2.0L turbo 4 cylinder Hurricane engine

randyp

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As it so happens, GM has a 3.6L V6 and a 2.0T both somewhat similar to the FCA engine (the v6 has DI though), and people have compared them on a dyno.

GM V6
2CfhqoN.jpg


GM 2.0T
yHczQ95.jpg





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Raskass77

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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.


The 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.
 

BillyHW

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Iridium/Platinum spark plugs only get you 48,000 km in this direct injection engine? That's the same life as copper/nickel spark plugs in an NA engine.

So how long do you think that whole engine is going to last?

1.995 litres? Is this just to get under 2.0 for some crazy Euro displacement tax?

Do we not live in America? Where's my f$%^ing HEMI?
 

DanW

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I think that will be a great engine, but I see several more reasons I'm glad to have the proven, reliable 3.6. Spark plug life is one of them. Lack of direct injection is another. I don't have to worry about carbon build up on the valves or fuel dilution of the oil. The 3.6 also weighs 44lbs less, from what I've read. That's kind of shocking.

I suspect, though, that this 2.0 will ultimately prove to be a good one.
 

thenewrick

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Virtually all automakers round up when advertising their engine displacement. The 5.7L hemi is actually 5.65L
 

kidney

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1.995 litres? Is this just to get under 2.0 for some crazy Euro displacement tax?
Nothing related to Europe. CO2 or engine power tax can be connected to Europe.

IThe 3.6 also weighs 44lbs less, from what I've read.
Actually engine have similar weight. E.Torque system with lithium battery should add around 50 lbs. That's a difference.
 

Billy

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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.
 

BaldEagle

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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.
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 opinion
 

Billy

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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
Because of the turbo?
 

JLU_rubi18!

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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.
 

BaldEagle

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The 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.
So I get the feeling you would pick the hurricane over tve V6
 

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