2012 Alfa Romeo MiTo torque

108GETTING TO KNOW YOUR CAR
VDC SYSTEM
(Vehicle Dynamics Control)
This is an electronic system that controls car stability in the event
of tyre grip loss.
The VDC system also includes the following systems:
❍Hill Holder
❍ASR
❍Brake Assist
❍MSR
❍CBC
❍“ELECTRONIC Q2” (“E-Q2”)
❍DST
SYSTEM INTERVENTION
This is indicated by the áwarning light flashing in the instru-
ment panel: this indicates that the vehicle is in critical stability
and tyre grip conditions.
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 at a standstill on a road with a gradient higher than
5%, engine running, clutch and brake pedal pressed, gearbox
to neutral or engaged gear other than reverse;
❍downhill: car at a standstill on a road with a gradient higher
than 5%, engine running, clutch and brake pedal pressed and
reverse gear engaged.
At take-off the VDC system control unit will keep brake force on
the wheels until reaching the torque suitable for starting, or in
any case for 1 second in order to move easily from the brake ped-
al to the accelerator pedal.
If the vehicle has not departed after this time, the system will de-
activate automatically by gradually releasing the brake force. A
sound may be heard during this stage: this indicates that the ve-
hicle is about to move off.
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.

110GETTING TO KNOW YOUR CAR
BRAKE ASSIST
(emergency braking assistance)
This system, which cannot be excluded, recognises emergency brak-
ing (on the basis of the brake pedal operation speed) and allows
the braking system to react more quickly. The Brake Assist function
is deactivated in the event of VDC system failure.
MSR SYSTEM
This is an integral part of the ASR system which, in the event of
sudden gear downshifting, cuts in, providing torque to the engine
thus preventing excessive drive wheel drag which, specially in poor
grip conditions, can lead to loss of stability.
CBC SYSTEM
This function optimises the brake force distribution between the
four wheels (in order to make maximum use of the available grip)
when braking whilst cornering and the ABS system cuts in. This
improves stopping distances and above all vehicle stability when
cornering.
“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
for particularly effective and sporty driving.
DST SYSTEM (Dynamic Steering Torque)
This is an “active” vehicle control system. On road surfaces with
poor grip, it automatically corrects the steering and also controls
over-steer. This system applies torque to the steering wheel to in-
crease the feeling of safety, helping to keep the vehicle under
control and making the effects of the VDC system more discreet.

112GETTING TO KNOW YOUR CAR
ENGAGEMENT/DISENGAGEMENT OF
“Dynamic” MODE
Engagement
Move lever A-fig. 70 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 diagrams). Up-
on release, lever A returns to the central position.
Disengagement
To disengage “Dynamic” mode and return to “Normal”, move
the lever as described above once again. In this case, the LED cor-
responding to “Normal” mode will light up and the words “Normal
engaged” will appear on the reconfigurable multifunctional display
(see diagram).
A0J0186mA0J1055g
A0J1052g
VDCandASR: Sporty calibration, intervention only in the event
of loss of control
Steering wheel tuning: Sportier calibration
DST: Standard control of the brakes coordinated with ABS
More control of side acceleration
Steering wheel compensation: a slight pulse on the steer-
ing wheel tells on the driver to make a better manoeuvre
Engine: Higher response speed + Overboost to maximise torque
speed (where provided)In the 1.4 Turbo Multi Air versions, selecting the "Dynamic" oper-
ation mode activates the turbocharger supercharging function (over-
boost): depending on the accelerator pedal position and for a lim-
ited time, the engine management control unit allows the system
to generate maximum pressure levels inside the turbocharger and
the engine torque can reach higher values than usual. This function
is particularly useful whenever maximum performance is required
for a short time (e.g. when overtaking).
IMPORTANT When the "Dynamic" function is used, during acceler-
ation the steering may shudder, which is typical of a sports setting.

160STARTING UP AND DRIVING
Acceleration
Sudden acceleration has a very negative effect on fuel consump-
tion and emissions: accelerate gradually and do not go over the
maximum torque ratio.
CONDITIONS OF USE
Cold starting
Short distances and frequent cold start-ups will prevent the en-
gine from reaching optimal running temperature. Consequently,
both fuel consumption (from +15 to +30% on an urban cycle )
and emissions will increase.
Traffic and road conditions
Rather 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 and rough roads also have
a negative effect on fuel consumption.
Traffic hold-ups
During prolonged hold-ups (level crossings) the engine should be
switched off.
TOWING TRAILERS
IMPORTANT NOTES
The vehicle must be provided with a type-approved tow hook and
adequate electrical system to tow caravans or trailers. Installation
must be carried out by a specialist.
Install any specific and/or additional rear-view mirrors as specified
by law.
Remember that when towing a trailer, steep hills are harder to
climb, braking distances increase and overtaking takes longer de-
pending on the overall weight.
Engage a low gear when driving downhill, rather than constantly
using the brake.
The weight of the trailer reduces the load capacity of the vehicle
by the same amount. Consider the weight of the fully-laden vehi-
cle weight, including accessories and luggage, to make sure you
do not exceed the maximum towable weight (shown on the reg-
istration certificate).
Respect the speed limits specific to each country for vehicles tow-
ing trailers. In any event do not exceed 100 km/h.

940A2000
955A8000 (*)
Otto
4 in line
72,0 x 84,0
1368
9,8
120 (*) 125
163 (*) 170
5500 (*) 5500
NORMAL DYNAMIC
230 250
23,4 25,5
2250 2500
NGK ZKR7A-10
Unleaded petrol
95 RON or 98 RON
(Specification EN228)
ENGINE
(*) For versions/markets, where provided
955A1000
Otto
4 in line
72.0 x 84.0
1368
10.8
58
78
5750
120
12.2
4000
NGK ZKR7A-10
Unleaded petrol
95 RON
(Specification EN228)955A6000
Otto
4 in line
72.0 x 84.0
1368
10.8
77
105
6500
130
13.2
4000
NGK DCPR7E-N-10
Unleaded petrol
95 RON
(Specification EN228)955A2000
Otto
4 in line
72.0 x 84.0
1368
9.8
99
135
5000
NORMAL DYNAMIC
180 206
18.3 21
1750 1750
NGK IKR9F8
Unleaded petrol
95 RON or 98 RON
(Specification EN228)
6
TECHNICAL DATA231
GENERAL1.4 Multi Air 1.4 Turbo 1.4 Turbo 1.4 Petrol
Multi Air 135HP Multi Air 170HP78HP (*)
Quadrifoglio Verde
Engine code
Cycle
Number and layout of cylinders
Piston bore and stroke mm
Total displacement cm3
Compression ratio
Maximum power (EEC) kW
HP
corresponding ratio rpm
Maximum torque (EEC) Nm
kgm
corresponding ratio rpm
Spark plugs
Fuel

198A1000
Otto
4 in line
72.0 x 84.0
1368
9.8
110
150 (
Õ)
5500
NORMAL DYNAMIC
206 230
21 23.5
2250 3000
NGK IKR9F8
Unleaded petrol
95 RON or 98 RON
(Specification EN228
199A8000
Otto
4 in line
72.0 x 84.0
1368
9.8
114
155 (
❏)
5500
NORMAL DYNAMIC
201 230
20.5 23.5
5000 3000
NGK IKR9F8
Unleaded petrol
95 RON or 98 RON
(Specification EN228
232TECHNICAL DATA
(*) For versions/markets, where provided
(
Õ) The maximum power with 150HP is gotten using unloaded petrol 98 RON
(
❏) The maximum power with 155HP is gotten using unloaded petrol 98 RON
198A4000
Otto
4 in line
72.0 x 84.0
1368
9.8
88
120
5000
206
21
1750
NGK IKR9F8
Unleaded petrol
95 RON
(Specification EN228)198A4000
Otto
4 in line
72.0 x 84.0
1368
10.8
70
95
6000
126
12.9
4500
NGK ZKR7A-10
Unleaded petrol
95 RON
(Specification EN228)
GENERAL1.4 Petrol 1.4 Turbo 1.4 Turbo 1.4 Turbo
95HP (*) Petrol 120HP Petrol 150HP (*) Petrol 155HP
Engine code
Cycle
Number and layout of cylinders
Piston bore and stroke mm
Total displacement cm3
Compression ratio
Maximum power (EEC) kW
HP
corresponding ratio rpm
Maximum torque (EEC) Nm
kgm
corresponding ratio rpm
Spark plugs
Fuel

TECHNICAL DATA233
6
955A3000
Diesel
4 in line
79.5 x 80.5
1598
16.5
88
120
3750
NORMAL DYNAMIC
280 320
28.5 32.6
1500 1750
–
Diesel fuel for
motor vehicles
(Specification EN590)
(*) For versions/markets, where provided
199B1000
Diesel
4 in line
69.6 x 82
1248
16.8
70
95
4000
NORMAL DYNAMIC
180 200
17.6 19.7
1500 1500
–
Diesel fuel for
motor vehicles
(Specification EN590)
955A4000
Diesel
4 in line
79.5 x 80.5
1598
16.5
85
115
4000
NORMAL DYNAMIC
260 300
26.5 30.6
1500 1500
–
Diesel fuel for
motor vehicles
(Specification EN590)
GENERAL 1.3 JTDM-21.6 JTDM1.6 JTDM
115HP (*) 120HP
Engine code
Cycle
Number and layout of cylinders
Piston bore and stroke mm
Total displacement cm3
Compression ratio
Maximum power (EEC) kW
HP
corresponding ratio rpm
Maximum torque (EEC) Nm
kgm
corresponding ratio rpm
Spark plugs
Fuel