MULTI AIR

ENGINE

DEEPAK RAJ
S5&S6
Reg no: 15050023
MULTI AIR ENGINE SEMINAR 2017-2018

CARMEL POLYTECHNIC COLLEGE

PUNNAPRA
DEPARTMENT OF AUTOMOBILE ENGINEERING
2017-2018

SEMINAR REPORT ON

MULTI AIR ENGINE

SUBMITTED BY:
DEEPAK RAJ
S5&S6 AUTOMOBILE
ROLL NO: 21
REG.N.O: 15050023

DEPT OF AUTOMOBILE ENGG CARMEL POLYTECHNIC COLLEGE

MULTI AIR ENGINE SEMINAR 2017-2018

CARMEL POLYTECHNIC COLLEGE

PUNNAPRA
DEPARTMENT OF AUTOMOBILE ENGINEERING

CERTIFICATE

Certified that this seminar report entitled MULTI AIR ENGINE is a bonafied
report of the seminar presented by DEEPAK RAJ , S5-S6 Automobile during the year
2017-2018 towards the partial fulfillment of the requirments for the award of Diploma
in Automobile Engineering under the State Board Of Technical Education, Kerala.

Lecturer in charge Head of section

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ACKNOWLEDGEMENT

I express my deep gratitude to almighty, the supreme guide, for bestowing his
blessings upon me in my entire endeavor.

I would like to express my sincere thanks to Mr. JONU JOSEPH Head of Department
of Automobile Engineering for all his assistance.

I wish to express my deep sense of gratitude to lecturers Mr.VishnuVijayan,

Mr.Lalkrishna and Mr.VipinThomas , who guided me throughout the seminar. Their overall
direction and guidance has been responsible for the successful completion of the seminar.

Finally, I would like to thank all the faculty members of the department of automobile
engineering and my friends for their constant support and encouragement.

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INDEX

1.1.Introduction&Features
2.1.history and other systems
3.1.Multi air modes &Development of the fait multi air system
4.1.Working Of Multi air technology
5.1.Futher potential of multi air technology
6.1.Difference between multi air and existing variable valve timing systems
7.1.Benefits Of Multi Air Technology
8.1.Disadvantages
9.1.Conclusion
10.1.References

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1.INTRODUCTION

Multiair is a fundamental breakthrough in petrol engine design that will dramatically cut fuel
consumption, as well as significantly boosting power and torque, cutting carbon dioxide
emissions by between 10 and 25 percent, and up to a 60 percent reduction in other engine
pollutants.

This higher output will allow Fiat to replace larger engines with smaller, more efficient ones,
and the company's 1.0 liter and 1.4 liter engines will be the first to get the new technology,
along with a new 900cc twin

Fiat Group was one of the first manufacturers to adopt

what has become the increasingly common practice of improving official fuel economy
and CO2 emissions by creating a small forced-induction engine which uses fuel at a
modest rate when the turbocharger isn't operating but produces similar power to a much
larger unit when it is. In 2010, it has taken the idea a stage further by introducing various
versions the 1.4-litre MultiAir petrol engine to the PuntoEvo and AlfaRomeoMiTo
ranges.
In the Geneva Auto Show to launch a new engine technology which could ultimately be
as important as the common rail diesel technology it invented 15 years ago. Dubbed
MultiAir, the hydraulically-actuated variable valve timing (VVT) technology was
firstannouncedasaconcepttwoyearsago, and offers a more controllable flow of air during
the combustion cycle in comparison with mechanical VVT systems. Vastly reduced fuel
consumption and emmissions plus significantly more power are claimed, and the
technology is even more effective when used with a supercharger or a diesel engine.
Fiat claims Multiair is a fundamental breakthrough in petrol engine design that will
dramatically cut fuel consumption, as well as significantly boosting power and torque,
cutting carbon dioxide emissions by between 10 and 25 percent, and up to a 60 percent
reduction in other engine pollutants.
This higher output will allow Fiat to replace larger engines with smaller, more efficient
ones, and the company's 1.0 liter and 1.4 liter engines will be the first to get the new
technology, along with a new 900cc twin cylinder engine.
Unlike the common rail diesel technology, which it sold to Bosch during a financial
crisis, and has regreted ever since, FIAT will not be relinquishing ownership of the new
Multiair system, having announced it will license it to other manufacturers or provide
entire engines.

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FEATURES

The application of the Multiair technology offers the potential to improve almost all the
critical areas of SI engines:
Throttleless load control reduced fuel consumption.
Optimal charge trapping efficiency increased performance.
Fast and direct valve control improved dynamic response and fun to drive.
Advanced combustion control reduced fuel consumption and emissions
Performance and driveability increase potential is significant.
Torque and power increase, due to optimal volumetric efficiency over the whole
engine speed range, increasing torque.

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HISTORY

Multi-Air technology was patented in 2002 and introduced in Europe in 2009 on the Alpha
Romeo MiTo. The first U.S. application was the 1.4-liter Multi-Air engine in the 2010 Fiat
500 along with a turbocharged version for the 500 Abarth. A 2.4 liter Tigershark engine with
Multi-Air is available in the Dodge Dart and Jeep Cherokee. Current Multi-Air engines are
port fuel injected and do not use EGR valves or cam phasing systems.

Multi-Air technology can be adapted to many different engine designs and allows Fiat the
opportunity to license the technology to other manufacturers. Multi-Air benefits include
increased power and torque, reduced fuel consumption, faster throttle response, reduced CO2
emissions and lower pumping losses. All of the benefits are due to instantaneous, fully
variable intake valve lift and timing control. Intake valve actuation is no longer directly
controlled by the intake cam lobe profile but rather by electrical control of the hydraulic
actuator. Lets take a closer look at exactly how the intake valve really works.

OTHER SYSTEM
Currently ready alternatives to industrialization do not exist, but there are under
development also totally camless systems. The Valvetronic system used by BMW allows
the valve timing and lift to be varied but not the cam profile. The ability to vary the latter
is characteristic of camless and the Multiair systems.

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MULTI AIR MODES

Any fault the prevents the circuit from working such as a failed PCM fuse or relay may cause
a cranking no-start that mimics an engine with no compression, like a broken timing belt.
This computer control of intake valve actuation allows for a number of unique Multi-Air
control modes which are, Full Lift, EIVC (early intake valve closing), LIVO (late intake
valve opening), Multi Lift (multiple valve opening events) and No Lift (no valve opening).
Full Lift mode is used when maximum engine power is requested or when there is a stored
engine fault such as a misfire code. In full lift mode the solenoid is commanded on before the
intake cam lobe contacts the hydraulic pump roller follower and remains energized during the
entire cam lobe duration providing maximum valve lift and duration. This mode is seldom in
use as was seen during extensive test driving of Multi-Air equipped vehicles.

EIVC mode is used extensively while driving and can be used as a primary load control mode
that allows for less throttle control by the throttle body. The PCM determines the required
engine torque and will close the intake valve once the necessary air mass has been inducted
into the cylinder, thus you can think of this as throttling via the intake valve. It can be seen
while driving that during light engine load there is very little vacuum in the intake manifold
thus lowering intake pumping losses and making the engine more efficient.

The two scan data captures (Figures 1 and 2) are from a Fiat 500 and show how as the engine
is warming up it operates in LIVO mode and the intake pressure closely follows the throttle
angle as in all throttled engines. After frame 220 as the engine accelerates, it changes to
EIVC mode and the intake manifold pressure remains high at about 12.5 PSI (3.5 in.hg.) and
no longer mirrors the throttle angle. Similar to how BMW targets a small vacuum level in the
intake manifold on valvetronic equipped engines, the approximately 3.5 inches of mercury
vacuum seen in Multi-Air engines appears to be a target level and allows for crankcase
ventilation and charcoal canister purging. Due to this relatively high manifold pressure, or
lack of intake vacuum, the engine is equipped with a camshaft driven vacuum pump to assist
the vacuum brake booster.

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Figure 1: Scan data graph with cursor showing Figure 2: Scan graph showing the change to
how manifold vacuum follows throttle angle EIVC mode and manifold pressure remaining
in LIVO mode. high at light load.
The LIVO mode is used primarily at idle and low engine speeds. By delaying activation of
the oil control solenoid some or most of the valve lift profile is lost depending on how late
activation occurs. This allows for no valve overlap and very smooth idle and low speed
operation. Any chance of charge dilution with exhaust gases from valve overlap are not
possible and no EGR effect occurs with LIVO so it can only be used at idle or very light load.

Multi-Lift mode is a combination of EIVC and LIVO and can be used to increase valve open
duration with small valve opening levels. Multi-Lift may allow for good charge motion that
may prove helpful if GDI is adapted to these engines. No-Lift mode would allow complete
cylinder de-activation and would be helpful on larger V6 or V8 engines. As of this writing
Multi-Lift and No Lift modes are not in use on current engines but may be implemented in
future applications.

Oil Control Solenoid

The oil control solenoid is precisely controlled and closely monitored by the PCM and
produces a unique current signature. By scope testing the oil control solenoid a better
understanding of system operation can be gained.

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It must be understood that regardless of when the solenoid is turned on or off the valve
movement is still dependent on the intake cam profile stroking the oil pump and producing
oil pressure that can be applied to the hydraulic brake/pumping actuator. You cannot confuse
solenoid activation current with intake valve movement as sometimes the solenoid is
activated ahead of when the cam actually moves the follower.

When scope testing the oil control solenoid, the solenoid on-time may be longer in engine
degrees of rotation than the listed intake cam lobe duration but the cam lobe moving the
pump is what causes valve movement. The oil control solenoid is a low resistance solenoid
and uses a peak and hold current control strategy. The first waveform seen (Figure 2) was
taken from a known good rental vehicle and shows a peak current of about 10 amps with a
hold current at 5 amps. The solenoid is similar to a GDI injector in that both wires are
controlled by the PCM with no shared connection between all 4 cylinders. The solenoid feed
wire is biased at 8 volts and pulsed to 12 volts for current control while the ground wire is
also biased at 8 volts then held to ground while the solenoid is energized.

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Figure 4: Rotation rulers Figure 5: Multi-Air solenoid

Figure 3: Scope test with
used to measure Multi-Air waveform showing EIVC
Multi-Air solenoid low voltage
circuit on bottom, solenoid feed solenoid on time in crank mode and early solenoid turn-
voltage circuit above that and rotation degrees. off.
solenoid current above that.
Cylinder #1 ignition firing is
the top pattern.
By adding rotation rulers to the waveform framing the cylinder ignition firing event you can
see the current waveform hold section shows the solenoid was energized for 241 degrees of
crank rotation (Figure 3). The engine was running in LIVO mode at the time. The turn-off
event of the current waveform happens much sooner in EIVC mode and can be seen in the
third waveform capture (Figure 4).

Diagnostics
Due to close monitoring of the Multi-Air system, diagnosis of the system is highly DTC
driven. There are extensive circuit codes for the solenoids that allow not only electrical fault
identification but also hydraulic system problem diagnosis. There is a P1523 code for low oil

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pressure in the Multi-Air brick. By monitoring overall manifold vacuum, vacuum pulsations
and RPM fluctuation during cranking the PCM can determine if the intake valves are
operating.

The engine must be cranked for 10 seconds to set this code and no theft codes must be
present as active SKIM codes may cause the PCM to disable the oil control solenoids yet the
parameters for the P1523 code are still monitored. No MAP sensor codes can be present for
this code test to run. To prove out the reliability of the self- diagnostics some experiments
were performed. Using small diameter 18- gauge jumper wires to add some resistance to the
solenoid circuit, the engine was started and the oil control solenoid current tested. Figure 5
shows the setup and the engine had a constant misfire with the jumper wires in place. The
current waveform with jumper wires installed can be seen in the following scope capture
(Figure 6).

Figure 9: Picture
Figure 6: Multi-Air solenoid Figure 7: Multi- Figure 8: Multi-Air
of the setup with
current with resistance from 18- Air crankshaft camshaft locking
jumper wires
gauge jumper wires in the circuit. locking tool. tool.
installed for the
circuit resistance
experiment.

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The AC coupled MAP sensor voltage at the top of the waveform confirms there is no intake
pull even though there is solenoid current present, but the current level is low. This
experiment set 2 codes, a P1041-00 Implausible data from cylinder #1 oil supply solenoid
valve received and P1061-00, Cylinder No. 1 oil supply solenoid valve stuck. The system can
identify issues but the installed resistance was well below the threshold allowed using an
ohmmeter to test the circuit as mentioned in the code chart so scope testing is the best way to
identify problems.

There are only four serviceable items in the Multi-Air system, the entire Multi-Air brick,
the roller followers, a screw in oil temperature sensor and the oil supply O-ring between the
brick and the cylinder head. While the oil pumping elements and hydraulic brake/pumping
elements can be removed from the brick they cannot be purchased separately at this time.
Speaking of service, there are a couple of special tools required to perform timing belt service
on the engine as there are no timing marks.

There is also a special spring compressor tool to collapse the pumping elements for easier
Multi-Air brick removal and installation. The cam timing tools can be seen installed on the
engine, the crankshaft locking tool is Miller No. 10276 (Figure 07) and the camshaft locking
tool is Miller No. 10277. The spring compressor is Miller No. 10259B. The camshaft locking
tool is affixed to the back of the cylinder head once the camshaft driven vacuum pump is
removed (Figure 8).

Fiat Multi-Air technology is expected to spread to further applications and will be showing
up in your service bays sooner or later. Getting familiar with this innovative technology will
keep you ready to service and repair these powertrains when trouble crops up.

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DEVELOPMENT OF THE FIAT MULTI AIR SYSTEM

In the last decade, the development of Common Rail technology for diesel engines
marked a breakthrough in the passenger car market. To be equally competitive in the
field of petrol engines, Fiat Group decided to follow the same approach and focus on
breakthrough technologies.

The aim was to provide customers with substantial benefits in terms of fuel economy and
driving pleasure, while maintaining the engines intrinsic refinement, based on a smooth
combustion process and on light structures and components.
The key parameter to control diesel engine combustion and therefore performance,
emissions and fuel consumption, is the quantity and characteristics of the fuel injected
into the cylinders. That is the reason why the Common Rail electronic diesel fuel
injection system was such a fundamental breakthrough in direct injection diesel engine
technology.
However, the key to controlling petrol engine combustion, and therefore performance,
emissions and fuel consumption is the quantity and characteristics of the fresh air charge
in the cylinders. In conventional petrol engines the air mass trapped in the cylinders is
controlled by keeping the intake valve opening constant and adjusting upstream pressure
through a throttle valve. One of the drawbacks of this simple conventional mechanical
control is that the engine wastes about 10 per cent of the input energy in pumping the air
charge from a lower intake pressure to the atmospheric exhaust pressure.
A fundamental breakthrough in air mass control, and therefore in petrol engine
technology, is based on direct air charge metering at the cylinder inlet ports by means of
advanced electronic actuation and control of the intake valves, while maintaining a
constant natural upstream pressure.
Research on this key technology started in the 80s, when engine electronic control
reached the stage of a mature technology.
At this point most automotive companies fell back on the development of the simpler,
robust and well-known electromechanical concepts, based on valve lift variation through
dedicated mechanisms, usually combined with camshaft phasers to allow control of both
valve lift and phase.
The main limitation of these systems is low flexibility in valve opening schedules and a
much lower dynamic response; for example, all the cylinders of an engine bank are
actuated simultaneously, thereby excluding any cylinder selective actions. Many similar
electromechanical valve control systems were subsequently introduced over the past
decade.

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In the mid 90s, Fiat Group research efforts switched to electro-hydraulic actuation,
leveraging on the know-how gained during its Common Rail development. The goal was
to reach the desired flexibility of valve opening schedule air mass control on a cylinder-
by-cylinder and stroke-by-stroke basis.
The electro-hydraulic variable valve actuation technology developed by Fiat was
selected for its relative simplicity, low power requirements, intrinsic fail-safe nature and
low cost potential.

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MULTI AIR TECHNOLOGY: HOW ITS WORK

The operating principle of the system, applied to intake valves, is the following: a piston,
moved by a mechanical intake camshaft, is connected to the intake valve through a
hydraulic chamber, which is controlled by a normally open on/off solenoid valve.
When the solenoid valve is closed, the oil in the hydraulic chamber behaves like a solid
body and transmits to the intake valves the lift schedule imposed by the mechanical
intake camshaft.
When the solenoid valve is open, the hydraulic chamber and the intake valves are de-
coupled; the intake valves do not follow the intake camshaft anymore and close under
the valve spring action.
The final part of the valve closing stroke is controlled by a dedicated hydraulic brake, to
ensure a soft and regular landing phase in any engine operating conditions.
Through solenoid valve opening and closing time control, a wide range of optimum
intake valve opening schedules can be easily obtained.
For maximum power, the solenoid valve is always closed and full valve opening is
achieved following completely the mechanical camshaft, which is specifically designed
to maximise power at high engine speed (long opening time).
For low-rpm torque, the solenoid valve is opened near the end of the camshaft profile,
leading to early intake valve closing. This eliminates unwanted backflow into the
manifold and maximises the air mass trapped in the cylinders. In engine part-load, the
solenoid valve is opened earlier, causing partial valve openings to control the trapped air
mass as a function of the required torque.

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Alternatively the intake valves can be partially opened by closing the solenoid valve once the
mechanical camshaft action has already started. In this case the air stream into the cylinder is
faster and results in higher in-cylinder turbulence
The last two actuation modes can be combined in the same intake stroke, generating a so-
called Multilift mode that enhances turbulence and combustion rate at very low loads.

WORKING OF FIAT MULTI AIR TECHNOLOGY

A piston, moved by a mechanical intake camshaft is connected to the intake valve
through a hydraulic chamber,further controlled by a normally open on/off solenoid
valve.
When the solenoid valve is closed the oil inside it acts as a solid and does not involve
in the lift schedule imposed by the mechanical intake camshaft
But when its open the hydraulic chamber and intake valve disconnect handing total
control over to the valve spring action
The final stage of valve closing stroke is controlled by a dedicated hydraulic brake
ensuring smoother landing phase under any operating conditions and with the
solenoid mechanism a number of valve opening schedules can be obtained
For Maximum Power: Solenoid valve is always closed and the mechanical camshaft
controls the full valve opening
For Low-RPM Torque: Solenoid valve is opened near the end of the camshaft profile
which leads to early intake valve closing eliminating air-mass backflow and
increasing air-mass trapped in the cylinder

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FURTHER POTENTIAL OF MULTIAIR TECHNOLOGY

All breakthrough technologies open a new world of further potential benefits, which are
usually not fully exploited in the first generation.
Common Rail technology, a Fiat Group worldwide premiere in 1997, paved the way to
more than a decade of further technological evolutions such as MultiJet for multiple
injections, small diesel engines, and the recent Modular Injection technology, soon to be
launched on the market.
Similarly, MultiAir technology will pave the way to further technological evolutions for
petrol engines:
Integration of the MultiAir Direct air mass control with direct petrol Injection to further
improve transient response and fuel economy. Introduction of more advanced multiple
valve opening strategies to further reduce emissions. Innovative engine-turbocharger
matching to control trapped air mass through a combination of optimum boost pressure
and valve opening strategies.
While electronic petrol injection developed in the 70s and Common Rail developed in
the 90s were fuel-specific breakthrough technologies, MultiAir Electronic Valve
Control technology can be applied to all internal combustion engines whatever fuel they
burn.
MultiAir, initially developed for spark ignition engines burning light fuel ranging from
petrol to natural gas and hydrogen, also has wide potential for diesel engine emissions
reduction.

Intrinsic NOx reduction of up to 60 per cent can be obtained by internal exhaust gas
recirculation (iEGR) realised with intake valves reopening during the exhaust stroke,
while optimal valve control strategies during cold start and warm-up bring up to 40 per
cent HC and CO reduction of emissions. Further substantial reductions come from the
more efficient management and regeneration of the diesel particulate filter and NOx
storage catalyst, thanks to the highly dynamic air mass flow control during transient
engine operation.

Diesel engine performance improvement is similar to that of the petrol engine and is
based on the same physical principles. Instead, fuel consumption benefits are limited to
few percentage points because of the low pumping losses of diesel engines, one of the
reasons for their superior fuel economy.

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In the future, powertrain technical evolution might benefit from a progressive unification
of petrol and diesel engine designs.
A MultiAir engine cylinder head can therefore be conceived and developed, where both
combustion systems can be fully optimised without compromise. The MultiAir electro-
hydraulic actuator is physically the same, with minor machining differences, while
internal sub-components are all carried over from Fiats FIRE and SGE applications.

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DIFFERANCE BETWEEN MULTIAIR AND EXISTING VARIABLE

VALVE TIMING (VVT) SYSTEMS

Current VVT systems rely on mechanical systems to open and close the valves.
Engineers have long understood the benefits of changing valve opening and closing
times to tweak an engine's power and emissions performance, depending on the need for
power or parsimony.

Valves are an engine's nose and mouth it inhales through inlet valves and exhales
through exhaust valves. Sounds simple enough, but actually engines are a lot like people.
Depending on what they're doing, they need to breathe more or less air and the timing
and rate of their breathing needs to vary. Like competitive swimmers who time their
breathing to match the stroke, an engine wants to take long deep breaths when it's
working hard and short shallow ones when it isn't.

Trouble is, it can't. The ancient method of opening and closing valve, the camshaft, is
still in use today because it's simple to make, robust and very effective. Each valve is
opened by a rotating cam on the camshaft whose shape and size controls how the valve
opens and shuts and when it does so. The valve is closed by a simple spring because, in
100 years, no-one's found a better tool for the job. But what's right for developing high
power at high rpm isn't right for that torquey, low-speed slog around town and greater
variability of valve opening and closing helps reduce consumption and CO2 emissions
too.

A lot of modern engines try to overcome the inadequacies of the traditional valvetrain
with phasers to vary the timing of when valves open and shut. They may also have cam
profile switching (like the Honda VTEC system), which switches to a hotter cam profile
at higher revs. But the effect is limited. If the engine were a swimmer, it would still be
gagging to get the right amount of air at exactly the right time, like when its face was
under water.

The MultiAir system replaces the twin camshafts of a four-valves-per-cylinder engine.

It's so cleverly designed, not only can it be incorporated in new engines, it fits exsiting
motors too so potentially all sorts of engines (not just Fiat's) could use it. The single
camshaft opens up all four valves. Exhaust valves are not variable and are opened in the
usual way by mechanical cam lobes. But between the inlet cam lobes and inlet valves are
hydraulic chambers from which oil can be released by electronic solenoid valve.

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BENIFITS OFMULTIAIR TECHNOLOGY

A Power-oriented mechanical camshaft increases maximum power by 10 percent

Early Intake Valve strategies improve low RPM torque by 15 percent

Elimination of Pumping Losses improve fuel consumption cuts down CO2 emissions
and fuel consumption by 10 percent
MultiAir turbocharged and downsized engines deliver 25 percent better fuel economy
over the conventional naturally aspirated engines enhancing same level of
performances
Valve control strategies result in reductions of 40 percent for unburnt hydrocarbons
and carbon monoxide (HC/CO), and up to a 60 per cent cut in oxides of nitrogen,
(NOx)
Enhanced driving pleasure and a superior dynamic engine response
Most importantly the technology could be used for both petrol as well as diesel
engines

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DISADVANTAGES

Opening and closing of valves requires some power-

Electromechanical-Alternator
Current solenoids cannot run at high rpms engines
High cost of microprocessor and software controls

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CONCLUSION

In short, an engine equipped withMultiAir technology is more powerful, more

responsive across the entire engine speed range, uses considerably less fuel, and reduces
all types of exhaust emissions by a substantial amount. It will also assist in enabling Fiat
to maintain its lead in low emissions and low fuel consumption technology, which has
seen Fiat crowned for the past two years as the number one car maker for the lowest
range-wide CO2 emissions.

The first new engine to be equipped with MultiAir will be the 16-valve 1.4 litre family of
naturally aspirated and turbocharged engines, and the first car to go on sale with
MultiAir installed will be the Alfa MiTo at the end of 2009. Its second application will
be as an integral part of a new two cylinder engine family.
The beauty of Multiair system is its simplicity; it essentially achieves what
Valvetronic does by using hydraulic fluid running through narrow passages connecting
the intake valves and the camshaft so the two can be decoupled.

This system is modulated by an electronically controlled solenoid, and there are

effectively two modes:
When the solenoid is closed, the incompressible hydraulic fluid transmits the intake-
cam lobes motion to the valve, as in a traditional engine.
When the solenoid is open, the oil bypasses
For example, to shut the valves early, as in a part-load situation, the solenoid would be
closed initially and then open partway through the intake cycle.
The tricky business is correctly timing the switching of the solenoid, and Fiat has
painstakingly optimized the responsiveness of the electronic controls.
Aside from the fuel-economy and emissions benefits, it is claimed that Multiair can also
enable a 10-percent horsepower boost.

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REFERENCES

mark gillies - Fiat multi air engine valve-lift system

(caranddriver)

Autolite training manual , www.Autolite.com

steven ashley- power and propulsion

(www.sae.articles.com)

scot manna - fiat multi air technology

(searchautoparts.com)

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