Six Sells: Stellantis Introduces Twin-Turbo Inline-Six for Ram, Jeep

six sells stellantis introduces twin turbo inline six for ram jeep

The auto industry might be moving headlong into all-electrics but that doesn’t mean internal combustion is dead, not by a long shot. Witness the introduction of a brand-new engine from Stellantis, a turbocharged inline-six that will be capable of generating more than 500 horsepower.

Development of this ‘Hurricane’ I-6 was kept on the down-low, at least as much as can be expected during these modern times when everyone has a camera in their pocket. Two variants will be available when the engine goes into production and pops up in showrooms later this year.

Stellantis says the Hurricane will offer its twin-turbo muscle using a broad and flat torque band, one which will see this mill maintain at least 90 percent of peak torque from 2,350 rpm all the way to its red line. Specific horsepower numbers will vary based on vehicle application, but the Standard Output will make somewhere in the neighborhood of 400 horses and 450 lb-ft while the extra-boosted High Output should knock on the door of 500 ponies and 475 units of twist.

Each turbocharger in the Hurricane twin-turbo I-6 feeds three cylinders, passing compressed air through an engine-mounted water-to-air charge air cooler to reduce its temperature before entering the intake manifold. The turbos on the Hurricane SO deliver a peak boost of 22 psi, while snails fitted to the Hurricane HO deliver 26 psi of peak boost.

And to answer the inevitable questions from gearheads in our audience: There is a difference in compression between the two brothers. Standard Output engines use cast aluminum pistons with a cast iron top ring land insert, running a 10.4:1 compression ratio. High Output variants deploy forged aluminum pistons with an anodized top ring land and a diamond-like coating on the pins, resulting in a 9.5:1 compression ratio on 91 octane premium fuel.

Bore, stroke, and cylinder spacing are shared with the globally-produced 2.0-liter turbocharged four-banger currently found in rigs like the Cherokee and Wrangler 4xe. The latter gives us a clue that this engine is likely to see a plug-in hybrid variant of some sort in the future. The non-electrified engine announced today will be assembled in Mexico.

Where will we see this engine? Stellantis ain’t saying other than to state 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 smart money has it showing up in the Wagoneer, usurping the V8 and fitting the silky-smooth mandate of that luxury SUV very well. Logic dictates we’ll see it in Ram pickup trucks as well, with the venerable 5.7L Hemi (which has made 395 horsepower ever since Adam was an oakum picker) likely to soldier alongside in the short term, at least in the Ram 1500 Classic. This strategy is not without precedent since Ford has long offered turbo six-cylinder engines alongside the 5.0L V8 in its F-150. The octopot now comprises but a small portion of F-150 sales.

[Image: Stellantis]

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  • MrIcky MrIcky on Mar 28, 2022

    I'm just glad it's an I6 instead of a v6. They sound better, they feel better (smoother), fewer parts, etc. And I like the idea of the 2.7 in the canyon, I think that would be impressive.

  • 1337cr3w 1337cr3w on Mar 29, 2022

    So when the CX-5 is inevitably phased out at the end of this generation, we'll have a more expensive replacement in the CX-50 with worse driving dynamics (thanks to the torsion beam), visibility, NVH, and seat comfort. Why can't the US get a Mazda hybrid? The CX-60 looks pretty nice https://www.caranddriver.com/news/a39371226/mazda-cx-60-revealed/

  • MaintenanceCosts The sweet spot of this generation isn't made anymore: the SRT 392. The Scat Pack is more or less filling the same space but it lacks a lot of the goodies, including SRT suspension, brakes, and seats. The Hellcat is too much and isn't available with a manual anymore.
  • Arthur Dailey I am normally a fan of Exner's designs but by this time the front end on the Stutz like most of the rest of the vehicle is a laughable monstrosity of gauche. The interior finishes suit the rest of the vehicle. Corey please put this series out of its misery. This is one vehicle manufacturer best left on the scrap heap of history.
  • Art Vandelay I always thought what my Challenger really needed was a convertible top to make it heavier and make visability worse.
  • Dlc65688410 Please stop, we can't take anymore of this. Think about doing something on the Spanish Pegaso.
  • MaintenanceCosts A few bits of context largely missing from this article:(1) For complicated historical reasons, the feds already end up paying much of the cost of buying new transit buses of all types. It is easier legally and politically to put capital funds than operating funds into the federal budget, so the model that has developed in most US agencies is that operational costs are raised from a combination of local taxes and fares while the feds pick up much of the agencies' capital needs. So this is not really new spending but a new direction for spending that's been going on for a long time.(2) Current electric buses are range-challenged. Depending on type of service they can realistically do 100-150 miles on a charge. That's just fine for commuter service where the buses typically do one or two trips in the morning, park through the midday, and do one or two trips in the evening. It doesn't work well for all-day service. Instead of having one bus that can stay out from early in the morning until late at night (with a driver change or two) you need to bring the bus back to the garage once or twice during the day. That means you need quite a few more buses and also increases operating costs. Many agencies are saying for political reasons that they are going to go electric in this replacement cycle but the more realistic outcome is that half the buses can go electric while the other half need one more replacement cycle for battery density to improve. Once the buses can go 300 miles in all weather they will be fine for the vast majority of service.(3) With all that said, the transition to electric will be very good. Moving from straight diesel to hybrid already cut down substantially on emissions, but even reduced diesel emissions cause real public health damage in city settings. Transitioning both these buses and much of the urban truck fleet to electric will have measurable and meaningful impacts on public health.
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