3.0 twin turbo Hurricane motor

[H3LZSN1P3R]

I expect great things with the new engine something about straight 6 engines that just works great and usually extremely reliable

 

[AH64ID]

I expect great things with the new engine something about straight 6 engines that just works great and usually extremely reliable

Absolutely, it has amazing potential… as long as we don’t have delusions about what is feasible.

 

[brv10]

It won't be an HD thing anyway

 

[H3LZSN1P3R]

Absolutely, it has amazing potential… as long as we don’t have delusions about what is feasible.

Hey i once saw a 2000hp funny car that was an inline 6 at the drag strip so i mean anything is feasible with enough money

 

[Docwagon1776]

For those saying it won't make it into the HD...they focus grouped them last year. Obviously a lot of things are put in front of focus groups that never make it to market, but you don't spend time and money on this type of market research if you aren't considering doing it and how to market to future customers when/if you do.

 

[flan]

Maybe that 6.7 cummins gas job will?

 

[senecagreen]

When ford and gm downsized their diesels and gave them more power the stress caused reliability issues so the displacement creeped back up.

In a light car or pickup hurricane would be awesome. Not in a HD truck.

I think the current 6.7 design reflects building reliability into the design. Thats why I went with the CTD

 

[brv10]

The 3.0 was not designed as a heavy truck engine, aluminum cylinders for starters.

 

[chas0218]

No way will the fuel economy be 2-3 times that of a hemi, especially with 100hp more. HP takes fuel and it’s not feasible to expect that level of efficiency. 10% is probably a stretch, if any gains are noticed.

They are claiming 20 mpg in the Wagoneer. I'm only seeing 10-13mpg so 2x what I'm seeing isn't that much of a stretch.

 

[chas0218]

The 3.0 was not designed as a heavy truck engine, aluminum cylinders for starters.

What's the difference between that and the Hemi. The Hemi is an aluminum block just like the Hurricane is. You can't have aluminum cylinder walls without a coating or sleeves.

 

[Enve46]

Direct Connection is offering a 1000 HP version Crate of the hurricane.

https://www.motortrend.com/events/direct-connection-hurricane-i6-twin-turbo-crate-engines/

Im not saying they WILL make it in the HD lineup but there's certainly potential for it.

Id also much rather see these types of engine than EV push. Could make a rowdy challenger, charger and even TRX if they can manage heat.

 

[brv10]

What's the difference between that and the Hemi. The Hemi is an aluminum block just like the Hurricane is. You can't have aluminum cylinder walls without a coating or sleeves.

The 6.4 is not an aluminum block.

 

[WXman]

What will the HD get then? If the Hemi is discontinued that leaves the Cummins as the only engine option.

HD trucks don't follow the same rules. The 6.4L Hemi will stay in them for a long time.

Can you imagine a 3.0 in a truck pulling a 10,000 pound camper? That thing would be spun up to the max, working it's butt off to move the weight!

Not so much the RPM, but the compression and boost they have to run to make that level of power in 3 liters of displacement is nuts. There is no way those engines will live as long as a large V8.

I expect great things with the new engine something about straight 6 engines that just works great and usually extremely reliable

Except for the ones that aren't. The Jeep 4.0 for example. Terrible fuel economy, oil leaks galore, crank sensor failures, heads cracking between #2 and #3 cylinder, gasket failures, etc. etc. I guess the Cummins has been overall very good. Can't really think of any other I-6 engines that have been great. Maybe Mercedes had a couple back in the old days.

 

[AH64ID]

They are claiming 20 mpg in the Wagoneer. I'm only seeing 10-13mpg so 2x what I'm seeing isn't that much of a stretch.

Apples to oranges.

What would the 6.4 get in the Wagoneer? That’s a direct comparison.

What your getting and whats it’s capable of are also two very different things.

 

[Enve46]

HD trucks don't follow the same rules. The 6.4L Hemi will stay in them for a long time.



Not so much the RPM, but the compression and boost they have to run to make that level of power in 3 liters of displacement is nuts. There is no way those engines will live as long as a large V8.



Except for the ones that aren't. The Jeep 4.0 for example. Terrible fuel economy, oil leaks galore, crank sensor failures, heads cracking between #2 and #3 cylinder, gasket failures, etc. etc. I guess the Cummins has been overall very good. Can't really think of any other I-6 engines that have been great. Maybe Mercedes had a couple back in the old days.

2jz, RBs, BMWs S54, B58, Jaguars XK 6... There are some phenomenal in line 6 engines out there. Sure they may all have failure points, every engine does but its a proven design that works extremely well and can sound even better.

 

[brv10]

2jz, RBs, BMWs S54, B58, Jaguars XK 6... There are some phenomenal in line 6 engines out there. Sure they may all have failure points, every engine does but its a proven design that works extremely well and can sound even better.

4.9 Ford, 225 slant 6....

 

[brv10]

Apples to oranges.

What would the 6.4 get in the Wagoneer? That’s a direct comparison.

What your getting and whats it’s capable of are also two very different things.

Have ask somebody with a hemi in a Wagoneer what they get, I took one home 3 years ago but never kept track.

 

[AH64ID]

Have ask somebody with a hemi in a Wagoneer what they get, I took one home 3 years ago but never kept track.

 

[brv10]

About the same as my DJ then

 

[BamaOEF]

dont forget about the GM 4.2 Atlas. Great engine, lousy MPG. Had one in a 05 Trailblazer. Smooth runner but only got about 15 MPG city, 18 Hwy.
From the web.
The 4.2-liter Atlas LL8, otherwise called the Vortec 4200, was a groundbreaking engine for GM. It featured an all-aluminum construction, dual overhead cams with variable valve timing on the exhaust side, four valves per cylinder, a coil-on-plug ignition system, a high compression ratio of 10:1, and its cylinder heads featured GM’s then-prevalent “Vortec” engineering designed to maximize airflow.

This combination allowed for the production of 1.06 horsepower per cubic inch – a total of 270 horsepower at 6,000 rpm. Torque was rated at 275 pound-feet at 3,600 rpm, but 90 percent of peak torque was available between 1,600 and 5,600 rpm. These stats far exceeded every comparable V-6 on the market at the time, including GM’s own 4.3-liter Vortec V-6.