© gazeo.com 
In theory, this seems like the perfect spot for the reducer - it's near the injector rail and access is great 
In practice, convenience lost to proper functioning of the autogas system and the reducer was placed deeper. Much deeper 
The injector rail sits atop the engine, which is good, since the shorter the distance to combustion chambers, the better 
The engine isn't a demanding one, so the Omegas Evo is perfectly enough 
The vapour state filter is placed halfway between the reducer and the injector rail 
The switch isn't particularly visible, but does it have to? 
To refuel with petrol, you just need to open the flap. To refuel with LPG, you have to screw in an adapter. But isn't it worth the extra effort? 
The trunk is vast, but - typically for sedans - not exactly practical 
The LPG tank is underneath it, because where else would it be? 
© gazeo.comFiat needs bestsellers like air to breathe and apparently has hit the bullseye with the TipoThe new Tipo, unlike its predecessor from the '80s and '90s, is available in three body styles: as a notchback sedan, as a hatchback and an estate, which is essentially a hatchback too, but longer. Usually the differences begin around the B or C pillar and concentrate on the rear part of the car, while up front, under the bonnet, the same engines are used across the entire range. This is not the case here, though – while the hatchback and the estate can be had with the 1,4-litre, 120 PS turbocharged T-Jet unit, factory-converted to run on LPG in Fiat's facility in Turkey, where the Tipo is produced, the sedan gets the 95 PS naturally aspirated unit instead, also displacing 1,4 l. Common to them all is the 1,6-litre, 110 PS E-Torq unit, mated to an automatic transmission. What we have here today is the 95 PS variant.
Tipo with this engine cannot be ordered with a factory LPG conversion, but Fiat has practically always (well, at least in Poland) offered a dealership conversion instead. Landi Renzo doesn't currently supply conversion kits for Fiat, but the example we're about to review seems to suggest the company's Polish branch is at least considering it.
Average fuel economy during the test was 11,8 l of LPG per 100 km
Under the bonnet there's an Omegas Evo system, with a reducer located deep inside the engine bay, right above the skid plate underneath the car. Despite sufficient room in more easily accessible areas (and readily available technological perforation, eliminating the necessity for extra drilling), technicians decided to place the vapouriser where it is. Why so? For a good reason – they wanted it to be lower than the surface of coolant in its reservoir.
© gazeo.comThe Linea was a step in the right direction design-wise, but the Tipo is just simply good-looking. It's not common among small sedansOnce the engine warms up and switches over to LPG, the only thing able to stop it from running on the alternative fuel is using all there is in the tank – Landi Renzo Poland has tuned the injection map in such a way that petrol interjections are not required irrespective of RPM or load. Just to remind you: a Skoda with a dealership conversion uses 7% of petrol above 3500 RPM and 100% of petrol above 4000. The Tipo needs petrol for startups and warmups only, so you can take it to the highway at no risk of losing a part of your savings. Although truth be told, the 95 PS unit doesn't particularly enjoy roads with speed limits exceeding 90 km/h. The 120 PS T-Jet would be better suited for the role, but you just won't get it for the sedan. Which is a pity, since a Tipo sedan T-Jet wouldn't require buying a felt hat and growing a moustache, preferably already a grey one.
For more details be sure to watch our video review of the car. Sit back and enjoy!
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LandiRenzo
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