Plasma spray liners I guess? Mercedes uses this apparently.

 

You really haven’t had to walnut blast direct injection engines that have come out in the last 10 years. Stellantis used plasma transfer wire arc tech for the coatings so I wouldn’t worry about that either.

I haven’t heard of water pump issues on the Hurricane, so that’s interesting it’s back ordered.

 

Because DI and Port are used in conjunction. I've not seen DI-only engines not need to be corrected. EGR has nothing to keep it from depositing carbons inside the intake without the fuel solvent to rinse it. If you can show a DI-only engine that doesn't need it I'd like to see that (Not that I don't believe it can't be done, but that I haven't seen it and would like to).

 

I have the 2.4L engine with aluminum block in 2 cars, one has 204K miles, one has 130K miles. Neither leaks a drop of oil, and both go between 4500 and 7000 miles on a quart of oil. No reason to believe there will be any cylinder scuffing.

 

You may want to peruse Wagoneer and Ram owner forums to see what their experience has been. I've seen stories of electrical and overheating/thermostat issues but have not seen any solid evidence of cause (aside from thermostats being severely back ordered for a time) or correction/remedy.

 

Plasma spray liners I guess? Mercedes uses this apparently.

If this is what Ford uses in the Coyote I'm less worried, then. I'd love confirmation or information.

I have the 2.4L engine with aluminum block in 2 cars, one has 204K miles, one has 130K miles. Neither leaks a drop of oil, and both go between 4500 and 7000 miles on a quart of oil. No reason to believe there will be any cylinder scuffing.

The World engine has cast in iron liners. The Hurricane 6 does not appear to.

 

If this is what Ford uses in the Coyote I'm less worried, then. I'd love confirmation or information.

The World engine has cast in iron liners. The Hurricane 6 does not appear to.

Not sure that mine is the World engine. Some 2.4L are, some aren't. These are Chrysler 200 sedans.

 

1. Timing and oiling system: Uses a timing chain, good. Oil pump does as well. Great to see they didn't cheap out like Ford did with "Wet belts" that will destroy the engine after a decade. I hope the timing guides don't crack but only time can tell here. Water pump is NOT driven by the timing system, another plus. But the water pump is already backordered, and as a Hemi owner who had warranty water pump replacement on his 5.7 it makes me wonder if this is "They still didn't learn" or something else.

I expect any backordered parts as normal Stellantis BS.... but Hurricane engines are so new that I can't imagine any of them having a failed water pump.

 

What sets this engine apart is its use of Plasma Transfer Wire Arc (PTWA) coating on the cylinder walls. This creates an ultra-thin, low-friction surface that reduces wear and improves efficiency over the life of the engine.

 

They weren't the first to use it, though. It's an established technology. [I see now others have said this]
Eddie, you know best: is this any better for efficiency than the usual liners, which I assume weren't used to get every possible mm out of it?

 

Yes, the famous world engine. Not a move forward in my opinion.

 

The Hurricane Six is not a "World Engine". It was a clean sheet design by Chrysler engineers at Auburn Hills. It shares bore spacing with the 3G hemi (which shared that with the 360 Magnum).

Somewhere here on Allpar is the technical write-up, so I'd go look for that and learn the details.

 

I am trying to research the i6 and see if it'd be a good engine for long-term reliability. Can anyone who knows advise on the below?

1. Block: Closed deck. Good!
2. Cylinders: No liners. Bad! I'd expect major bore scoring like every other aluminum block engine with no liners like BMW, Porsche, etc. Can anyone confirm if all they're doing is hardening/engraving/coating the aluminum, or does it have liners?
3. Direct injection: Bad. Does it also have port injection or is it only direct injection? I wouldn't want to have to walnut blast my vehicle every 60-80k.
4. Timing and oiling system: Uses a timing chain, good. Oil pump does as well. Great to see they didn't cheap out like Ford did with "Wet belts" that will destroy the engine after a decade. I hope the timing guides don't crack but only time can tell here. Water pump is NOT driven by the timing system, another plus. But the water pump is already backordered, and as a Hemi owner who had warranty water pump replacement on his 5.7 it makes me wonder if this is "They still didn't learn" or something else.

I drove an I6 and really liked it... smooth, great power delivery, can only imagine how amazing the HO version is. And so far #2 would be the only absolute deal breaker for me, although #3 is a big downside, I could deal with that maintenance cost if push came to shove. Does anyone have non-anecdotal (first-hand) knowledge of these or other longevity concerns?

"Reliability" depends not only on the design, but how well it is implemented and how well the vehicle is maintained. The current crop of STLA engineers based in Brazil does not inspire a lot of confidence in their product. If it was me, I would either wait a few model years and talk to the mechanics who service these vehicles day in and day out, or I'd go with the proven design now that it's available again. You will give up some horsepower and torque, and the Hemi's issues have not been addressed so far as we know, but you'll know what you're getting.

I am, however, a V8 guy, so take my words with the appropriate grain of salt.

 

At least the new ones have a 10 year warranty.

 

Mopar is pitching a 10 year warranty at me since buying my 2021. It's tempting.

 

The engine guys have generally not failed us... other than whoever specified the lower grade metal for the cams.

 

That's a major issue for both Hemi and Pentastar, Dave. I wouldn't discount it as being unusual.

 

Can Everyone Say " NEON 2.0L HEAD GASKET " ! ! !

 

You would know as well as anyone - Bob S used to talk about how they specified a three layer metallic gasket and Bob Eaton personally rejected it as too expensive, even though the empowered work team approach stated that as long as they met the overall budget, they could make tradeoffs, and they had traded off to get that gasket. When even executives finally knew they needed to do it, they used essentially the original head gasket design.

The Neon 2.0 was a very hardy engine otherwise - SCCA racing is a good way to test that.

@Adventurer55, maybe, but keep in mind the 2.4 block and basic design was sound. That's what the group as a whole developed. Again, the SRT4 2.4 proved the engine design was just fine, overall, it was the individual implementations that failed. I don't know if Hyundai's engine failures were on the WGE, it was developed long ago and Hyundai probably replaced it. Mopar engineers got well over 300 horsepower out of it and had to tune it down because they exceeded the Caliber's limits, not the engine's limits. It's the one WGE variety I wouldn't mind seeing again.

@Fast Eddie, laser sintering would be something else, either a part of the metal formation process or a replacement for the old Chrysler-pioneered method of breaking (I think) rods and caps after they were made of sintered metals. For anyone reading, sintering is a process that Chrysler pioneered as well, back in the 1930s, hiring on a professor who had been doing early work - it's essentially using powdered metals. It's still a hot topic, I know of at least one PhD who works in the field; in the 1930s the major use was baking the powdered metals in oil and under high pressure to form bearings and other parts so they would be self-lubricating. Without sintered metals of that type, we'd have a lot more maintenance and be replacing parts a lot more often.

Ref: Oilite bearings and the Chrysler Amplex Division - MoTales
Other amusing or informative stories: MoTales' Chrysler History, People, and Such: In Chronological Order

At allpar: The Chrysler Tiger Shark and World Gas Engines: 1.8, 2.0, 2.4
Also at allpar: MultiAir and the two 2.4 engines - Allpar Forums

Neon 2.0: the final all-Chrysler four-cylinder engines - MoTales

 

This is why the original CTC design did not have an executive tower.

 

I'll let you know how they run at 400K miles...

 

I've owned my Cummins for 23 years and it still only has 234K on it. At that rate I'll be dead before 400k