2013 Alfa Romeo MiTo torque

VDC SYSTEM (Vehicle Dynamics
Control)This is an electronic system that controls car stability in the event of tyre
grip loss, helping maintain directional control.
The system 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
stabilising torque.
The VDC, in turn, includes the following systems:
❒Hill Holder
❒ASR
❒Brake Assist
❒MSR
❒CBC
❒“ELECTRONIC Q2” (“E-Q2”)
❒DSTSYSTEM ACTIVATIONThe VDC system switches on automatically each time the engine is
started and cannot be switched off.SYSTEM INTERVENTIONThis is indicated by the flashing of the
warning light on the
instrument panel, to indicate that the car is in critical stability and grip
conditions.
HILL HOLDER SYSTEMThis 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: vehicle stationary on a road with a gradient higher than 5%,
engine running, brake pedal pressed and gearbox in neutral or
gear (other than reverse) engaged;
❒downhill: vehicle stationary 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 braking
pressure at the wheels until the engine torque required for departure is
reached or for approximately 2 seconds, allowing your right foot to
be moved easily from the brake pedal to the accelerator.
If the vehicle has not departed after this time, the system will deactivate
automatically by gradually releasing the brake force. A sound may
be heard during this stage: this indicates that the vehicle is about
to move off.
IMPORTANT The Hill Holder system is not a handbrake. Do not leave
the vehicle without having engaged the handbrake, switched off the
engine and engaged a gear.
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ASR SYSTEM (AntiSlip Regulation)It is an integral part of the VDC system. It automatically operates in the
event of one or both drive wheels slipping, loss of grip on wet roads
(aquaplaning) and acceleration on slippery, snowy or icy roads, etc…
Depending on the slipping conditions, two different control systems
are activated:
❒if the slipping involves both drive wheels, the ASR intervenes
reducing the power transmitted by the engine;
❒if the slipping only involves one of the drive wheels, the ASR
intervenes automatically braking the wheel that is slipping.
For the correct operation of the VDC and ASR systems,
the tyres must be the same make and type on all
wheels, in perfect condition and, above all, of the type,
make and size specified.If the spare wheel is used, the VDC system keeps
operating. Always remember that the space-saver
wheel, being smaller than the original wheel, provides
less grip.
The performance of the VDC and ASR systems must not
encourage the driver to take unnecessary risks. Driving
style must always be adapted to road conditions,
visibility and traffic. The driver is always responsible for road
safety.
BRAKE ASSIST(assistance during emergency braking)
The system, which cannot be turned off, recognises emergency braking
(on the basis of the brake pedal operating speed) and speeds up the
response of the braking system. The Brake Assist device is deactivated
if there is a VDC system failure.MSR SYSTEM(Motor Schleppmoment Regelung)
This system is an integral part of the ABS, that intervenes, if there is
sudden downshifting, restoring torque to the engine, thereby
preventing excessive drive at the drive wheels which, especially in poor
grip conditions, could lead to a loss in stability of the car.
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CBC SYSTEM (Cornering Brake
Control)This function improves the distribution of the braking pressure at the
four wheels (to fully exploit the grip available on the ground) when
braking on bends if the ABS intervenes. 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 system, in cornering acceleration conditions, acts
appropriately on the inner wheel, increasing the drive of the outer
wheel (with more load) and sharing the torque between the front drive
wheels dynamically and continuously according to the driving
conditions and the road surface.
The system, combined with MacPherson front suspension, allows
particularly effective and sports driving.
DST SYSTEM (Dynamic Steering
Torque)This function integrates Dual Pinion active steering into the operation of
the VDC. For particular manoeuvres, the VDC controls the steering to
actuate a steering torque and assist the driver in the best possible way.
The system operates the brakes and steering in a coordinated manner
to increase the suspension and safety level of the car as a whole.
The steering provides additional torque on the steering wheel.
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Engine:
standard response
ENGAGEMENT/DISENGAGEMENT OF
“Dynamic” MODEEngagement
Move the lever A fig. 72 upwards (next 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 fig. 75).
Upon release, lever A returns to the central position.VDC and ASR:intervention thresholds for more enjoyable, sportier driving,
guaranteeing stability in case control of the car is lost. Improves
traction whilst accelerating on bends.
Steering wheel
tuning:
sports mode function.
DST:
standard braking control coordinated with ABS/VDC. Standard
control over lateral acceleration. Compensates oversteering
depending on the VDC/ASR intervention thresholds: a slight
movement on the steering wheel encourages the driver to carry
out the most appropriate manoeuvre.
Engine:
prompter response + Overboost to maximise torque (for
versions/markets, where provided).
In the 1.4 Turbo MultiAir versions, selecting “Dynamic” operating
mode activates the turbocharger supercharging function (overboost):
depending on the accelerator pedal position and for a limited 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.
fig. 74
A0J0290
fig. 75
A0J1510
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DRIVING STYLEStarting
Do not warm up the engine at low or high revs when the vehicle is
stationary; this causes the engine to warm up more slowly, thereby
increasing fuel consumption and emissions. It is therefore advisable to
move off immediately, slowly, avoiding high speeds: in this way the
engine will warm up more quickly.
Unnecessary actions
Avoid revving up when at traffic lights or before switching off the
engine. The latter action, like double-declutching, is unnecessary and
causes increased fuel consumption and pollution.
Gear selection
Use a higher gear when traffic and road conditions allow it. Using a
low gear for faster acceleration will increase consumption. In the same
way improper use of a high gear increases consumption, emissions
and engine wear.
Maximum 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 increased
emissions.
Acceleration
Accelerating violently severely affects consumption and emissions:
acceleration should be gradual and should not exceed the maximum
torque.
CONDITIONS OF USECold starting
Short distances and frequent cold start-ups will prevent the engine from
reaching optimal running temperature. This results in a significant
increase in consumption levels (from +15 to +30% on the urban cycle)
and emissions.
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 large towns
with many traffic lights. Winding mountain roads and rough road
surfaces also adversely affect consumption.
Stops in traffic
During prolonged stops (e.g. level crossings) switch the engine off.
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ENGINEGENERAL INFORMATION Turbo TwinAir
Type code312A2000
CycleOtto
Number and arrangement of cylinders 2 in line
Piston diameter and travel (mm) 80.5x86
Total displacement (cm³)875
Compression ratio10
NATURAL DYNAMIC
Maximum power (EEC) (kW)
Maximum power (EEC) (HP)
corresponding engine speed (rpm) 5500 5500
NATURAL DYNAMIC
Max torque (EEC) (Nm) 1 1
Maximum torque (EEC) (kgm) 1 . 14.8
corresponding engine speed (rpm) 2 00 2 00
Spark plugsNGK LKR9CI-8
Fuel Unleaded petrol 95 RON or 98 RON (EN 228 specification)
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10
12
545
0 77 8557 62

GENERAL INFORMATION 1.4 petrol 8V 70 HP 1.4 Petrol 8V 78 HP
Type code 955A9000 350A1000
Cycle Otto Otto
Number and arrangement of cylinders 4 in line 4 in line
Piston bore and stroke (mm) 72.0 x 80.4 72.0 x 80.4
Total displacement (cm³) 1368 1368
Compression ratio 11.1 11.1
Maximum power (EEC) (kW) 51 57
Maximum power (EEC) (HP) 70 78
corresponding engine speed (rpm) 6000 6000
Max torque (EEC) (Nm) 115 115
Maximum torque (EEC) (kgm) 11.7 11.7
corresponding engine speed (rpm) 3000 3000
Spark plugs NGK ZKR7A-10 or Champion RA8MCX4 NGK ZKR7AI-8
FuelUnleaded petrol 95 RON (Specification EN
228)Unleaded petrol 95 RON or 98 RON
(EN 228 specification)
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218GETTING TO KNOW
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GENERAL INFORMATION 1.4 MultiAir 1.4 Turbo MultiAir 135 HP
Type code 955A6000 955A2000
Cycle Otto Otto
Number and arrangement of cylinders 4 in line 4 in line
Piston bore and stroke (mm) 72.0 x 80.4 72.0 x 80.4
Total displacement (cm³) 1368 1368
Compression ratio 10,8 9,8
Maximum power (EEC) (kW) 77 99
Maximum power (EEC) (HP) 105 135
corresponding engine speed (rpm) 6500 5000
NATURAL DYNAMIC
Maximum torque (EEC) (Nm) 130 190 206
Maximum torque (EEC) (kgm) 13,2 19.3 21
corresponding engine speed (rpm) 4000 50 1750
Spark plugs NGK DCPR7E-N-10 NGK IKR9F8
FuelUnleaded petrol 95 RON or 98 RON
(EN 228 specification)Unleaded petrol 95 RON or 98 RON
(EN 228 specification) 42