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2018 Hurricane Fours / eTorque: Turbocharged Torque

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2018 Hurricane Fours / eTorque: Turbocharged Torque

Thanks to Danno, Patfromigh, and Steven St. Laurent. Updated November 29, 2017

FCA's new turbocharged four-cylinder engine was internally named "Hurricane," after a fighter plane and a long-gone Jeep engine. Years ago, Allpar posted the program goals: for one Hurricane to reach 250 horsepower, and for another to beat 300. On November 29, 2017, Jeep released specs on the first one - the efficiency-focused powerplant - and it beat expectations.

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What we know for sure

FCA's crack marketing team has ejected the Hurricane name, favoring eTorque instead, presumably because it's a torque-biased system with an electric assist, at least as used in the Wrangler (and we should probably expect the Hurricane to be a mild hybrid in its lower-power form, regardless of where it's installed). The name may bring up images of the Brazilian "E.TorQ", which is the current evolution of the old Neon engine, but it's definitely new tech.

2018 WranglerPentastar V6Turbo 2.0
Horsepower285 @ 6,400 270 @ 5,250
Torque260 @ 4,800 295 @ 3,000
Redline6,6005,800
Compression11.310
Cubic Inches220121
Here's irony: the little four-cylinder hits peak horsepower and peak torque well before the big V6... and has a lower redline!

The added weight of the mild-hybrid system makes the whole power system 55 pounds heavier than the Pentastar V6 setup, which is not a bad tradeoff. While drivers can put regular-octane (US 87 octane) into their tank, Jeep recommends premium fuel (91 octane). The system naturally includes stop/start, and an electric power assist that mostly works at the low end of the power band; it's sold only with an automatic transmission.

Compared to the V6 engine, buyers sacrifice just 15 horsepower, while gaining 35 pound-feet of torque just where they need it. Chances are this engine will have similar 0-60 times as the Pentastar, but substantially better gas mileage - perhaps enough to pay for the premium fuel, if gasoline prices rise. It may even be better for rock crawling, with the torque coming right off the line, if the throttle is easily controllable.

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The engine has a dual overhead cams (with independent timing), driven by timing chains, and opening 16 valves; it's Mopar's first direct-injection design. Like most recent engines, it has cooled EGR to efficiently reduce emissions; EGR is throttled, as well. The block and heads are both aluminum. It's being made in both Trenton South (Michigan) and Termoli (Italy). The official specs don't mention it, but the mild-hybrid system is a belt-starter-generator design.

The turbocharger is a twin-scroll, low-inertia model, as Allpar predicted a year or two go, with an electronically actuated wastegate; the turbocharger is mounted to the cylinder head for durability. A separate cooling circuit is used for the intake air cooler, throttle body, and turbocharger. FCA claimed:

This is the first time that the combined use of a twin-scroll turbocharger, [cooled EGR], 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.
What sources have told us about the Hurricane Four

The engine is part of the GME (Global Medium Engine) family; Alfa Romeo's version is already out, and 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.

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Alfa Romeo's Hurricane is very different from the Chrysler version - made in a different foundry, with a closed deck versus the Mopar's 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.

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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).

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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.

Dealers have been told that the engine, listed as "2.0 I4 DOHC DI Turbo engine with BSG," will be used a mild-hybrid; the starter/generator is used both to recapture energy during coasting and braking, but to add a little torque as needed.

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Direct injection appears to be confirmed, along with "scavenging" (via valve control) for better low-end torque.

Heads: a tigher fit

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.

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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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