Arrival and lunch

Upon arriving in Carisio, we are warmly welcomed by Giorgio from IconMediaLab, who is teased by almost everyone because the car he rented to drive here from Milan is not an Alfa.
Later we are joined by Laura Pezzotta (Web Project Manager) and Andrea Vecchi (from the Alfa Romeo Marketing Dept.), and the conversation picks-up as we start discussing product and communication strategies.

Balocco, here we go!

After the very interesting lunch/focus group, we head for the Balocco Experimental Centre. In the visitor parking lot, some of the bolder members of the group cannot resist the temptation to get a closer look at the 940 and 199FL spare cars. But it’s the MultiAir we’re here for. So without further ado, we head towards the farmyard where we are welcomed by the press-preview prototypes that are waiting to take to the racetrack again, on that very same course where they were developed.

The briefing session

Riccardo greets us as we arrive, and after introducing us to the test-drivers, walks us to the Autodelta room, the current temple of 8C customers.
A cross-section of the MultiAir engine is on display in the 8C delivery area for the presentation to press. Here Riccardo holds a briefing session on the engine’s new technology and on the test-drive we’ll soon be taking.
As the first bloggers depart, I’m left with Laura and Riccardo with whom I exchange a few words while I wait for my turn to drive.

MultiAir & Langhe

Now it’s my turn. Rocco, my test-driver, waits with the 135 HP 289 Alfa Red Turbo Petrol MultiAir MiTo that I will be driving.
I immediately notice the improved engine sound. The 135 HP now has a deeper, stronger sound, thanks to the new exhaust system with a straight-bore central pipe, 155 HP ISO. Unlike the previous MiTo petrol engines, the sound of the engine mechanics no longer sounds anything like that of the Fire engines. At low revolutions, a slight ticking sound similar to that of diesel engines can be heard; it's caused by the activation of the electrovalves.
As we start around the circuit, Rocco launches the car in Dynamic mode while brushing the curves and occasionally accelerating to steer the car. Thanks to the electronic Q2 system, the front wheels stay pointed towards the inside of the curve while the rear stays in line without losing composure.
With the demo lap over, I settle into the driver’s seat. After adjusting the seat and steering wheel, I fasten my seat belt and I’m ready to go! I start off with the control lever in Normal mode. My first impression is that this is a highly responsive and fluid engine during acceleration, combined with immediate torque delivery and no turbo-lag. There is muted feedback throughout these phases due to the accelerator’s torque filtering and the specific delivery curves of Normal mode. After driving through a few curves, I notice that the steering has been improved and now feels much more precise.
After a brief stop to test the Start&Stop function, we begin the second lap, this time in Dynamic mode. Rpm climbs rapidly and vigorously during acceleration, with a truly pleasant downward thrust, then stabilises above 4,000 rpm. The maximum torque available is not very high but its delivery is very satisfactory, putting this car in the “fun-to-drive” category. The quick engine response can also be attributed to the accelerator pedal map that between 1,500 rpm and 5,500 rpm divides into two operating modes selected through the DNA selector.
In terms of handling, MiTo responds more accurately compared to previous versions. In particular, the rear wheels offer a precise road feel without the much-discussed loss of rear wheel grip. The steering provides accurate feedback in Dynamic mode and once the car enters a curve, it’s fun to experiment with the electronic Q2 system, by keeping the steering wheel fixed and using the accelerator to steer the car – without exaggerating of course, otherwise the car will obviously understeer.
I was also impressed by the modified gear couplings that are now shorter and ensure more accurate and quicker gear engagement. The seats have a standard contour and are not very forgiving for track-driving purposes, although the excellent and comfortable foot rest provides plenty of anchorage to the floor.

A roaring conclusion

Thanks to Laura’s invitation, we MiTomaniacs discover a pleasant surprise: the 8C Alfa Competition. The car is easily recognisable by the four-leaf clover symbols (“Quadrifoglio”) on the mudguards (which I adore), its woven red leather interior, and the 202 Red body.
After coming to a brief stop with the engine on, the 8C drives away greeting onlookers with a roar that can be heard from a long way off.

Conclusions

I had a wonderful day in Balocco. My first MiTo Blog event was no doubt a highly positive experience.
I experienced superb sensations at the wheel of the Alfa MiTo MultiAir : it is truly an excellent engine for its category and, thanks to the other improvements made, the car offers even greater driving satisfaction.
The crowning moment and most interesting part of the event, however, was the opportunity to directly interact with the Alfa Romeo management team and technicians. It’s rewarding to be able to express one's expectations on the company face-to-face, but the most gratifying feeling is to discover that your feedback is being taken into account (see the modifications mentioned above). You’re definitely on the right track for the future.

nivomat

Last Tuesday I had the opportunity to test-drive the new 135 HP Alfa MiTo MultiAir on the Balocco racetrack.

After having lunch and chatting about Alfa Romeo until 3.30 p.m., we headed towards Balocco.

When we arrive, we discover that the journalists have already left, so we have the MiTo cars and test-drivers all to ourselves. I’m part of the first group to drive, together with a very friendly and polite test-driver. He drives the first lap in “Dynamic” mode and after the first few kilometres, gets down to some serious driving… I can really feel the effects! I’m literally squashed against my seat during the curves and have to grip the door to avoid being tossed around.

The car's road grip is awesome; it literally feels like driving on railroad tracks. His lap ends, and now it’s my turn. I drive the first lap in “Normal” mode to get a feel for the car’s different behaviour.

Balocco’s Langhe track is a labyrinth of curves so I avoid over-doing it and prefer to take things easy at first. It is impossible to memorize 9 km of track in just a single lap! After a demonstration of the Start&Stop function, we start the second lap, this time in the “Dynamic” mode. The test-driver acts as my navigator by indicating the radius of the tightest curves each time. This makes driving a lot easier and allows me to focus on going fast!

I complete the lap using third and fourth gear only, although always at the limit. The indicator rarely drops below 5,000 rpm. The MultiAir engine may have less torque than my JTDm, but the car continues to push even as rpm increases, truly awesome!

We return to the “Cascina Balocco” and Raffaele hops in the car. Given that he’s come all the way from Naples (and left at 4 in the morning), he’s the one who most deserves a bonus lap. The test-driver, though, lets me hop in the back seat.

When Raffaele’s drive is over, I’m offered the chance to drive one more lap... how can I refuse!

I drive flat-out even though I’m not well acquainted with the track, but thanks to the test-driver’s directions, it’s not that difficult after all. My concentration is intense, I’m sweating heavily and the centrifugal force in the curves is straining my arms and neck. It’s very gruelling but utterly thrilling!

I finish the 9 km circuit of the Langhe track and this time we really do have to leave. We continue chatting about motoring and head off to look at the historical Alfa Romeo engines.

Finally, we are greeted with a big surprise. We see the 8c Spider spare car that is being prepared to be test driven at the Frankfurt Auto Show. As our visit draws to an end, we have just enough time to look at the 3 prototype models of the MiTo “Quadrifoglio Verde” and the prototypes of the 149 that fill the parking lot. We then head for home. It was a truly wonderful day!

Regards, BES

So far, the FPT engineers have revealed all the secrets of the engine control unit as well as all the techniques used to test MultiAir engines .

But how did we reach this stage? How is a MultiAir engine born?

Here are the answers. Today’s video clip will illustrate in detail how each component is developed, analysed and assembled. The various departments collaborate with each other to ensure that the entire process flows with the maximum efficiency and precision.

Design Dept.

In the Design Dept., the engine’s behaviour is carefully analysed, both in terms of performance (power/consumption ratio) and reliability (the engine's structural resistance).

As explained by Mr Gavino, the engineer in charge of the sector, it was this thorough analysis that enabled the technical staff to significantly reduce the development time required for the MultiAir engine.

Overhaul Dept.

In the Overhaul Dept., the engines are dismantled then reassembled to ensure the highest quality and service standards, as demanded by our customers.

The cylinder head, actuator, pistons, drive shaft and camshaft are all tested in the Metrology Room to identify any signs of wear.

The parts manufactured in collaboration with suppliers are analysed and successively reshipped to suppliers for further tests.

At the end of the component analysis process, the engine is reassembled starting from the bottom (short block, crank mechanism and pistons) and sent to the test room where duration and application are then tested.