with six engines that have been developed to meet goals of fuel economy, performance and comfort in addition to environmental protection. Two are petrol driven: the 65 bhp (47.5 kW) 1.2 8v and the 103 bhp (76 kW) 1.6 16v. Three are diesel: the 70 bhp (51 kW) 1.3 Multijet 16v, the 105 bhp (77 kW) 1.9 JTD and the 63 bhp (46 kW) 1.9 D. Last but not least, the sixth power unit is a 1.6 unit with a dual fuel engine that runs on petrol and methane.

These engines are combined with 3 gearboxes, all manual and five speed. The selection lever is located on the facia and makes gearshifts faster and easier for a safer drive. The vehicle takes up less space at the kerb because the usable space inside the passenger compartment is greater and the load compartment is accessible from the cabin.

The technical specifications of the 2004 range are given below.

105 bhp 1.9 JTD

The new Fiat Doblò Cargo offers a more powerful version of the 1.9 JTD turbodiesel with Common Rail technology. The new 1.9 JTD, a development of the highly successful 100 bhp engine, offers a power increase of 5% (from 74 kW to 77 kW) and a torque increase of 2.5% (from 200 Nm to 205 Nm), but above all a mighty 10% decrease in diesel consumption over a combined cycle: from 6.4 l/100 km to 5.8 l/100 km.

This has been achieved through painstaking adjustments to the injection pump electric control system, injectors, combustion chamber, intake ports and cylinder head. It has been possible to optimise both injection pressure and the quantity of diesel injected for each engine service point. The results are surprising: more effective combustion for greater efficiency and improved performance; greater responsiveness despite lower fuel consumption, fume levels, gaseous emissions and noise.

Altogether the ideal power unit for customers who travel a lot and seek comfort and fuel saving in addition to petrol-standard performance.

70 bhp 1.3 Multijet 16v

The 70 bhp 1.3 Multijet 16v, available after the launch, is the smallest and most advanced second generation Common Rail direct injection diesel power unit. A veritable distillate of technology in miniature: it weighs just 130 kg with tiny dimensions (50 cm long and 65 cm high) and its components are laid out to take up the least possible room.

Designed to ensure the greatest rationalism, efficiency and reliability, this is the most powerful four-cylinder power unit with a fixed geometry turbine.

This compact, technologically sophisticated new engine also offers outstanding efficiency (5.5 l/100 km in the combined cycle) and is practically guaranteed for life. It is in fact designed for an effective lifetime of 250,000 km. The mechanical parts do not therefore require any maintenance (even the ritual fan belt change at 80,000 km has gone). The oil change interval has also been increased from 20 to 30,000 km.

BENEFITS OF THE MULTIJET SYSTEM

Unlike power units with Common Rail Unijet technology, second generation Common Rail engines are capable of several injections (3 to 5).
Both systems are based on the same engineering principles. Even in the Unijet version, the pilot injection raises temperature and pressure inside the cylinder to improve combustion at the time of the main stroke.

On a Multijet engine, the main injection may be subdivided into many smaller injections: for the same amount of diesel burnt inside the cylinder, the combustion is even more gradual and full for more effective control of combustion noise and reduced emissions.

From an architectural viewpoint, Multijet Common Rail engines differ from Unijet Common Rail units in two essential parts: their injectors and their electronic control unit.

Injectors able to reduce the time between one injection and the next have been developed. To reduce the minimum quantity injected, our engineers developed smarter control units that are able to continually change the injection pattern according to changes in three parameters: engine rpm, torque required at any given moment by the driver and coolant temperature.

Adoption of a Multijet injection system therefore guarantees particularly smooth engine operation in all situations. Acoustic and vibrational comfort has been increased by optimising the intake and exhaust systems and the installation clearance between crankshaft and crankcase by computerised main bearing selection.

High performing, noiseless and also clean. The 1.3 Multijet uses an exhaust gas post-treatment system that is based on a close-coupled catalytic converter (converter in the engine compartment) that reduces harmful emissions even during the initial engine warm-up stage. As on other Fiat Group models, the catalytic converter is positioned immediately on the turbine outlet. This is better than locating it beneath the floorpan because it allows the catalytic converter to reach higher temperatures within a shorter time and improves catalytic converter performance. Adoption of an electrically-operated EGR valve controlled directly by the engine control system, the use of a recirculated exhaust gas cooling system and a close-coupled catalytic converter ensure very low emission levels.

As far as maintenance is concerned, the oil only needs to be changed every 30,000 km instead of every 10,000 km (as on aspirated prechamber engines such as the 1.9 D), with the benefit that less oil needs to be disposed of. The oil is naturally low viscosity (i.e. designed for fuel economy) and environmentally friendly. When you change it, you throw away only the paper cartridge and not the whole filter (oil green filter).

As far as customers are concerned, the fact that all the engineering is packed into the small 1.3 Multijet 16v means a reduction in fuel consumption and emissions. More specifically, when we compare the 1.3 Multijet and the 1.9 aspirated Diesel engine over a 30,000 km mission, we find that the small turbodiesel brings an overall saving of some 660 Euros due to lower fuel consumption and longer engine oil change intervals. In little more than a year, you will have more than paid for the price difference between the two power units at the time of purchase.

OTHER POWER UNITS IN THE 2004 RANGE

65 bhp 1.2 Fire

Reliable, flexible, noiseless and a pleasure to drive: the tried and tested 1242 cc Fire is ideal for short and medium distances, the frequent stops and starts typical of traffic jams and town distribution. The engine offers lower fuel consumption (7.5 l/100 km over a mixed cycle) without affecting performance (142 km/h top speed). It delivers a maximum power output of 65 bhp at 5500 rpm and a torque of 102 Nm (10.4 kgm) at 3500 rpm.

103 bhp 1.6 16v Torque

This 1596 cc 4 cylinder engine belongs to the family of 'Torque' power units so-called for their ability to delivery a torque that is always full and regular from low speeds.

It offers lively performance coupled with a flexible and satisfying drive. Maximum power output is 103 bhp at 5750 rpm with a maximum torque of 145 Nm at 4000 rpm. Some 85 percent of the drive torque is already available from 2100 rpm. Top speed is 166 km/h.

63 bhp 1.9 D

If you are seeking a conventional aspirated prechamber engine that is sturdy, reliable and economical, look no further than the 63 bhp 1.9 D with high swirl combustion chamber (Ricardo) for more effective fuel and air mixing, a more even burn, reduced emissions and lower noise levels.

1.6 Bifuel

The Doblò Cargo MY 2004 Bifuel offers two fuel systems that are independent of one another: one petrol, the other methane (CNG natural gas). The vehicle is configured to run normally on natural gas, though the engine always starts up on petrol before transferring immediately and automatically to methane fuel.

This keeps the petrol fuel system efficient and its intervention is required only at start-up and when the methane is running out (gas pressure in the cylinders near the limit).

Customers can always switch to a petrol fuel system by pressing a dedicated button located on the handbrake lever console.
The methane fuel system is a Phased Sequential Multipoint system that allows the sophisticated electronic control methods of the petrol engine to be adapted to the properties of methane.

This achieves significant results in terms of handling, exhaust emissions and fuel consumption. When the engine is running on methane, it must be considered that engine power and torque are reduced by some 10% under all driving conditions compared to the levels achieved when running on petrol. The power output with the methane configuration is 68 kW (92 bhp) at 5750 rpm as compared to 76 kW (103 bhp) at 5750 rpm when running on petrol (1.6 Torque engine). Torque is 130 Nm at 4000 rpm when running on methane compared to 145 Nm at 4000 rpm when running on petrol.

The Doblò Cargo Bifuel has a CNG tank consisting of three cylinders (rated pressure of 200 bars at 15°C). Their capacity is 111 litres (equivalent to 18 kg or 26.4 m3) that allows a range of 300 kilometres. The cylinders are housed under the floorpan and specially protected to prevent damage. This system leaves the load compartment volume unaffected.

The Doblò Cargo Bifuel assures low fuel consumption (9 m3/100 km equal to 6.3 kg/100 km over a combined cycle) and minimal emissions in absolute safety so that customers can drive through all urban areas subject to traffic restrictions.

During 2003, more than 1000 Doblò Cargo versions were sold throughout Europe, half of these in Germany alone, which accounted for 15% of total model sales.