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.

On Friday afternoon, in the enchanting backdrop of the Balocco racetrack, I had the privilege of test-driving the latest technological invention – a piece of skilful engineering by the FPT Team.

I was expecting to find a weak engine, or at least not as performing as the 155 HP T-jet engine on my GP Abarth. Instead … I was taken aback! I had the chance to drive two laps around the “Langhe Interno” track in the “Dynamic” mode, after the heart-stopping demonstrative lap driven by the extraordinary test-driver.

I was positively surprised by the engine’s gritty performance right from the lowest regimes: already below 2,000 rpm, the car thrusts forward thanks to its substantial 206 Nm torque with a vigorous acceleration you wouldn’t expect from a compact turbo engine like the 1368.

Above 5,500 rpm, acceleration decreases significantly although a further 500 rpm are available if necessary; I used them several times in second gear, to exit the track's long curves as fast a possible.

Another surprising aspect is the abrupt change in performance when shifting to the “Normal” mode using the exclusive control lever, a genuine Alfa gem: the lively sports car turns into a placid yet fascinating city car capable of offering pleasant driving, albeit a little too calm perhaps.

I appreciated the reduced path of the gear lever and the highly precise gear engagement, although I must admit that I had trouble shifting into second gear on more than one occasion; I got the impression that the car suffers sudden gear shifts, unlike the 6-speed M32 mounted on the 155 HP version.

The braking system definitely responds adequately to the increase in performance: I was able to appreciate the power of the brakes on two curves, by performing a kind of “panic stop” signalled by the automatic activation of the 4 emergency indicators.
The car’s rear remained quite composed, even during the most intense moments.
I must underline, though, that the braking system on the 135 HP has a different feel on the pedal. A substantial difference can be felt at higher speeds: the “standard” braking system on the 135 HP is a far cry from the bite offered by the Brembo callipers on the 155 HP.

The activation of the start&stop function is simply astonishing: as you stop the car and put it into neutral gear, the engine silences. The whole process is signalled by a message and icon appearing on the multifunctional display. It is sufficient to simply push the clutch to restart the engine. If you stop the car with the hand brake and open the door, the start&stop function obviously does not activate.

One of the positive aspects that certainly struck me the most was the feeling of sheer safety, which I had already experienced while test-driving the Tb 155 on the road; I can definitely confirm this impression after the test-drive on the track. Compared to the GTA, I find that the MITo is well grounded, responds accurately and always behaves predictably, even in extreme conditions, thanks to the ESP calibration that is never invasive.

Unlike my GPA, it requires more corrections in fast driving conditions and although it surely has more adrenalin, it tends to be more nervous, making it unsuitable for less expert drivers.

I was fascinated by the eq2 system: instead of understeering and heading towards the guardrail when accelerating flat-out, the car maintained the racing line and tended to close the curve, pulling me rapidly away from the curve without modifying the steering angle.

The splendid seat deserves special praise both for its design and functionality: it is very recessed and low-lying, making you feel one with the car, also thanks to the almost vertical steering wheel in true sports car fashion.

I wish to thank the MiTo Team for organising a wonderful event. Besides being a unique experience, it was a privilege to be able to share my passion for Alfa and motoring with the other MiTomani and, above all, with the extremely polite Alfa staff, which we showered with questions. It was also exciting to be able to access the track’s exclusive parking area with the GP Abarth and Mauro’s 147.

As we arrive at the rendezvous point with our “mentor”, Laura, a host of different coloured MiTo cars - white, red, black, yellow … - flash before my eyes, WOW!
We enter a reserved area where I observe a cross-section model of the 1.4 MultiAir Turbo Petrol engine . 

The first three MiTo cars depart, each with a test-driver and blogger on board, while I wait for my turn. As the other guys return from the test-drive, I notice the wide grin on their faces… what a great feeling!

Now it’s my turn! I’m accompanied by Lella, a skilled and friendly test-driver. She eyes out my reactions in the beginning and notices that I hardly flinch, so she accelerates flat-out. I’m a little surprised at the way she drives as I try familiarising with the Langhe circuit as much as I can.

Now I take to the wheel … The emotion is palpable!
I start lapping in the “Normal” mode but after a couple of curves, Lella shifts the control lever to the “Dynamic” mode and the car changes completely. The steering becomes accurate and driving through curves becomes a pleasure. I accelerate flat-out although gradually. I use the first lap to familiarise with the curves and test the car’s sharpness. A small test with the Start & Stop then off we go!
I immediately have a good feel for the car and I perhaps take too many risks on the curves, as a result of the highly fluid engine. It makes for truly fun driving! The engine is never invasive in the cockpit but its power is soon felt when necessary: simply push on the accelerator and it promptly responds. There’s certainly no sign of the so-called “turbo lag” on the MultiAir engine.
Plainly said, it’s a great piece of engineering by FPT!
The car feels both safe and stable, and responds very accurately and sharply. What a great car! Unfortunately, all dreams soon come to an end and I have to drive the car to the pits after finishing the 2nd lap: the test-drive is over and the day ends with a pleasant chat. It was a truly wonderful day!

To conclude:
A bit of Alfa now runs through my veins - I’m seriously thinking of buying one and sending my 1.4 Punto Sporting into retirement.

I wish to thank all the Alfa Mito Blog staff, in particular Giorgio and Laura. Thanks!

The first video clip we presented explained how MultiAir engines are assembled and tested, in terms of performance, efficiency and emissions.

Instead today’s video clip focuses on the engine’s electronic component, which is no less important.

The central engine control unit is the brain of the MultiAir . It sets the main operating parameters by defining, instant by instant, the most appropriate valve opening laws to apply.

Mr. Vetrano, the engineer responsible for engine control development, explains to us the main steps followed in the development of the electronics.

“Hardware-in-the-loop” testing made it possible to test all the engine control unit software in a virtual environment that emulates its final use on the vehicle. This system also allowed for fault injection testing, i.e. testing the engine control unit’s responses to sensor or actuator errors.

Directly on the road, using a data scanner, the engineering staff constantly monitors the operation of the main central unit strategies, measuring parameters such as the exhaust gas temperature estimator, the boost pressure model, or the parameters used to calibrate the drivability of the vehicle.