Does anyone here have any thoughts about the new Hurricane engine? What do you expect the numbers to be? Better fuel mileage? How about towing? There seems to be very little chatter about this engine.
Nothing related to Europe. CO2 or engine power tax can be connected to Europe.1.995 litres? Is this just to get under 2.0 for some crazy Euro displacement tax?
Actually engine have similar weight. E.Torque system with lithium battery should add around 50 lbs. That's a difference.IThe 3.6 also weighs 44lbs less, from what I've read.
If you were buying a Rubicon which engine are you sold onTest drives.
Still waiting for the 3.0 Ecodiesel. But I test drove a JLUR with the 3.6 and was impressed. My patience is running thin for the JT & 3.0, so I'm starting to shop the V6 a bit. I have no desire for the 2.0. My opinion, but I think it'll have to work too hard pulling these bricks down the freeway. I really feel the diesel will get much better MPGs unladen, and that with a full load of people & a small trailer, it'll be significant.If you were buying a Rubicon which engine are you sold on
Still waiting for the 3.0 Ecodiesel. But I test drove a JLUR with the 3.6 and was impressed. My patience is running thin for the JT & 3.0, so I'm starting to shop the V6 a bit. I have no desire for the 2.0. My opinion, but I think it'll have to work too hard pulling these bricks down the freeway. I really feel the diesel will get much better MPGs unladen, and that with a full load of people & a small trailer, it'll be significant.
That’s what I thought but I heard the opposite from folks that test drove both going to dealer now . But I get you they say tve 2.0 won’t have to work that hard the V6 will just opinionStill waiting for the 3.0 Ecodiesel. But I test drove a JLUR with the 3.6 and was impressed. My patience is running thin for the JT & 3.0, so I'm starting to shop the V6 a bit. I have no desire for the 2.0. My opinion, but I think it'll have to work too hard pulling these bricks down the freeway. I really feel the diesel will get much better MPGs unladen, and that with a full load of people & a small trailer, it'll be significant.
Because of the turbo?That’s what I thought but I heard the opposite from folks that test drove both going to dealer now . But I get you they say tve 2.0 won’t have to work that hard the V6 will just opinion
the 2.0 hasn't even hit the lot yet. So for those that say they've drove the 2.0 that are not media testers they are not being truthful.That’s what I thought but I heard the opposite from folks that test drove both going to dealer now . But I get you they say tve 2.0 won’t have to work that hard the V6 will just opinion
So I get the feeling you would pick the hurricane over tve V6The all-new 2.0-liter turbocharged inline four-cylinder engine with
eTorque technology is rated a best-in-class 270 horsepower and 295
lb.-ft. of torque and mated to a new eight-speed automatic transmission.
The 2.0-liter turbocharged inline four-cylinder engine?s torque output
surpasses that of the V-6 engine offered in Wrangler. An all-new eTorque
system improves fuel economy, launch performance and driver comfort
during start/stop operations.
The eTorque system?s hybrid functions include auto stop/start, electric
power assist, extended fuel shut-off, transmission shift management,
intelligent battery charging and regenerative braking. Both the engine
and fuel flow may be turned off during stops, coasting or when the
engine is decelerating.
The all-new 2.0-liter I-4 engine features a twin-scroll, low-inertia
turbocharger with an electronically actuated waste gate for exceptional
responsiveness and performance, even while traversing over difficult
terrain. The turbo is mounted directly to the cylinder head to improve
durability. A dedicated cooling circuit lowers the temperature of the
intake air, throttle body and turbocharger.
The 2.0-liter turbocharged I-4 engine is part of the Global Medium
Engine architecture family and features Double Over Head Camshafts
(DOHC), dual independent camshaft timing and a cooled exhaust gas
recirculation (C-EGR) system. This is the first time that the combined
use of a twin-scroll turbocharger, C-EGR system, Central Direct
Injection and the independent liquid cooling intake of air, throttle
body and turbo have been employed together. This combination of
technologies enables the high levels of performance and reduces fuel
consumption.
Direct injection, coupled with turbocharging, enables more efficient
combustion and increased performance. The 2.0-liter I-4 engine?s fuel
pump supplies the engine?s 2,900-psi high-pressure common-rail injection
system. These high pressures produce better fuel atomization and allow
for more precise fuel delivery than port fuel-injected systems, which in
turn improves both performance and efficiency.
A variable displacement two-stage oil pump provides high oil pressure
under high speed and load, but switches to a low-pressure mode for
improved fuel economy during typical driving conditions. The piston
cooling jet operation is managed by the two-stage oil pump to enhance
fuel economy under normal driving conditions while improving durability
under demanding, high-load engine operation. A large capacity oil cooler
extends the oil change interval and ensures engine durability.
The cast aluminum alloy cylinder head features a central injector and
high tumble intake ports. This combination provides increased charge
motion and balanced airflow for improved fuel efficiency and
performance. Cast-aluminum pistons with a 10:1 compression ratio have
four valve pockets to accommodate the dual Variable Valve Timing (VVT)
system. Each cylinder bore is fitted with gallery-mounted piston oil
squirters to limit piston temperatures, reduce spark knock and increase
piston durability.
The 2.0-liter I-4 engine features a low-pressure, sand cast-aluminum
block with cast-in iron liners. The bore diameter is 84 mm and the
stroke is 90 mm. Total displacement is 1,995 cc.
A water-cooled, integrated exhaust manifold helps reduce turbo inlet
temperatures while providing increased engine reliability.
An inverted tooth primary chain drives both the intake and exhaust
camshafts and minimizes noise. Camshafts are robotically assembled using
hollow shafts and have polished cam journals to reduce weight and
improve durability for start-stop engine operation. The use of hollow
shafts provides a 3.5 lbs. weight reduction when compared to an
equivalent solid shaft.
Select-fit main and rod bearings enable reduced clearances to help lower
system oil demand and oil pumping effort. In addition, floating piston
pins utilize Diamond Like Coating (DLC) for reduced friction.
The ignition system includes a high-energy ignition coil for better fuel
efficiency and precious-metal spark plugs with iridium and platinum
provide lasting durability. Located in the center of the cam cover, the
spark plugs are easily accessible when service is required.
Sodium-filled exhaust valves and plasma-coated piston rings also help
extend the engine?s life and bolster durability.