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Update:

High Output has 510HP/500 ftlb - Launching on Grand Wagoneer L in 2022

Standard Output has has 420HP/468 ftlb - Launching on Wagoneer L


Stellantis Debuts Hurricane Twin-turbo I-6 Engine That Cuts Emissions, Increases Fuel Economy And Is More Powerful
  • New 3.0-liter Hurricane twin-turbo, inline, six-cylinder engine puts out less tailpipe emissions and uses less gasoline than larger engines, yet delivers V-8 levels of power
  • Robust architecture enables Stellantis Propulsion Systems to deliver two distinct variants – one tuned for efficiency, one tuned for performance
  • Hurricane twin-turbo I-6 designed to account for potential future integration with electrification for low-emission vehicles (LEVs)
  • Two low-inertia turbochargers power the Hurricane’s rapid response to throttle inputs, along with enhanced torque output for chores such as towing without sacrificing fuel economy
  • State-of-the-art technologies include Plasma Transfer Wire Arc (PTWA) sprayed cylinder coating, high-pressure gasoline direct injection
  • First vehicles with Hurricane reach dealership showrooms this year
  • Cleaner-running Hurricane twin-turbo moves Stellantis toward its commitment of a 50% reduction in carbon emissions by 2030 and to be Carbon Net Zero by 2038, key elements of the Dare Forward 2030 strategic plan
March 25, 2022 , Auburn Hills, Mich. - Stellantis today revealed its new, 3.0-liter, twin-turbo, inline, six-cylinder engine, named Hurricane, that delivers better fuel economy and fewer emissions than larger engines while at the same time generates more horsepower and torque than many competitors’ naturally aspirated V-8 and boosted six-cylinder power plants.

Designed with an inherently smooth-running I-6 configuration and state-of-the-art technology, the Hurricane twin-turbo’s robust base architecture enables Stellantis propulsion systems engineers to create two distinct variants:
  • Standard Output (SO): Optimized for fuel economy, including the use of cooled exhaust gas circulation (EGR), while delivering enhanced power and torque (more than 400 hp/450 lb.-ft. of torque)
  • High Output (HO): Optimized for great performance (more than 500 hp/475 lb.-ft.) while maintaining significant fuel economy during heavy use, such as towing.
The Hurricane twin-turbo achieves this V-8-rivaling performance while being up to 15% more efficient than larger engines.

“As Stellantis aims to become the U.S. leader in electrification, with a 50% battery-electric vehicle (BEV) sales mix by 2030, internal combustion engines will play a key role in our portfolio for years to come and we owe it to our customers and the environment to provide the cleanest, most efficient propulsion possible,” said Micky Bly, Stellantis head of propulsion systems. “The Hurricane twin-turbo is a no-compromise engine that delivers better fuel economy and an important reduction in greenhouse gases without asking our customers to give up performance.”

Reducing greenhouse gas emissions is one part of Stellantis’ commitment to cut its carbon footprint by 50% by 2030 and to lead the transportation industry by achieving Net Carbon Zero by 2038. Those goals are key elements of the Stellantis Dare Forward 2030 strategic plan.

The Hurricane twin-turbo flexes its muscle with a broad, flat torque band that sees the engine maintain at least 90% of peak torque from 2,350 rpm all the way to its red line.

Specific horsepower and torque ratings will vary based on vehicle. The first vehicles powered by the Hurricane twin-turbo I-6 reach dealership showrooms this year.

The foundation of the Hurricane twin-turbo is a deep-skirt cast-aluminum block with a structural aluminum alloy oil pan. Cross-bolted steel main bearing caps contain the strong rotating assembly of a forged steel crankshaft and forged steel connecting rods. During manufacturing the block is deck-plate honed to optimize the cylinder bore shape, which helps improve fuel efficiency.

Stellantis propulsion system engineers employed a suite of state-of-the-art technologies for the Hurricane twin-turbo to deliver reduced emissions and attain big-engine power:
  • Two low-inertia, high-flow turbochargers, each feeding three cylinders, for rapid response to throttle inputs
  • Plasma Transfer Wire Arc (PTWA) coating in the cylinder bores for an ultra-thin, low-friction wear surface
  • High-pressure (5,075 psi/350 bar) direct fuel injection with pumps (single for SO/dual for HO) actuated by a dedicated chain-driven shaft
  • Dual overhead camshafts with wide-range, fully independent variable valve timing
  • Fuel-saving engine stop-start (ESS) function with robust starter motor for quick restarts
  • Engine-mounted water-to-air charge cooler with a dedicated cooling circuit (single inlet for SO/dual inlet for HO)
  • Dual water-cooled exhaust manifolds integrated in the cylinder head
  • Continuously variable displacement oil pump with integrated scavenge stage tailors pump output to engine demand, reducing frictional losses and helping save fuel
  • High-flow ball-valve thermostat minimizes restriction in the cooling system, reducing mechanical losses
The Incredible Power of Air
Each turbocharger in the Hurricane twin-turbo I-6 feeds three cylinders. From a performance standpoint, two smaller turbochargers with less inertia spin up faster and deliver boost to the engine at lower rpm than a single, large turbo.

The compressed air passes through an engine-mounted water-to-air charge air cooler to reduce its temperature before entering the intake manifold. Cooler air is denser, enabling better performance via advanced ignition timing, and helping manage in-cylinder temperatures. An electric pump circulates coolant after the engine is shut down to help cool the turbocharger units for enhanced durability.

The high-pressure direct fuel injection system runs at 5,075 psi (350 bar) and uses injectors mounted centrally in the cylinder head combustion chamber. This design promotes finer atomization and super-fine control of fuel delivery into the cylinder for the optimum air/fuel mixture, enhanced by the turbocharged intake air, for higher power and lower emissions.

The Hurricane’s turbochargers are optimized for each version. The turbos on the Hurricane SO deliver peak boost of 22 psi, while the Hurricane HO turbos deliver 26 psi of peak boost.

Helping the Hurricane HO deliver its enhanced performance are lightweight, oil-jet cooled, forged aluminum pistons with an anodized top ring land and a diamond-like coating (DLC) on the pins to minimize friction. The Hurricane HO runs with a 9.5:1 compression ratio and uses 91 octane premium fuel.

With a focus on fuel economy, the Hurricane SO uses cast aluminum pistons with cast iron top ring land insert, running with a 10.4:1 compression ratio. It’s use of cooled EGR helps reduce engine pumping losses and manage in-cylinder temperatures. Premium fuel is recommended.

Tough Coating for the Cylinders
Less friction, reduced weight and unparalleled wear resistance from a thermal sprayed microstructure of metallic and oxide components that metallurgically transform are the key benefits of the PTWA coating inside the cylinders, an alternative to the traditional cast-in-place or pressed-in cast iron cylinder liners. The PTWA coating is ultra-thin, compared with 3 to 4 millimeters of a cast iron liner and has 10 times the wear resistance.

Minimizing friction throughout the engine enhances its efficiency, reducing its emissions and fuel consumption.

The PTWA coating is applied to the Hurricane block during the manufacturing process at the Saltillo Engine Plant. The process, adapted from the aerospace industry, melts a steel alloy wire at 2,300 degrees Celsius (4,150 degrees Fahrenheit), producing microscopic particles sprayed onto the cylinder walls at high velocities, where the particles splat-cool to form the coating and form a physical bond to the aluminum cylinder bore. Honing the surface gives it a super-fine cross hatch pattern with controlled micro porosity for oil retention.

The PTWA spray process leaves more aluminum between the cylinders for better heat transfer and engine cooling. This enables propulsion engineers to optimize the air-fuel mixture and advance the ignition timing (spark) over a wide operating range, another mechanism to reduce carbon dioxide and other emissions.

New Member of the Stellantis Propulsion System Family
The 3.0-liter Hurricane twin-turbo I-6 shares design features, including bore and stroke and cylinder spacing, with the globally produced turbocharged 2.0-liter I-4. In North America, the 2.0-liter engine is currently available in the Jeep® Wrangler, Wrangler 4xe, Cherokee and recently launched Grand Cherokee 4xe.

The Hurricane twin-turbo I-6 is the primary internal combustion power plant of the future in North America for vehicles using the STLA Large and STLA Frame platforms.

The 3.0-liter Hurricane twin-turbo I-6 is produced at Stellantis’ Saltillo Engine Plant in Mexico.


Jeep Wrangler JL Official: Hurricane Twin-Turbo 3.0 I-6 Coming for Jeep - HO with 510HP and 500 ft-lbs! 1648182767536


Jeep Wrangler JL Official: Hurricane Twin-Turbo 3.0 I-6 Coming for Jeep - HO with 510HP and 500 ft-lbs! 1648182804430
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Say hello to the second modern engine in the Jeep line up to compliment the 2.0TI4.

Those are all the engines that Jeep needs to ride until the sunset of ICE engines. Hemi, V6, Diesel, likely to sunset very quickly.



"The block is lightweight cast aluminum, but plasma transfer wire arc (PTWA) technology was employed to spray vaporized steel alloy onto each cylinder wall—something we've seen previously on relatively exotic production engines like Ford's dearly departed Voodoo V-8."


"As a unit, the SO weighs in at 430 pounds, and the HO comes in at 441 pounds, both fully dressed—lighter than the company's 5.7-liter Hemi V-8."

"The Hurricane is a DOHC design, with direct injection, and individual cooling systems for the turbos, separate from the engine cooling circuit. There's a structural oil pan with a pump that can circulate oil during extreme driving conditions."
 
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"The new engine is already production-ready, with test units already going through the Saltillo North engine plant in Ramos Arizpe, Coahuila, Mexico, which is where the spray-bore technology is implemented. The plant has the capacity to produce up to around 250,000 new Hurricane engines per year, with full production beginning in the next few months.
The HO variant will require premium gas, and the SO variant will run on regular, but offer more power with premium fuel, which is recommended."
 

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Wow, that will be an awesome engine. Will be interesting to see how long before that comes out. It will probably not be any easier of a swap for us 3.6L guys...

Will be a nice option for the Wagoneer as well. My wife and I drove a few of those yesterday. The 5.7 was nice, but not nearly as nice and powerful as the 6.4 in the Grand Wagoneer. The later was a full 25k more than the Wagoneer! The mileage on either was horrific, but I guess if you are paying $110k you may not be worried about it.
 
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Wow, that will be an awesome engine. Will be interesting to see how long before that comes out. It will probably not be any easier of a swap for us 3.6L guys...

Will be a nice option for the Wagoneer as well. My wife and I drove a few of those yesterday. The 5.7 was nice, but not nearly as nice and powerful as the 6.4 in the Grand Wagoneer. The later was a full 25k more than the Wagoneer! The mileage on either was horrific, but I guess if you are paying $110k you may not be worried about it.
I think it is a sure bet. Stelantis showed the engine in a Waggoneer see through type picture.

Jeep Wrangler JL Official: Hurricane Twin-Turbo 3.0 I-6 Coming for Jeep - HO with 510HP and 500 ft-lbs! 1648185948115
 

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And it was briefly shown on the Gr Wagoneer configurator as a $2,000 engine option. It weighs 170 lbs less than the 6.4 Hemi.

Jeep Wrangler JL Official: Hurricane Twin-Turbo 3.0 I-6 Coming for Jeep - HO with 510HP and 500 ft-lbs! 1648186268141
 
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Seems to be a twin turbo 1.5x scale of the 2.0 T4. Smart move.

" Stellantis says the Hurricane shares its bore and stroke and bore spacing with the company’s 2.0-liter turbo-4. "
 

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A 400hp 5.7 replacement, 500hp 6.4 replacement, electrification to replace supercharging V8 gains. It appears the V6’s replacement is currently in production (T-4) . The T-6 could only be offered in Wranglers as a high $ flagship 392 like model only.🤔
 

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"The new engine is already production-ready, with test units already going through the Saltillo North engine plant in Ramos Arizpe, Coahuila, Mexico, which is where the spray-bore technology is implemented. The plant has the capacity to produce up to around 250,000 new Hurricane engines per year, with full production beginning in the next few months.
I was going to order a 2022 JLUR with 2.0 Turbo next week, but I'd wait a couple months to order this. I'll be putting 42's on it, probably with DSTRAC 70's. I know the Dynatrac 60/80 doesn't fit the 392.

I've got my stock 21 JLR to wheel with until the new JLUR arrives.

I'd wait 3 months if I was sure I'd be able to order then.
 

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At $2K more than the 392, I guess I'll stick with the 2.0. The 392 is like $10K over the 2.0. The only time I need HP is in the sand, which is 1% of my wheelin. My 72 big block vet will toast any jeep on the street and in the corners.
 
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I was going to order a 2022 JLUR with 2.0 Turbo next week, but I'd wait a couple months to order this. I'll be putting 42's on it, probably with DSTRAC 70's. I know the Dynatrac 60/80 doesn't fit the 392.

I've got my stock 21 JLR to wheel with until the new JLUR arrives.

I'd wait 3 months if I was sure I'd be able to order then.
Lets see what Jeep will announce at the Safari. Maybe they will drop this in the Wrangler as the top engine with 37s to combat the Bronco Raptor.
 
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At $2K more than the 392, I guess I'll stick with the 2.0. The 392 is like $10K over the 2.0. The only time I need HP is in the sand, which is 1% of my wheelin. My 72 big block vet will toast any jeep on the street and in the corners.
Only in the Wrangler is the 392 such an expensive options. In the Dodges and other Jeeps it is a tiny increment over the 5.7.

I think the Bronco Raptor with the 3.0 Turbo, 37s and D50 puts a ceiling on how much Jeep can charge for this in the Wrangler.
 

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Only in the Wrangler is the 392 such an expensive options. In the Dodges and other Jeeps it is a tiny increment over the 5.7.

I think the Bronco Raptor with the 3.0 Turbo, 37s and D50 puts a ceiling on how much Jeep can charge for this in the Wrangler.
In the Dodges the 392 option doesn’t include almost every other available option plus some that aren’t available. I priced a Diesel with all the “included” 392 options added lift and wheels and it was within a few $K
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