From frugal to somewhat powerful, the Dart has its bases covered and it did so in short order.
Wayne Gerdes -
CleanMPG - Sept 2, 2012
2013 Dodge Dart - $16,995 to start (forget about the $16K model w/out anything) and a somewhat competitive EPA with a performance bent.
Tigershark and MultiAir 2 valve-actuation I4’s provide 160 to 184 HP and fuel economy from 24/34 to 27/39 mpgUS city/highway.
According to Chrysler, it took just 95 weeks from green light to install when developing the Tigershark I4 beginning in May 2010.
Because Chrysler Group had no protocol to accommodate the tight deadlines, engineers had to develop a method of synchronizing multiple test cells via a complex design of experiments.
This discovery shaved weeks off the development cycle – and created the “
Tigershark Effect”.
The Tigershark I-4, which powers the all-new 2013 Dodge Dart, heralds a new era for Chrysler as it began with an essentially clean sheet design.
The DOHC 2.0L is 88 percent new, while the single-overhead-cam (SOHC) 2.4L is 89 percent fresh.
Both start with a lightweight, high-pressure, die-cast aluminum blocks (with cast-iron bore liners) and a four-valve aluminum head.
Central to the Tigershark’s fuel-efficient character and low-emissions performance include roller finger follower rocker arms, wide-range dual independent exhaust and intake variable valve timing.
Additional enhancements included the following:
- A diamond-like carbon-coated floating piston pin
- Electric thermostat
- Variable-displacement A/C compressor
- Two-stage oil pump
- Low-tension piston rings
- Precious-metal spark plugs that promise 100,000-mile service life
These are some of the common calling cards of today’s latest engines and key to the Dart’s performance and efficiency success.
The 160 HP 2.0L generates peak torque of 148 lb.-ft. at 4,600 rpm, while the 184 HP 2.4L puts out 174 lb.-ft. at 3,900 rpm.
The Block
Engineers added a structural cast-iron bearing beam to the bottom of the cylinder-block assembly, as well as integrated accessory mounts. A unique three-point powertrain mount system also was developed. It features an integrated front mount.
Other refinements include:
- An aluminum isolated head cover
- Acoustic covers for intake and exhaust manifolds
- Thicker forged-steel crankshaft for increased stiffness
- A relocated crankshaft thrust bearing
- Unique front-exhaust architecture
- Balance shaft module
- Select fit rod and main bearings
- And a dual-layer acoustic damped steel oil pan
Again using some of the latest advances in engine design.
MultiAir 2
The optional Dodge Dart equipped with the 1.4L is only the second application of MultiAir 2 – a new and improved version of Fiat’s MultiAir technology, which increases power and torque as much as 10 percent and 15 percent respectively.
The electro-hydraulic fully variable valve-lift system uses a column of oil in place of the traditional mechanical link between the camshaft and intake valves. The resulting precision reduces engine pumping losses and increases volumetric efficiency.
However, MultiAir intervenes only at the start or end of the valve event. MultiAir 2, which made its debut on Fiat’s TwinAir engine, accommodates an extended opening inlet event for greater internal exhaust-gas recirculation and additional fuel-economy improvement. Read Atkinsonization following on the heels of the Civic and Elantra engines.
Transmissions – The other half of the story
Chrysler Group:
Quote:
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“There has never been a great car that did not have great engine and a superior transmission.”
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Chrysler Group’s first dual dry clutch automatic transmission (DDCT) is in final preps for its debut in the 2013 Dodge Dart.
According to the company, the 6-speed DDCT’s dual-mass flywheel accommodates operation at lower rpm, a condition that complements the unit’s low-viscosity synthetic oil for enhanced fuel economy.
The transmission’s
6.68 gear-ratio spread and 4.43 final-drive ratio deliver both good launch performance and lower highway cruise rpm. This spread is one that approaches that of the latest wide ratio CVTs from both Nissan and Honda!
The DCCT is mated to the turbocharged 1.4L promises spirited launches its 18.4:1 first-gear launch ratio.
Two new transmissions enhance the Tigershark’s performance: The wide ratio 6-speed manual and a 6-speed automatic.
The 6-speed AT features a shift schedule tailored to deliver superior fuel economy. Its 5.46 gear-ratio spread and 3.19 final-drive ratio contribute to smooth launch and reduced RPM in highway driving.
These attributes combine to reward Dart owners with outstanding value and a satisfying experience behind the wheel.
The 6-speed manual transmission, available with all three Dart engine choices, also features a dual-mass flywheel to accommodate operation at lower RPM. It boasts
a gear-ratio spread of 6.68 when mated with the turbo’ed 1.4L I4 and will soon arrive. This is the same as the DCCT and approaches that of the latest fuel efficient CVTs.
With a focus on refinement, measures were undertaken to mitigate noise, vibration and harshness. They include a synchronized reverse gear and utilization of an isolated shifter and shift cable bracket.
All told, the 2.0L Tigershark with the std. 6-speed AT is doggy. The 1.4L with the MT is a bit better and the 2.4L is quick although misses the mark at the pump. The all-new Aero addition Dart is just around the corner and we’ll see just how efficient that 1.4L Multi-Air2 and the wide ratio 6-speed actually is.
Linear Mode
