MENUFiat Multijet Tuning
"All you need to know about performance parts and tuning the Fiat Multijet engine!"
The Fiat Multijet great bases for a tuning project and with carefully picked upgrades like remaps, turbo improvements and camshafts you will certainly enhance your driving enjoyment.
Our aim here is to review Multijet tuning and highlight the premier modifications.
History, Power & Specs of the Multijet Engine
1.3 L SDE Small Diesel Engine
- 70 PS (51 kW; 69 hp), a 75 PS (55 kW; 74 hp)
(used in the Fiat Punto, Panda, Palio, Albea, Idea; Suzuki Ritz, Swift, SX4)
- 90 PS (66 kW; 89 hp) (used in the Fiat Grande Punto,[9] Linea; Opel Corsa, Astra; Suzuki Ertiga; Tata Indigo Manza and Alfa Romeo MiTo)
- 95 PS (70 kW; 94 hp)
- 105 PS (77 kW; 104 hp) available on the Lancia Ypsilon.
- 2009 Fiat launched Multijet II
- 75 PS (55 kW; 74 hp) to 95 PS (70 kW; 94 hp)
Applications:
- Alfa Romeo MiTo
- Fiat 500
- Fiat 500L
- Fiat Albea
- Fiat Doblò
- Fiat Fiorino
- Fiat Grande Punto
- Fiat Idea
- Fiat Linea
- Fiat Palio
- Fiat Panda
- Fiat Punto
- Fiat Qubo
- Fiat Strada
- Fiat Tipo (2015)
1.6L 16V Multijet
- 105 PS (77 kW; 104 hp) 2007
- 120 PS (88 kW; 120 hp) 2008
Applications:
- Alfa Romeo Mito
- Alfa Romeo Giulietta (2010)
- Fiat 500L
- Fiat Bravo
- Fiat Doblò
- Fiat Grande Punto
- Fiat Idea
- Fiat Linea
- Fiat Tipo (2015)
- Jeep Renegade
- Jeep Compass
1.9 L straight-4
- 105 PS, 77 kW, 104 hp),
- 80 PS (59 kW; 79 hp),
- 85 PS (63 kW; 84 hp),
- 101 PS (74 kW; 100 hp),
- 105 PS (77 kW; 104 hp),
- 110 PS (81 kW; 110 hp),
- 15 PS (85 kW; 113 hp)
The Multijet second generation
8-valve version
- 101 PS (74 kW; 100 hp)
- 120 PS (88 kW; 120 hp),
- 30 PS (96 kW; 130 hp)
16-valve version has
- 134 PS (99 kW; 132 hp)
- 138 PS (101 kW; 136 hp)
- 150 PS (110 kW; 150 hp)
- 170 PS (130 kW; 170 hp)
Applications
- Alfa Romeo 145
- Alfa Romeo 146
- Alfa Romeo 147
- Alfa Romeo 156
- Alfa Romeo 159
- Alfa Romeo GT
- Cadillac BLS
- Fiat Bravo
- Fiat Brava
- Fiat Croma II
- Fiat Doblò
- Fiat Grande Punto
- Fiat Marea
- Fiat Multipla
- Fiat Punto
- Fiat Sedici
- Fiat Stilo
- Fiat Strada
2 litre
- 165 PS (121 kW; 163 hp)
- 170 PS (125 kW; 168 hp)
- 135 PS (99 kW; 133 hp)
Applications:
- Alfa Romeo Giulietta (2010)
- Alfa Romeo 159
- Fiat Bravo
- Fiat Doblò II
- Fiat Ducato III
- Fiat Freemont
- Fiat Sedici
- Fiat Croma II
- Fiat Toro
- Jeep Compass
- Jeep Cherokee (KL)
- Jeep Renegade
2.4 L (2,387 cc)
- 136 PS (100 kW; 134 hp)
- 140 PS (103 kW; 138 hp)
- 150 PS (110 kW; 148 hp)
- 175 PS (129 kW; 173 hp)
- 200 PS (147 kW; 197 hp)
- 210 PS (154 kW; 207 hp) and 400 Nm (295 lbft) at 1500 rpm
Applications:
- Alfa Romeo 156
- Alfa Romeo Spider
- Alfa Romeo Brera
- Alfa Romeo 159
- Alfa Romeo 166
- Fiat Croma II
- Fiat Marea
2.8 JTD
127 PS (93 kW; 125 hp) or 146 PS (107 kW; 144 hp).
Applications:
- Citroen Jumper
- Fiat Ducato
- Peugeot Boxer
3.0 L
- 157 PS (115 kW; 155 hp) or 177 PS (130 kW; 175 hp)
Applications:
- Citroën Jumper
- Fiat Ducato
- Peugeot Boxer
Tuning the Fiat Multijet and best Multijet performance parts.
Best Multijet mods
The greatest Multijet parts on an engine are sensibly the ones that give the biggest return for your cash.
We won't be swayed by popular Multijet parts, they need to be cost effective.
The camshaft profile plays a big part in the engines power output so camshaft upgrades make quite a large difference. The intake and exhaust durations will alter depending on the chosen camshaft profile, so large torque gains are on offer for camshaft upgrades.
Fast road camshafts normally bump the power through the rpm band, you could sacrifice a little low down bhp but your top end will improve.
Motorsport camshafts, bump the top end band but as a result the car will not idle smoothly and low end power nearly always suffers.
A Motorsport and race camshaft makes it harder when driving around busy urban areas. This is because a competition cam causes a very lumpy idle, and makes the car more prone to stall or jerk along in stop start traffic, sadly though many ignore this and end up ruining a perfectly good car and having to revert back to a fast road, or OEM cam profile.
You should ideally match your engines power to your driving style so for a daily driver stick with a fast road Multijet camshaft
Some Multijet engines respond better to mild cam durations so view each engine as unique.
The engine timing and injectors and fuel pump also have a large bearing on the power gains you'll achieve.
Longer valve durations can alter the power band and on most engines the exhaust and intake durations do not need to match, although most cams and tuners use matched pairs there are some advantages to extending the intake or exhaust durations.
Please watch our video which covers the 5 principles of tuning your car. Be sure to keep up with our latest YouTube content and subscribe.
Best Engine Mods for your car
- Engine Tunes - engine tuning/remapping provides the most advantage in terms of cost savings, aftermarket ECUs, and piggyback ECUs are all alternatives.
- Fast road cams are one of the most significant mechanical changes, but they must be installed by someone who knows what they're doing and they are not always easy to source but you might find a local firm to regrind a stock camshaft.
- Intake and Exhaust - Note that on their own these mods will NOT ADD POWER in most cases, but they can help enhance power after other mods by removing the restriction.
- Upgrades to turbochargers and superchargers - forced induction is the most efficient approach to increase air supply, allowing you to burn more fuel and make more power. It is one of the most costly upgrades but provides the best gains.
- Head work - The goals of porting and flowing the head are to get air flowing into the engine while removing flow restrictions and turbulence.
Typical stage 1 mods often include:
drilled & smoothed airbox, Fast road camshaft, Sports exhaust header/manifold, Intake manifolds, Remaps/piggy back ECU, Panel air filters.
Typical stage 2 mods often include:
induction kit, fuel pump upgrades, Fast road cam, Sports catalyst & performance exhaust, high flow fuel injectors, Ported and polished head.
Typical stage 3 mods often include:
Adding or Upgrading forced induction (turbo/supercharger), Competition cam, Engine balancing & blueprinting, Twin charging conversions, Internal engine upgrades (head flowing porting/bigger valves), Crank and Piston upgrades to alter compression.
ECU mapping will help fully realize the full potential of all the parts you've done to your Multijet.
(In some cases, as the factory ECU is locked flashing is not an option, so an aftermarket ECU is the route to take, and many of these will outperform factory ECU's but make sure it has knock protection and that you get it setup properly.)
It will usually give you around 30% more power on turbocharged vehicles and you can expect to see around 15% on NA (naturally aspirated) engines, but power output often vary depending on the parts you've applied and the condition of your engine.
Feeding air and fuel into your Multijet is the aim to any engine upgrade job.
Intake transmit the air from the filter and allow it to be pulled into the engine cylinders with fuel for the squish phase.
The bore size, shape and flow rate of the Air Intake manifolds can make a large difference to fuel engine efficiency on the Multijet.
Most intake are ripe for an upgrade, although a few makers provide reasonably good intake.
Fitting big valve kits, getting 3 or 5 angle valve jobs and porting and head flowing will also raise bhp, this will afford you a better bhp increase on other tuning parts.
Multijet Turbo upgrades
NA (naturally aspirated) engines need quite a lot of work when you add a turbo, so we have a separate guide to help you take into account the pros and cons of going this route on your Multijet
The more air you can get into an engine, the more fuel it can burn and uprating the induction with a turbocharger upgrade makes excellent power gains.
If a car is fitted with a turbocharger parts are simpler to install and most turbo engines are built using strengthened components.
However every engines will need better parts at higher power limits.It is important to find these limits and install higher quality components to survive the power.
We see many people spending a lot of money on turbo upgrades on the Multijet only to have the engine throw a rod just after it's finished.
Larger upgraded turbochargers will usually experience low end lag, and low capacity turbochargers spool up really quickly but do not have the high rpm bhp gains.
Thanks to progress the world of turbos is always moving on and we commonly find variable vane turbos, permitting the vane angle is altered according to speed to lower lag and increase top end power.
Twin scroll turbos divert the exhaust gases into a couple of channels and feed these at differently designed vanes in the turbocharger. They also increase the scavenging effect of the engine.
You'll commonly see there's a limit in the air flow sensor AFM/MAF on the Multijet when considerably more air is being drawn into the engine.
We note 4 bar air sensors coping with quite large power gains, whereas the OEM air sensor was restricting power at a much lower level.
Adding a supercharger or additional turbo will make large torque gains, although harder to setup. We have this guide to twinchargers if you want to read more.
Fuelling
When you lift the bhp you will need to ramp up to the fuelling.
More bhp needs more fuel. 
We would recommend you to over specify your flow rate on the injectors.
The accepted safe increase is to add another 20% when fitting an injector, this allows for injector deterioration and gives you some spare capacity should the engine require more fuel.
We think this one is common sense, but you'll need to match your fuel injector to the type of fuel your car uses as well.
Multijet Performance Exhausts
You only need to upgrade your exhaust if your current exhaust is creating a restriction in flow.
On most factory exhausts you should find that your flow rate is fine even on modest power gains, but when you start pushing up the power levels you will need to get a better flowing exhaust.
Don't go with the widest exhaust you can source this will slow up the exhaust flow rate - the best for power gains are usually between 1.5 to 2.5 inches. It is the shape and material more than the bore size.
Common exhaust restrictions are traced to the emissions filters installed, so adding a faster flowing race alternative such as a sports catalyst pretty much removes this restriction, thanks to it's larger size and surface area, and will effectively raise the performance to levels you would expect without having a catalyst installed, but keeps the car road legal.
Weak spots, Issues & problem areas on the Multijet
The Multijet engines are generally reliable and solid units, as long as you follow the manufacturers service schedules, and use a good quality oil to ensure longevity. Few problems should happen as long as they are regularly serviced and maintained.
Carbon build up in the head, particularly around the valves which will sap power or create flat spots, this is a larger issue on direct injection engines but should be looked out for on all engines. We have tips on removing carbon build up.
Some of our members have had issues with flat spots or glitches after applying mods and upgrades or tuning, this is not usually related to this engines design, so instead see our article on diagnosing flat spots and problems after tuning which should help you get the bottom of this issue.
Regular oil changes are vital on the Multijet, especially when tuned and will help extend the life and reliability of the engine.
If you would like to know more, or just get some friendly advice on Tuning your Multijet engine please join us in our car forums where you can discuss Multijet tuning options in more detail with our Multijet owners. It would also be worth reading our unbiased Fiat tuning articles to get insights into each modification and how effective they will be for your car.
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