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Thanks to Danno, Patfromigh, and Steven St. Laurent. Updated June 15, 2017
The new “Hurricane” four-cylinder is named after both a fighter plane and a long-gone four-cylinder Jeep engine. Sources have told Allpar that the goal is for one Hurricane to reach 250 horsepower or so, and for another to meet or beat 300.
We believe production will start in August 2017.
The engine is part of the GME (Global Medium Engine) family; Alfa Romeo’s version is already out. This one produces 276 horsepower, using MultiAir and two turbochargers. It has a flat torque curve of 295 lb.-ft. of torque between 2,250 – 4,500 rpm, and the turbocharger gathers exhaust from pairs of cylinders in an alternating sequence. It is very different from the Chrysler version — made in a different foundry, with a closed deck while Chrysler will, by all accounts, use an open deck.
Chrysler tested two-stage turbocharging (illustration on right) in a Department of Energy project. Insiders say that cost will replace this system with a single twin-scroll turbocharger, small but with a high rotation speed.
The 2.0 turbo Hurricane could replace both the 2.4 liter engine and the Pentastar V6.
According to “AutoTechnician,” the offset crank reduces cylinder wall side loading and reduces the engine’s height (as may a recent patent for in-the-heads valve timing controls). The connecting rod is more vertical during the power stroke, reducing the force of the piston against the cylinder walls.
One source said the Hurricane Four resembled the current World Gas Engine in some ways, and the Pentastar in others.
Powertrain chief Bob Lees’ 2014 presentation pointed out that Fiat Chrysler had eleven different small engines (mostly on the Fiat side since Chrysler only has two), and was planning to replace those with one engine family in two displacement-per-cylinder sizes (leaving open the possibility of two, three, and five cylinder setups).
An illustration from the financial presentation shows that the future global small engine family will include, though not necessarily on every engine, a twin-scroll turbocharger, a belt starter generator stop-start system, MultiAir, direct injection, a timing chain, and cooled EGR for efficiency. Internal features are a low-friction balance shaft, variable flow auxiliaries, low-friction timing chain, and lightweight crankshaft.
A recently granted patent (applied for back in 2011 by Chrysler’s Richard H. Sands and Alan G. Falkowski) can cut Chrysler’s costs and reduce the size of their engines, helping the company to either fit larger engines into their cars, or to lower their hoods for better aerodynamics and sportier shapes.
The patent applies to in-line and V-engines alike, which means it could be used for the upcoming Hurricane turbocharged four-cylinder; but the drawings and a specific size example are taken from a V6 engine, presumably the PUG (Pentastar Upgrade).
The new setup would integrate valve controls into the head, rather than having them sit on the outside with a separate cover; passages inside the head would provide access to the valves. This would save space and reduce cost. Thanks, Steven St. Laurent.
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