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

[Whsky]

Darn it, I’m picking up my 2.0 rubicon next month, but if this is going in the wrangler I may have to consider trading in sooner than I planned (which was never ).

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[Steph1]

Yes, I'm not sure what the issue you are referring to is. The 2.0L is a model or serviceability and modularity. The intake comes out with all the charge cooling, the turbo is another module with wastegate controller, single cam, single row of ignition, 4 into 1 exhaust, and it has been bullet proof. Jeep has a lot more problems with the 3.6L (tic, toc, tic, toc, tic, tic, tic, tic )

Started soon after coming out….. It so clear in my mind that I had to search it. Here’s one example.
https://www.jlwranglerforums.com/forum/threads/2-0-l-turbo-mechanical-issues.14038/

 

[AnnDee4444]

What exactly is making people think the new 3.0T won't be offered in the 2-door?

I do see the Pentastar going away fairly soon, but having the 2.0T as the only 2-door engine choice kinda sucks (guess it's still better than having the 2-door go away completely).

Why would they offer it? There's no 2-door:

• 392
• Diesel 3.0
• 4xe
• Xtreme Rubicon
• Sahara (in the US)
• Other trim packages like High Altitude, Moab, Islander, High Tide, etc.
• JT
• edit... forgot one: Sky one-touch top

As a 2-door owner, I've kind of gotten used to looking at these new trim levels as a source for parts. It's more of a "will that fit on my 2-door" rather than something that I would be able to purchase new.

 

[Deleted member 74991]

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.

Going to be a lot of of people crying when the Turbos go bad and they have to drop lots of $$$. Naturally Aspirated (NA)is the way to go in my humble opinion.

 

[Heimkehr]

But.... the 6.4 SOUNDS so much better than an inline 6, V6, and definitely a 4 cyl.

Maybe they can pipe in a V8 soundtrack through the speakers.

You're closer than you think.

Any thoughts on the new powerplant being direct-injected?

The press release quoted in the OP's post confirms direct injection for the new engine.

My Dakota and Ram had the filter directly over the right control arm and would spill oil all over the place if you didn't run the engine long enough after draining the pan.

? The engine shouldn't be started until after the fresh oil fill and filter are added.

The 2.0L is a model or serviceability and modularity. The intake comes out with all the charge cooling, the turbo is another module with wastegate controller, single cam,...

The 2.0T has dual overhead cams.

 

[AFD]

Why would they offer it? There's no 2-door:

• 392
• Diesel 3.0
• 4xe
• Xtreme Rubicon
• Sahara (in the US)
• Other trim packages like High Altitude, Moab, Islander, High Tide, etc.
• JT

As a 2-door owner, I've kind of gotten used to looking at these new trim levels as a source for parts. It's more of a "will that fit on my 2-door" rather than something that I would be able to purchase new.

So, it's more a pessimism due to the 2-door constantly being neglected?

On the other hand, iirc, the 2-door still has 4 engine choices currently being offered. The 2.0T, 3.6 w/ESS, 3.6 without ESS and 3.6 eTorque MHEV. That's rather excessive imo, and the 3.0T (at least the SO) could easily replace one (or all) of the Pentastar options.

I could maybe see them saving the 3.0T HO for the 4-door as a 392 replacement, but the SO would be a great match for the smaller 2-door.

I've never had any desire to wait for potential upcoming options/revisions for the Wrangler before, but think I'm absolutely gonna wait it out to see if they can at least get the SO into the 2-door. I can definitely see today's official announcement having an 'Osborne effect' (customers holding off their purchase) until they manage to release a road map of exactly which vehicles are getting these new engines, and when.

 

[misanthrope]

So, it's more a pessimism due to the 2-door constantly being neglected?

On the other hand, iirc, the 2-door still has 4 engine choices currently being offered. The 2.0T, 3.6 w/ESS, 3.6 without ESS and 3.6 eTorque MHEV. That's rather excessive imo, and the 3.0T (at least the SO) could easily replace one (or all) of the Pentastar options.

I could maybe see them saving the 3.0T HO for the 4-door as a 392 replacement, but the SO would be a great match for the smaller 2-door.

I've never had any desire to wait for potential upcoming options/revisions for the Wrangler before, but think I'm absolutely gonna wait it out to see if they can at least get the SO into the 2-door. I can definitely see today's official announcement having an 'Osborne effect' (customers holding off their purchase) until they manage to release a road map of exactly which vehicles are getting these new engines, and when.

The 3.0 will simply be too long when combined with the 8AT to fit in the 2 door chassis.
And there is no option for a 3.6 w/o ESS.

 

[Sean L]

? The engine shouldn't be started until after the fresh oil fill and filter are added.

If you didn't start the engine, the filter would be full of oil, spilling it everywhere, most especially my arm. Often times it was hot oil since I was doing the oil change at the hobby shop on base. We weren't allowed to do that at the barracks or base housing.

The Dakota was the worst since the filter was mounted diagonally instead of vertically.

 

[JeepViking13]

So, it's more a pessimism due to the 2-door constantly being neglected?

On the other hand, iirc, the 2-door still has 4 engine choices currently being offered. The 2.0T, 3.6 w/ESS, 3.6 without ESS and 3.6 eTorque MHEV. That's rather excessive imo, and the 3.0T (at least the SO) could easily replace one (or all) of the Pentastar options.

I could maybe see them saving the 3.0T HO for the 4-door as a 392 replacement, but the SO would be a great match for the smaller 2-door.

I've never had any desire to wait for potential upcoming options/revisions for the Wrangler before, but think I'm absolutely gonna wait it out to see if they can at least get the SO into the 2-door. I can definitely see today's official announcement having an 'Osborne effect' (customers holding off their purchase) until they manage to release a road map of exactly which vehicles are getting these new engines, and when.

You're better off getting what you want now. Like I said earlier it will be years before they put this in a Wrangler. And let's say im wrong and they put it in right away which I doubt but let's say they do. Do you really want to buy a first or second year engine?

Get what you want now and drive it for years until this gets the bugs worked out. That's what decided to do. I ordered a 2.0T Willys Xtreme Recon in Gobi already knowing this engine was on its way.

I truly believe this new engine will be in the Wagoneers and Trucks for awhile long before they bring it to Wranglers.

 

[Heimkehr]

Often times it was hot oil since I was doing the oil change at the hobby shop on base.

We weren't allowed to do that at the barracks or base housing.

The Auto Hobby shops! Per my avatar, you can probably guess that I too had access to them. I still miss free access to lifts and air tools, to say nothing of the tool counter. Best be in line early on a Saturday morning, before opening time, to snag the bay that you required. Good times...

A buddy of mine purchased a basket case MGB, which he slowly restored to driving condition in the dormitory (barracks) parking lot. The SPs never bothered him.

 

[Sean L]

The Auto Hobby shops! Per my avatar, you can probably guess that I too had access to them. I still miss free access to lifts and air tools, to say nothing of the tool counter. Best be in line early on a Saturday morning, before opening time, to snag the bay that you required. Good times...

A buddy of mine purchased a basket case MGB, which he slowly restored to driving condition in the dormitory (barracks) parking lot. The SPs never bothered him.

I spent most of my career stationed in California, so the EPA man was everywhere...

Woe to you if you got caught, lol.

That being said I also knew a few guys that were keeping their cars and motorcycles running on duct tape and prayer in the barracks lot.

 

[F2F]

This is great news. Happy to see the official specs. As I expected, it’s looks strong.

I loved the 2.0L Turbo in my Jeep. The only thing that wasn’t great was the sound. It’s sounded like an old tractor mixed with a new age appliance.

I sold my Jeep and got a Bronco with the 2.7. The extra torque is amazing so I’m glad this new motor will deliver. My wife wants another Jeep at some point so I think I’ll wait for this motor

 

[coupedncal]

Seems there is no word if they will offer this new inline-6 with a manual transmission. The SO version in a manual will be a very popular model in my opinion. As other have stated, the 3.6 is likely on its way out and they would need to sell at least one engine with a manual transmission. Either that, or port a manual into the 2.0T.

 

[AFD]

The 3.0 will simply be too long when combined with the 8AT to fit in the 2 door chassis.
And there is no option for a 3.6 w/o ESS.

Huh, thought they still offered the non-ESS 3.6 for the Sport. My bad!

I know the new 3.0T should obviously be longer than the 2.0T, but do we absolutely know that it's significantly longer than the 3.6 Pentastar with sleeved cylinders? I'm just having a hard time visualizing how it would be prohibitively more difficult to fit the new 3.0T into a JL 2-door chassis versus the RubiTrux 2-door they crammed with a 6.2L Demon V8 mated to a ZF8..

https://www.musclecarsandtrucks.com/jeep-wrangler-build-features-demon-v8-engine/

And purely imo, but it just seems dumb to create a new global engine platform that wouldn't fit into the 2-door Wrangler.

 

[four low]

I'm betting that this new engine will be in a Gladiator, at the Easter Safari. Specifically to ward off the High Speed Raptors. AND IT WILL BE A J6.
For the 2 doors, Tunes for the 2.0T, and a manual would be Perfect. It makes financial sense for Stellantis to have only the 3.0 and 2.0 Turbos as they transition to EVs through new production, and retrofit EV kits, like the Magneto teased.

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