2012 Alfa Romeo Giulietta torque

110
GETTING
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CONTENTS
VDC SYSTEM
(Vehicle Dynamics Control)
This is an electronic system that controls vehicle stability in the
event of tyre grip loss, helping maintain directional control. The sys-
tem is capable of recognising potentially dangerous situations in
terms of the stability and intervenes automatically on the brakes
in a differentiated manner for the four wheels in order to provide
a stabilizing torque.
The VDC, in turn, includes the following systems:
❍Hill Holder
❍ASR
❍Brake Assist
❍MSR
❍CBC
❍“ELECTRONIC Q2” (“E-Q2”)
❍DST
❍RAB
SYSTEM INTERVENTION
This is signalled by warning light áblinking on the instrument
panel to inform the driver that stability and grip conditions are
critical.
SYSTEM ACTIVATION
The VDC system switches on automatically each time the engine
is started and cannot be switched off.
HILL HOLDER SYSTEM
This system is an integral part of the VDC system and it is provided
to facilitate starting on slopes.
It is activated automatically in the following instances:
❍uphill: car standing on a road with a gradient of more than 5%,
engine on, brake pedals pressed and gearbox in neutral or gear
(other than reverse) engaged;
❍downhill: car at a standstill on a road with a gradient higher
than 5%, engine running, brake pedal pressed and reverse gear
engaged.
When setting off the VDC system control unit maintains the brak-
ing pressure at the wheels until the engine torque required for de-
parture is reached or for approximately 2 seconds, allowing your
right foot to be moved easily from the brake pedal to the acceler-
ator.
If the car does not start off after this time, the system will deacti-
vate automatically by gradually releasing the brake force. A noise
may be heard: this means that the car is about to start moving.
IMPORTANT the Hill Holder system should not be used as a hand-
brake. Do not leave the vehicle without having engaged the hand-
brake, switched off the engine and engaged a gear.

112
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“ELECTRONIC Q2” SYSTEM (“E-Q2”)
The “Electronic Q2” system uses the braking system to create an
effect similar to a limited slip differential.
The front braking circuit, when accelerating around a corner, acts
on the inside wheel to increase the drive to the outside wheel (in-
creased load), dynamically and continuously distributing the torque
between the front drive wheels according to driving and road con-
ditions.
The system, combined with Mc Pherson front suspension, allows
particularly effective, sporty driving.
DST SYSTEM (Dynamic Steering Torque)
This function integrates Dual Pinion active steering into the opera-
tion of VDC. For particular manoeuvres, VDC controls the steering
to actuate a steering torque and assist the driver in the best pos-
sible way. The system operates the brakes and steering in a coor-
dinated manner to increase the suspension and safety level of the
car as a whole. The steering provides addition torque on the steer-
ing wheel.
RAB SYSTEM (Ready Alert Brake)
(“Dynamic” mode only)
By pre-approaching the brake pads (front and rear) after rapid ac-
celerator release, this function provides prompter braking and re-
duces stopping distance.
BRAKE ASSIST
(emergency braking assistance)
The system, which cannot be turned off, recognises emergency
braking (on the basis of the brake pedal operating speed) and
speeding up the response of the braking system. The Brake
Assist function is deactivated in the event of VDC system fault.
MSR SYSTEM
(Motor Schleppmoment Regelung)
This system is an integral part of the ABS, that intervenes, if there
is a sudden change to a lower gear, restoring torque to the engine,
thereby preventing excessive drive at the drive wheels which, es-
pecially in poor grip conditions, could lead to a loss in stability.
CBC SYSTEM (Cornering Braking Control)
This system improves the distribution of the braking pressure at the
four wheels (to fully exploit the grip available on the ground) when
braking round bends when the ABS intervenes. This improves stop-
ping distances and above all vehicle stability when cornering.

114
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TURNING “Dynamic” MODE ON/OFF
On
Move lever A-fig. 80 upwards (to the letter “d”) and hold in this
position for 0.5 seconds until the corresponding LED lights up or
the word “Dynamic” appears on the display (see figures). The
switch A will go back to central position after having been released.Electronic Q2: improves traction and reduces understeer in acce-
leration while exiting curves.
RAB: pre-positioning of the brake pads (front and rear) following
a rapid release of the accelerator pedal to reduce braking
times, shorten stopping distances and improve the feel of
the brake pedal.
The activation of the Dynamic mode is also shown by the change
in the instrument panel lighting that, after decreasing, reaches
the highest luminosity and then returns to the previously set va-
lues.
Off
To turn “Dynamic” mode off and go back to “Normal” mode, move
the lever as described above once again. In this case, the LED cor-
responding to “Normal” mode will light up and the words “Nor-
mal on” will appear on the reconfigurable multifunction display
(see figure).
A0K1225gA0K1055g
A0K1052g
VDCandASR: intervention thresholds that allow more enjoy-
able, sportier driving whilst guaranteeing stabil-
ity in the event of loss of control. Improves trac-
tion whilst accelerating on bends.
Steering tuning: sports mode operation.
DST:Standard brake control coordinated with ABS/VDC.
Standard control over lateral acceleration
Oversteer compensation adapted to VDC/ASR intervention
thresholds: a slight pulse on the steering wheel encourage
the driver to carry the most appropriate manoeuvre.
Engine: Prompter response + Overboost to maximise torque (for
versions/markets, where provided).

156
GETTING
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IN AN
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DRIVING STYLE
Starting
Do not warm up the engine at low or high revs when the car is
stationary; this causes the engine to warm up more slowly, there-
by increasing fuel consumption and emissions. It is advisable to set
off immediately and slowly, avoiding high revs: this allows the
engine to warm up more quickly.
Unnecessar y actions
Avoid revving up when starting at traffic lights or before stopping
the engine. The latter action, like double-declutching, is unneces-
sary and causes increased fuel consumption and pollution.
Gear selection
Use a high gear when traffic and road conditions allow. Using a
low gear for faster acceleration will increase fuel consumption. In
the same way, improper use of a high gear increases fuel con-
sumption, emissions and engine wear.
Top speed
Fuel consumption considerably increases as speed increases. Keep
your speed as even as possible, avoiding unnecessary braking
and acceleration which cause excessive fuel consumption and in-
creased emissions.
Acceleration
Accelerating violently severely affects consumption and emissions:
acceleration should be gradual and should not exceed the maxi-
mum torque.
CONDITIONS OF USE
Cold starting
Short distances and frequent cold start-ups prevent the engine from
reaching its optimum running temperature. Consequently, both con-
sumption (from +15 to +30% on the urban cycle) and emissions
will increase.
Traffic and road conditions
High fuel consumption is caused by heavy traffic, for instance when
travelling in a queue with frequent use of low gears or in cities with
many traffic lights. Mountain roads and uneven surfaces also have
a negative effect on consumption.
Traffic hold-ups
During prolonged hold-ups (level crossings) the engine should be
switched off.

940A1000
Otto
4 in line
83.0 x 80.5
1742
9.8
172.5
235
5500
NORMAL DYNAMIC
300 340
30.5 34.6
4500 1900
NGK ILKAR7D6G
Unleaded petrol
95 RON
or 98 RON
(EN228 specifications)
940A2000
955A8000 (*)
Otto
4 in line
72.0 x 84.0
1368
9,8
125 120 (*)
170 163 (*)
5500 5500 (*)
NORMAL DYNAMIC
230 250
23.4 25.4
2250 2500
NGK IKR9F8
Unleaded petrol
95 RON
or 98 RON
(EN228 specifications)
198A4000
940A6000 (*)
Otto
4 in line
72.0 x 84.0
1368
9.8
88 85 (*)
120 115 (*)
5000 5000 (*)
206
21
1750
NGK IKR9F8
Unleaded petrol
95 RON
(EN228
specifications)
228
GETTING
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ENGINE
(*) For versions/markets, where provided
GENERAL INFORMATION 1.4 1.4 Turbo1750
Turbo Petrol Multi Air Turbo Petrol
Type code
Cycle
Cylinder number and position
Piston bore and stroke mm
Total capacity cm3
Compression ratio
Max. EEC power kW
HP
corresponding speed rpm
Max. EEC torque Nm
kgm
corresponding speed rpm
Spark plugs
Fuel

940A8000 (**)
940A5000
Diesel
4 in line
83 x 90.4
1956
16.5
100/103
136/140
3750
NORMAL DYNAMIC
320 350
32.5 35.6
1500 1750
–
Automotive
diesel fuel
(EN590
specifications)
940A7000
Diesel
4 in line
83 x 90.4
1956
16.5
120
163
4000
NORMAL DYNAMIC
320 350
32.5 35.6
1500 1750
–
Automotive
diesel fuel
(EN590
specifications)
940A4000
Diesel
4 in line
83 x 90.4
1956
16.5
125
170
4000
NORMAL DYNAMIC
320 350
32.5 35.6
1500 1750
–
Automotive
diesel fuel
(EN590
specifications)
940A3000
Diesel
4 in line
79.5 x 80.5
1598
16.5
77
105
4000
NORMAL DYNAMIC
280 320
28.5 32.5
1500 1750
–
Automotive
diesel fuel
(EN590
specifications)
229
GETTING
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(*) For versions/markets, where provided
(**) 2.0 JTD
M136 HP version
GENERAL INFORMATION1.6 JTDM2.0 JTDM2.0 JTDM(*) 2.0 JTDM(*)
Type code
Cycle
Cylinder number and position
Piston bore and stroke mm
Total capacity cm3
Compression ratio
Max. EEC power kW
HP
corresponding speed rpm
Max. EEC torque Nm
kgm
corresponding speed rpm
Spark plugs
Fuel