With many thanks to oh2o and redriderbob • Heavily updated 9/7/2016
The Viper V10 is the last remaining engine that dates back to the Chrysler Corporation — and it will be dropped in 2016 or 2017, at the same time as the Viper itself.
A Hellcat upgrade may come, after Dodge figures out how to handle the extra power - 2017 or 2018. Hellcat production is currently slated to last at least till 2021, outlasting the 5.7 Hemi.
We have not heard about the 6.4 V8, but production of the 5.7 Hemi V8 is to stop in calendar year 2018 — though Redriderrob wrote that plans may change if EPA standards are relaxed. Engineers are still improving the workhorse V8, which is popular on the Ram 1500, and there may be an upgrade soon. The company is stockpiling Hemis, so sales will continue even after production stops.
As for the 6.4 liter truck engine, the future is fuzzy; it may hang around for the chassis cabs and it may not. Regardless, there is an upgrade planned for the near future, according ot redriderbob.
A small Pentastar power boost (with the new engine code of “PSU,” for PentaStar Upgrade) came in 2015, but another is due — this time, with direct injection and parasitic loss reduction. There will be changes to the valve setup and the heads — maybe using the space-saving design (which also cuts costs by having valve controls within the head) shown in a patent application.
More to the point, a turobcharged 3.6-liter Pentastar (possibly 3.0 liter as well or instead) appears to be on the way, after long delays. It may have a twin-screw turbocharger, or may have two versions, one for a relatively light power boost and one for a larger boost; the goal remains beating 400 horsepower, to replace the 5.7 Hemi V8 in cars and trucks.
Pentastar V6 engines were to spawn a 4.8 liter V8, but that seems to have been dropped.
On the more mundane side, the 3.2 will be dropped, and the 3.0 used for European export will be joined by a 2.8 liter V6. The 3.2 produces 271 hp and 239 lb-ft of torque from 198 cubic inches, but fuel and space savings are apparently minimal.
With thanks to “FGA Cheerleader” for gathering specs and updating information.
Ralph Gilles announced a “new family” of four cylinder engines to appear in late 2016 — the GME (Gasoline Medium Engine) series. He said that the Hurricae turbo four would be part of this new group. There is also a GSE (Gasoline Small Engine) series. The two series, which appear to have been independently developed, are quite different in design.
Jointly developed by USA-based and Italy-based FCA groups, and borrowing from the World Gas Engine, Fiat Twin-Air, and Pentastar V6, the GME will replace all current 2.0 to 2.4 liter engines used by FCA worldwide.
The Hurricane 2.0 may be used in the Jeep Compass replacement first, and will, according to Automotive News, show up in the Jeep Wrangler. Reliable source oh2o said they will be the base engine for the revised Charger and Challenger, eventually. Power ratings from the 2.0 are expected to be around 250 hp in the base turbo version, and 300 horsepower in the top tune; lower-power models may have the MultiAir system, but the higher-power ones will not. In Europe, the Alfa Romeo turbo 2.0 is rated at 200 and 280 hp.
“MJAB” wrote that it may use an electric supercharger combined with a traditional turbocharger, for faster reaction times. This is the setup rumored for the predicted 350-horsepower Alfa Romeo GME engine, which will have a 48-volt electrical system.
Several sources have told us that there were late development issues with the Hurricane, in getting the desired performance and durability, partly due to management issues which have reportedly been resolved.
A smaller engine series, dubbed GSE (Gasoline Small Engine), has three and four cylinders; two are already present, and will replace the Fiat “FIRE” engines, and possibly the Brazilian E.TorqQ engines, which were derived from the old Neon 2.0.
The 1.6 liter E.TorQ engine is rated at 109 hp and 112 lb-ft. A 1.8 liter version may remain. Current “FIRE” engines in the EU are the 1.2 8V, 1.4 8V, and 1.4 16V, and the 1.0 TwinAir; Brazil has 1.0 and 1.4 8V versions with different tuning.
The ordinary GSE is a single overhead cam design, with an off-center crankshaft and two valves per cylinder, running at 13:1 compression. It runs on the Miller cycle (normally reserved for hybrid engines) under low load, and drops into the Otto cycle when power is needed; the electronic valve control can delay timing by up to 40°. The GSE was reportedly developed by the Italian and Brazilian contingents of FCA and will be made in both countries, and presumably in Asia. The torque-biased GSE may have even higher compression where higher quality fuel is available (e.g. the EU). Connecting rods are an alloy of aluminum and graphite for low weight and low friction.
A turbocharged version of the 1.3 is expected to reach 160 horsepower, the same as the current 1.4 turbo; the turbo 1.0 is to reach 120 hp, which would make the Tipo/Neon much faster. Both turbos will have four valves per cylinder. Alfa Romeo’s version of the turobcharged GSE 1.3 is expected to arrive in 2018.
The Cummins B-series straight-six diesel is still planned for future Rams.
The L424 Fiat diesel is reportedly being tested for US certification in the Wrangler; it has almost the same specs as the new VM 2.8 liter four-cylinder diesel, which was also designed to meet United States ULEV standards. Jeep has long used VM diesels in Europe, and VM is part of FCA now. Finally, there is a 2.2 liter Alfa Romeo diesel already showing up in Chrysler’s parts system.
FCA reportedly has plans to use diesel engines in more American cars and trucks, to meet increasing fuel economy rules; and the company certainly has some good choices. (The VM 3-liter V6, incidentally, produces 241 horsepower and 406 pound-feet of torque, making it ideal for heavier cars and SUVs; one can see it in the Dodge Durango and Charger, for example, and even in minivans.)
ZF’s eight speed automatic transmission for rear wheel drive cars and nine speed ZF front wheel drive cars continues to spread across the line; a second generation is being used by pricier cars from FCA and others, and a new version of that second generation is reportedly being adapted to Chrysler-Dodge-Ram-Jeep needs for their exclusive use.
The transmissions can be used with stop-start systems, which will be used in more cars, trucks, and SUVs, and with hybrids, the first of which will be the Pacifica. (845RFE, ZF HP8 • 928TE, ZF HP9).
The hybrid Chrysler Pacifica minivan is coming, and other cars use a Chrysler-engineered start-stop system which shuts off the engine when the car is stopped. Chrysler is supposedly Fiat’s headquarters for electric and hybrid car development, with an electric Fiat 500 already launched. CNG is factory-installed on Ram Hemis for fleet use.
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