[30 years] – The Revolution reformist implemented with the One would not be truly complete without the FIRE engine In 1983 at the time of the spectacular launch at Cape Canaveral, under the hood of the cheap Fiat, in fact, still beats the glorious 903 from 45 hp. A four-cylinder pushrod, long stroke derived from that fitted from the start, in 1971, the “127″. An engine of exceptional longevity whereas its origin dates back to 1955 when, under the symbol workshop 100D.000 and with a displacement of 633 cc, is mounted on the 600. The dynamic qualities of the chassis and lightweight construction are sufficient to mask the weakness but one deserves more. Fiat has already started the design of a new generation engine in collaboration with Peugeot, whose development is hindered by the strong labor unrest in those years, with the strikes that systematically prevent access at certain facilities. These are continuing to work in offices of fortune made in the rooms of a modest hotel in progress but France, despite all efforts to the limit of sacrifice, fail to show up on time appointment with the One.
The engine comes two years after the launch and the delay results in a valuable opportunity to strengthen the image of the model that is now configured as an “open” project flexible and able to accommodate all types of innovation It makes available. The collaboration with Peugeot, which then will march from the project when condividirne production, is of decisive importance because it introduces a working method based on the gradual consolidation of the results achieved through written reports. A very uncommon practice in those days to Fiat. But the French company is also credited with having convinced Fiat to adopt electronic ignition instead of the traditional distributor. A solution shared by Ildo Renzetti designer who also had been able to run the eight-cylinder 500 designed by engineer Carcano for Guzzi Grand Prix, more than 10,000 laps despite a conventional ignition system. The name F.I.R.E. born as an acronym to summarize the specific production and design: Fully Integrated Robotized Engine. Translated into operational mode means “design for manufacture”. The goal is to get the maximum integration between the technical solutions and the technologies of the plant, to achieve the best compromise between cost, quality and performance.
With the FIRE project the Termoli plant and the engine become the one necessary consequence of the other. The quality is no longer entrusted to the traditional control of the end line where the required objectivity is compromised by some discretion based on the achievement of sales targets, but spread throughout the facility. The production process is sectioned into groups of processes which provides a team that organizes within it, in perfect independence, the division of labor. In terms of design, the results are significant. The number of components drops by 350 of “903″ at 270, the mechanical machining from 350 to 308 and the number of checks on the line rises from 7 to 93. The architecture of the engine favors simplicity. Cast iron block, crankshaft five media housed in a stand of very reduced size and weight, light alloy head, two valves per cylinder in line, driven by a tree overhead camshaft driven by a toothed belt and chamber roof .
A simplicity made possible by the adoption of computerized design systems especially for what concerns the analysis of flows in the intake ducts and exhaust of the combustion mode of the air / fuel mixture in the combustion chamber. Are the two parameters from which depends largely on the volumetric efficiency of the engine and, consequently, the value of the driving torque. In this respect, the comparison with the old “903″ is illuminating: the power is the same, about 45 hp at 5600 g / 1 ‘, but is achieved at a lower speed of more than 600 g / 1′ while the maximum torque increased from 6 kgm at 3500 g / 1 ‘to 7 kgm at 3000 g / 1′. In terms of performance the results are even embarrassing. Renzo Porro, head of the trial, held in the drawer for days the results of a comparative test with the engine in the “128″. A gain of 22 “on the recovery using the change from 40 km / h up to the maximum speed, is an achievement so extraordinary hopelessly disavow the work done until then. Great care is dedicated to cost of maintenance: the valves do not require the usual backlash.
A feature obtained without to resort to complex and costly hydraulic tappets but only through the choice of appropriate materials. The F.I.R.E. It is designed to allow the full potential of development in line with evolving business objectives and technical. A flexibility that over time has allowed large increases in cubic capacity (from 999 to 1400 cc), the adoption of warheads DOHC four-valve per cylinder, until reaching the doubling of power than the original engine and the development of common rail diesel versions , while keeping the lower part of the engine and then with changes limited to the production facilities.
The combination of the car body of the One and the new engine It is what it takes to “turn on” a second stage that can drive stably orbit the subcompact Fiat precisely when, two years after its debut, is now exhausted the novelty effect. To achieve the goal it is necessary that the FIRE acquires a personality of its own as a function of the exceptional technical content and technological benefits and in line with a communications strategy to boost all measures which have as their object the One. Hence the idea of promoting the engine component, even essential, to the role of the protagonist, giving it an identity independent of the model. When the F.I.R.E. appears surprisingly, at the end of the press conference to present organized in the Termoli plant, installed on robocarrier, the robotic cart that is the basis of the flexible manufacturing system, not applause ritual underlines the success of the operation. Not only the technical qualities, which must still be submitted to the road test, to impress but also the result of the intervention of a brilliant designer, Rodolfo Bonetto (pictured) that, for the first time does not deal with the definition of bodies and cockpits but the stylistic integration of the different elements that make up the engine perfectly consistent with the objective of generating an image of self-FIRE
Mauro Coppini
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