The diesel versions of both new models also come with an engine that can only be described as revolutionary and extends the known advantages of Common Rail turbodiesel technology (i.e. better ratio between performance and fuel consumption and greater respect for the environment) to a wider public. This power unit will undoubtedly also remind the general public of another skill that Fiat excels at: building outstanding engines that are reliable, solid and indefatigable.  This has been borne out in the petrol engine field, for example, by the 12 million and more Fire units produced since 1984.

We are speaking, naturally of the 1.3 Multijet 16v, a second-generation Common Rail engine that may be considered New Fiat's trump card for at least three good reasons. Firstly, because it will power some of the models that will be responsible for relaunching the Brand. Secondly, because it is the first engine to be designed by Fiat-GM Powertrain, the product produced as part of a joint-venture between Fiat Auto and General Motors that is bound to be of crucial importance with an output of at least 500,000 units per year. Lastly, because it represents a new chapter in the gripping tale of diesel technology. Another quality breakthrough that sees Fiat yet again playing a leading role. Just as it did in 1988, with the launch of the Croma 1.9 TDI, the first standard production car in the world to be fitted with a direct injection diesel power unit. And, ten years on, the advent of the 1.9 JTD, the first direct injection diesel unit to be built using the Common Rail technology that all manufacturers now embrace. 

As with the Fire in its day, the 1.3 Multijet 16v has been designed for the greatest rationalism, efficiency and reliability. As far as customers are concerned, these attributes mean competitive cost, outstanding performance and durability with no need for maintenance. Compared to the Fire, the 1.3 Multijet 16v is also an engine of sophisticated technology enclosed in a one-piece engine block measuring less than 50 centimetres in length and 65 centimetres in height. These dimensions make it the smallest four cylinder Common Rail diesel engine on the market. It is the only unit able to enclose no fewer than six normal-sized components in a cylinder with a bore of under 70 mm. In other words, four valves, one injector and a spark plug. 

This record-breaking miniaturisation means the unit can be fitted to segment B superminis and also segment A city cars. But the new engine also offers another benefit because it is Multijet and multivalve. In other words, this second generation JTD unit is more advanced than any other direct injection Common Rail diesel engine. 

Despite a tiny cylinder capacity of 1251 cc, the small Multijet engine can withstand comparison with any other small fixed geometry turbine diesel engine currently available on the market. Even the most hyped. In fact it offers better specific performance than any other diesel engine with capacity between 800 and 1500 cc: 41 kW/l of power and 144 Nm/l of torque. 

Compact, technologically sophisticated, capable of outstanding performance and practically maintenance-free for life. Suffice it to say that the 1.3 Multijet 1.6v engine is designed to last for 250,000 km instead of the normal 150,000. During this long life, the engine requires no maintenance to its mechanical parts (not even the normally obligatory fan-belt change at 80,000 km). The oil change intervals are also extended from 20 to 30,000 km. The oil is naturally low viscosity (i.e. designed for fuel economy) and environmentally-friendly: when changed, only the paper cartridge is discarded and not the entire filter. 

The 1.3 Multijet 16v is also environmentally friendly because it already meets Euro 4 emission limits not due to come into force until 2006. It is also one of the very few engines in the world to achieve this result without adding a sophisticated exhaust post-treatment device such as a particulate trap. All in all, an intrinsically clean car: the level of particulate emissions (responsible for dust and fine dust) - for example - is actually lower than the level set by the forthcoming Euro 4 legislation.