Engineer Deep Dive: 3.0L Hurricane Engine - Turbo Life, Oil and Intervals and More
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- čas přidán 22. 05. 2024
- Stellantis new 3.0L Hurricane engine is new for the Ram 1500 and Publisher Tim Esterdahl gets the chance to deep dive with one of the chief engineers behind the engine. They talk oil, oil intervals and turbo life among a host of other topics. If you are looking for more information this engine, this is the video for you.
Chapters:
0:00 - 0:28 Intro
0:28 - 9:55 Why Hemi died
9:55 - 17:15 Hurricane Durability
17:15 - 22:20 Engine, Turbo Cooling
22:20 - 27:48 Thin oil is good?
27:48 - 32:11 Oil Life Monitor vs Dipstick
32:11 - 36:01 Start/Stop Harm to Starter/Engine
36:10 - 38:11 10k Mile Oil Change Interval
38:11 - 38:57 Conclusion
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There's been some questions about direct injection and carbon build-up on engines with this technology. I have asked about this with various engineers over the years and they have responded that the higher PSI of the spray nozzles, it atomizes the fuel better and removes this concerns. Here's an example of this explanation at the 3.28 mark of this video with a Chevy engineer. He is talking about the 6.6L gas engine, but this same information applies to most other gas engines. If you check out the spec charts online, you'll find the gas pressure spray PSI level for most is well above 2,000 with some being higher. The Hurricane engine has a "single high pressure pump providing up to 5,075 psi (350 bar) to a single fuel rail."
czcams.com/video/A_VaFCpQ9nY/video.html
Fuel pressure being higher makes zero difference. Most of the carbon build up happens on the back of the intake valves. A port fuel injector would spray fuel onto the back of the valve, cleaning it. A Direct injection engine can't do this ,because the injector is inside the combustion chamber. Now they can play with the variable valve timing a bit to mitigate some of this. But we had the heads off a 2022 6.2L gm last month. The carbon build up is clear. The only way to deal with it is frequent induction services, which currently GM does not require as part of regular maintenance. However, one of the first recommendations to diagnose a P0300 code ( random missfire) is to do an induction service with Top engine cleaner.
The problem of carbon build up very much exists. GM seems to be fhe best at avoiding excessive build up. But it still happens.
@@terrencejones9817 The way it was explained to me is carbon buildup is left over fuel that wasn’t fully cooked. Higher spray causes better atomization and therefore you don’t have left over fuel. Thus, the carbon buildup on the back of the intake valves doesn’t exist.
FYI - Ram has 5,075 PSI spray pressure.
@Pickuptrucktalk Problem is that doesn't address what actually causes the carbon build-up on the back of the valves. It's not fuel, it's oil/fuel vapour from the PCV system. All engines burn crank case vapour through the PCV system. Higher fuel pressure will actually make this problem worse. That high fuel pressure dilutes the engine oil with fuel. That fuel in the oil causes higher pressure in the crank case. That fuel oil mixture is then sent through the PCV and its dumped right on the back of the valves.
People that like to go on extended oil change intervals make this situation worse. The more fuel contaminated in your oil, the less it lubricates, the more the oil turns to vapour.
Google the GM Dexos gen 3 spec. It's specifically designed to reduce oil coking/deposits in a turbo charger. The only way you get oil deposits inside a turbo, is if the shaft seal is leaking, or the oil is being pushed through the PCV system .
My wife owns a 2018 equinox 1.5L turbo DI engine. I maintain it well. Recently in cold weather it developed a missfire. GM has a TSB about intercooler icing. When we pulled the intercooler boot off, it was full of water and oil sludge. The only way oil is getting into the intercooler is through the PCV system. I change the oil on this car every 3000 miles (5000km) I do an induction service every 25k miles to avoid the carbon build up. That being said, the discovery of oil in my intercooler, means I'll be doing another induction service soon.
BTW, if you took a look inside the intercooler of any Ford Ecoboost, you'll discover the same issue.
@@terrencejones9817 all I know is the spray pressure is the answer I get from many different engineers at different companies. I’ll also add in the last few years I get confused looks from engineers when I ask them about carbon buildup. I take that look to mean they consider it resolved and have moved on.
@terrencejones9817 I agree with you sort of. Better burnt fuel is gonna push back any meaningful carbon build up. How far it pushes it back? Who knows? 150k miles maybe. But yeah you are right. It's gonna happen and it makes it hard to look at these DI engines and not say it will eventually reduce the performance and longevity at some point.
Nobody will ever be able to convince me that start/stop technology is a good thing or actually saves a material amount of fuel or emissions.
As a mechanic I thought this was stupid idea. But in practice it works great and is sensible way to save fuel and put less wear on the engine. You can always disassemble it too.
Agree. From a practical standpoint most people couldn’t care less about the negligible emissions reduction. If it actually saved a noticeable amount of fuel (greater MPG) it wouldn’t receive such hate.
As consumers we do pay a premium for this as the starters and 12v batteries are more complicated and much more expensive to replace. All of these changes to satisfy government regulations cost the consumer more. More up front and more if you like to hold on to your car or truck.
Everybody I know that has start stop is reflagged to delete that stupid ideal !
It has nothing to do with mileage it's all about emissions
@@alexgrindnshine2522it puts significantly more wear on engines. The overwhelming majority of wear occurs when oil pressure is low during startup
I don't care what anybody says, removing a physical dipstick to check the lifeblood of the engine is a stupid move. And honestly it's a slap in the face to the consumer.
Yep. If they want to add a level sensor, fine. But don't eliminate the ability to check it manually.
Is there not a location to add an aftermarket one?
Planned obsolescence.
I agree but I make my oil tech write down my oil date and I change at 5000 miles. I have the oil pressure gauge on the dash and I check the level every weekend
@@jimsteinway695Gauge can fail or get faulty with time, oil can get burnt badly and everything look fine on the gauges...just saying
So glad I bought a 5th gen Ram when they first came out. 5.7 hemi, no etorque, anti slip, 3.92 rear axle, 4x4. Everything I wanted in a truck.
As a retired Chyrsler mechanic I've cursed engineers most of my working life. They can say what they want about this engine being the greatest thing since sliced bread. Heard it before. Remember the 2.7. Only time will tell if that's true. Wouldn't touch one with a 10 ft pole for at least 3-4 years of production and real world use. Only then will we start to learn of what they didn't think of or cheaped out on. No offence but I'm not being the guinea pig.
There’s a reason you’re a mechanic and not an engineer. Turbo diesels in 18 wheelers have hundreds of thousands of miles.
Well put, I totally agree with you.
If turbochargers are so great why don't the have a longer warranty?
@@jimsteinway695 Way to prove how clueless you are. Do you really put engineers up on such a pedestal? You obviously don't work on vehicles. Your example of a big truck turbo diesel has almost nothing in common with this engine. Are you even aware of the absolute failure this same company just had with the 3.0 eco-diesel?
@@jimsteinway695 Diesel engines in 18 wheelers cost as much as a brand new loaded 1500 truck. Those engines are built with extreme durability for commercial applications. You are really trying to compare that to a light duty gasoline turbo charged engine???
I have a 2005 Neon SRT4 that still has the original turbo and close to 175,000 miles. Still runs great
I just want to know why that rubber coolant hose was placed way in the back of the engine that would require engine removal to replace. 🧐 😊
There is one thing that is positively true. You won't have turbo troubles on a normally aspirated engine.
My '86 Saab turbo 900 went 180k miles with an oil cooled turbo. No water cooling. I changed the Mobil 1 oil religiously at 3000 miles. It was perfect until it was crashed by the biggest deer I've ever seen. No reason a turbo can't last for a long long time.
I have been a truck driver for 27 years. I have seen all kinds of crazy stuff at auto plants. My personal favorites were delivering to a chrysler engine plant in indiana and the guy on the dock was drunk annd qorking on a tallboy in a bag on the dock, and watching vans come out of the chevy van plant in MO with only one bolt on the Power steering box because they were running low on bolts and the line never stops...
Damn, talk about drinking on the job! LOL
Great to hear directly from an engineer, thanks Tim.
Asking these engineers if their products are good is like asking Joe Biden if the country is doing well. OF COURSE they will tell you everything is great as their junked engines pile up!
Great interview. I'll have to give it a second listen, got a bit distracted in the live chat. Cheers to Alan for taking the time to do this.
Once again some very good information regarding the 3.0 L Hurricane Engines, directly from one of the Engineers who designed the engines. Thanks again Tim, for your ability to get this kind of information directly from the source!
engine might actually turn out to be great but then everything else they make will be trash (cheap ECM, cheat evap components, cheap wiring, cheap starters-alternators, water pumps, etc etc etc)
Very informative 👍 but I'm still not going 10k on oil changes, oil is cheap.
Thank you for this content. Alan did great job explaining their process. Hopefully the hurricane engine is a big success.
Thanks for this interview Tim. It was interesting how they came up with developing of these engines and whats behind the decisions that they make.
Good stuff! Thanks for all this, love hearing from the people behind these vehicles!
My first turbo car was an 86 Dodge Lancer ES turbo and it was one of the most reliable vehicles I have ever owned. I have been driving turbos ever since. In fact, I still have an 86 Dodge Daytona Turbo Z that I drive hard the first 5 years I had it and it had a 145K miles on it with the original turbo when the transmission lost second gear drag racing it. I also have a 2022 Jeep Grand Cherokee 4xe with the Hurricane 4 and love it. So I completely trust their durability.
Thanks for the interview with the gentleman. It answered some questions I had and others I didn’t have as well.
I liked this video along with the GM engineer responsible for the 2.7L in the Colorado. All good stuff, but the answer about oil quality alone was worth the watch. Thanks, Tim!
Thanks for this excellent interview, Tim. It would be great to see a Part 2 with Alan in the near future.
I notice whenever engineers are discussing new vehicle/engine designs, they rarely talk about longevity in terms of 5-10 years down the road.
Nobody will ever talk about longevity in terms of years or miles. It makes no sense for them to do so.
When you want a 4 cylinder to the job of a V-8. Have you made that Engine Last as long as that V-8... plus you charge MORE money. Un real
@@maxr4448the hurricane is literally damn near bullet proof when it comes to materials and efficiency..I would not be counting it out last way longer than the hemi did stock for stock
One test they never do is run old expired drained from another engine do see what fails with bad contaminated worn out oil from the real world.
@@lafosh7234 How would you know how long a Hurricane would last in the real world compared to any engine? It has only been on the market for about a year.
This is very interesting and very impressive. I been a fan of turbo engines for years.
I been driving commercial trucks for years and followed in my dads steps.
This "Hurricane Engine" is very impressive
Nice interview, Tim. Thanks👍
Oil is cheaper than an engine. First Generation 3.5 turbo charged Ford had problems with soot build up with the direct injection. The end result was the 7 ft timing chain they had in their stretched and the cam phasers quit working properly also. But for those that stuck with a 3-4,000 mi oil change interval they didn't experience those problems and get much more longevity out of their engines.
I have the 3rd generation 3.5. Ford. I change every 5000 miles pull my 8000 lb trailer and it hasn’t even hiccuped .
The Teflon covered cylinder walls going to wear out and then what?
You might consider that turbochargers could be another way to build in obsolescence. This is because it's a known fact that the turbo causes more wear and tear on the engine.
@@user-nr2ch9pp2g Diesel cars have been turboed for over half a century and they work just fine
They already have several years of real world data from the 4 cylinder version of this engine being on the market. If oil was an issue we would already know about it.
Thanks for getting Alan to do this interview. If we're lucky, maybe we'll get more engineers on the channel. I also have to give Alan a tip of the hat for doing the interview with a Chrysler Turbine right behind him. That was classy and cool.
I noticed Alam said pretty much exactly what Tim said about radiator size for towing and oil changes at 10,000 miles! Wow! How hard is it to change out the oil level sensor? Do you have to dig to get at it?
Informative interview. Thanks Tim.
Great interview. Very interesting detail on longevity, start/stop technology, starter life and advances of oil. Thank!
Great interview. We had the opportunity to rent a 2024 Wagoneer with the inline 6 and I was really impressed. Smooth as butter, with tons of power. We were seeing around +2 MPG over our 5.7 hemi for combined driving.
I enjoyed this alot more than I thought I would. This engineer seems like a mans man. A true American that is keeping combustion engines alive. I think the turbo diesel engine is a fair argument for turbo reliability. Of course with gasoline engines your going to have smaller lifespans, but thats always been the way its been for years. Very insightful and informative. Great job fellas
Looking forward to this, thanks Tim and Jill
I'm pretty proud of myself for often knowing what the engineer was going to say next. Especially since I was fired as a mechanic.. best thing that ever happened to me. That job was replaced with a career.😊
excellent information from a truly reputable source, great video.
Hi Tim, I use Amsoil and have for 45 years now. I have been practicing extended oil change intervals against my mechanics wishes. I live in Ontario where there's lots of salt. Cars usually rust out before they wear out. I easily put 400,000 km on a vehicle. I get rid of them because they're rusted out. Not because they're worn out. So I could not agree more with the advanced technologies of oils of these days. Great video!
What are your oil change intervals, sir? What do you do, exactly?
Been using AMSOIL for about 2 years. The data is good on how it holds up and gives me confidence in oil in my two high output vehicles.
A sales pitch, great!
@@Derek-pd4fc Better to learn something here. Best oil you can buy for your vehicle.
@@kennetho5393 Odd, because the place I worked at used Amsoil on our fleet vehicles, and then they started sending the oil off for testing of both Amsoil and the other brands and realized there really is no difference after a given set of miles.
Great informative interview. Thanks Tim.
Great video Tim. Very interesting how they adjust the recs for oil viscosity with turbo psi as well as the electric coolant pump that keeps the turbos from rising in temps after the engine is shut off!
Great interview, I like that we get to hear from engineers now instead of just marketing departments
Great interview I listened to it several times
Tim, I understand that most people outside of your forum and similar forums are likely not as meticulous about their vehicle maintenance so the engine not having a dipstick is not something they would even miss, but there is no way I would ever buy an ICE vehicle without one.
Given what you experienced with the LZ0, I cannot imagine owning a diesel powered vehicle without an oil dipstick.
At the end of the day there's no replacement for displacement👍🏿
Exactly mate, Long live the legendary V8s.
A turbo is a great replacement.
They will never convince me a 3.0 running 20 psi boost will be reliable. I told the dealer I'll give it 60k before it pukes the head gasket or turbos or both.
@timothydubois5834 Agreed 100% brother, no V8 means no thanks for this Redneck.
Absolutely awesome interview Tim!
This interview with Alan was great! He knows his stuff and articulates the complex details very well. 👍👍
Excellent interview, Thanks!
Great information, thanks Alan!
Great video! More like this - it’s good to learn.
Good stuff, Tim! To have the chief engineer explain some of the questions that everyone has about this new engine was so cool. I'm glad that you asked about the durability in relation to turbos. I'm not a Ford guy, but one thing they proved is that turbos engines in trucks do have durabulity and longevity, as witnessed by their Ecoboost V6s. That will likely be even more true for Hurricane due to its straight-6 design requiring fewer parts. It is concerning that yet, another automaker has 10K mile oil change intervals. So many automakers have gone to this standard and it is so aggravating. On a boosted engine, the oil is doing so many things to lubricate the engine. That causes oil breakdown due to many heat cycles. I don't care what any engineer says, ask any race engine builder and they'll tell you the truth. On top of that, investing $100 in an oil change w/ quality filter at 5K miles max is one of the best ways to ensure longevity. And WHYYY NO ENGINE OIL DIPSTICK?!?! Ugh...
That Chrysler Turbine on Alan's back drop is still one of the coolest concepts that was never built.
Steve Lehto’s book on the turbine was fascinating
I agree. I have a Ranger and I live in Wyoming and often drive at altitude where NA engines faded. I was shocked at how much better a turbo engine was at elevation. I mean light years better. And the low end torque was awesome. I have had zero issues with it. And even if I did the performance would be worth a repair.
We've changed turbos on Ford Ecoboosts 5 times since January. They also leak oil from nearly every possible possible. They joke in the industry is an Ecoboost need a 10 000 dollar tune up every 60k miles.
Daily drivers are not race engines. That's like saying you can't ever eat pizza, ask an Olympian. Makes no damn sense for 99.9% of people.
In trucking I would always let my semi truck idle for a couple minutes with fan on to cool the turbo before shutting it off.
Great interview , very informative interview with Allen thanks
Super interesting. Great interview.
Tim, excellent interview. Thank You. Though he was from Dodge/Stelantis it’s very encouraging to hear what the industry is doing now in regards to engine design and testing, turbo chargers, cooling systems, oil contamination mgmt, and OCI. I’m very confident my trucks manufacturer is doing the same and more.
Thanks very informative and appreciated
My 2017 F150 has their 2.7L. EB that was designed from the start to be a turbo engine, and shares elements of a diesel engine construction. It’s been reliable for 56k miles so far, but I don’t abuse it either. I think this hurricane engine will do fine in the long run.
I doubt it
I enjoy getting facts for the engineers!
That was an eye-opening and enjoyable video. I know that my naturally aspirated 2.4 Hyundai and go to five or 7000 miles between intervals but I’ve been changing at three but I also know that it’s semi synthetic so I will try changing my oil at five now. And it makes me very happy to hear that the manufactures are building the blocks and the lower end handle the boost on these new turbo engines. I was really concerned about that.
That engine sounds MEAN on that short dyno video!
I like the OilGeek's channel and he tests the oil in the first 3k and shows the metal variance in the oil from break-in. So you can lower initial ware on the engine by changing the oil a few times in first 5k.
Change oil after 1,000 miles than every 5,000 miles or 12 months
Great interview...
I can appreciate Alan's comments on turbo engines from the 80s and 90s. Today's engines are designed with turbocharging in mind to try to mitigate the past reliability issues. However, turbos always bring more complication over a naturally aspirated engine. They are more mainstream because of the power expectations of customers and the CAFE targets of the government, plain and simple. Real world function over extended time will be the only real test for success. I'll be very interested in how a work Ram truck or a Grand Wagoneer that does a lot of towing will fare in ten years with this engine. I bet the electronics wig out before Alan's engine does.
Two sides of the coin: I had a 2.2L with a liquid cooled turbo in a 1984 Dodge Daytona and it worked well, no real reliability issues, all the way through 100k miles. There were some sensor issues and I did have to replace a cat, but overall, the powertrain in this car--which was a beater, a salvage car--ran pretty well, never burned oil, never broke anything internally until I sold it somewhere north of 160k miles. I did also replace the turbo, which didn't fail, it just got a little noisy, but the job was easy, so I did it to be safe.
On the flip side, the air-cooled turbocharged Continental TSIO 360 in my airplane, not so great. These engines have turbos to maintain power, not boost it, so the engine will still put out plenty of horsepower as we climb higher or fly on hot days. They've changed little since the early 1960s and are not intercooled, still don't have EFI, ECMs or electronic ignition. We added an engine analyzer so I always know what is going on internally, but still, we have to baby this $60,000 engine so it doesn't grenade early and expensively. The engine has to have low-lead avgas, and like a dirty gray tsunami, the eco-woke are going city by city to ban the sale of this fuel.
Dodge Daytona turbo less than 150hp, boost that engine to 350 hp and see how long is going to last.
@@zelenizub2036 Obviously, but unlike the Hurricane, Chrysler never designed the 2.2 engine with strong enough internals for a 350 hp rating. Other than illustrating the obvious, your comment makes no point.
Very informative, excellent discussion. I'm more in touch with new tech and more confident in these new systems, tech, oil, etc.
Great video!
Iron sprayed Cyl liners. Can’t overbore, intended to be a throw-away block?
They’re pretty much all like this now
Done correctly, it wears out the rings first. Damn near zero wear on the bores. Ask Mahle.
Of course it must be backed up by the hoop strength of surrounding alum. I6 horricane will prove this out.
You know it.
Can always sleeve them.
I wonder when the EPA will crack down on engine's after they are 3-5 years old. Modren direct injection engine's are very clean when they are new. 3-5 years later will all the soot and carbon build up, they end up significantly dirtier than older style port injection engine's.
many cities have emission standards annually to get license plates.
Alan seems like a good dude… I’d love to have some beers with that guy. Engineers have a tough job… build an engine that isn’t the best get roasted. Build the engine that is the best, never hear their name. Lol
I6 turbos are the GOAT
Great program. Raised in an engineer family, and it is so good to hear them share. Great job. I wish he could address after market hype, like an air cleaner gives more HP, and better gas mileage. If this was the case it would be the easiest way for engineers to make the numbers they need. Maybe this was already covered. These are the best and brightest, listen to them and follow their advice, for homeopathic automotive engineering is a gimmick.
thanks very nice interview ,very informative
As someone who has had engines apart that followed recommended maintenance schedules, I will still be changing my oil every 3k miles.
I like the engineer not selling BS.
That's all he did was sell BS. He basically told you his engine solves every past problem. Talk to us in 2 years as the seized engines pile up!
Engineer?
You can't be serious....
It was total BS. Existing RAM engines (Hemi, Pentastar) have serious engine oiling problems when just idling on level ground let alone off-roading,
Questions for Alan (Charger / Challenger installations) :
1. Did you eliminate the dreadful displacement on demand system
2. How did you ensure that the lifter tick problem does NOT happen with this engine.
3. Is the water pump buried inside the engine
4. Is the water pump driven by the serpentine belt or perhaps its an electric water pump (which is it)
5. How long (hours) does it take to replace the water pump AND is it easy or difficult to remove & replace it.
6. How long (hours) does it take to replace the alternator & is it easy or difficult to remove / replace
6A. Same question for the starter
6B. Same question for the battery
7. How can the owner physically check the engine oil level & transmission oil level.
8. Is the transmission oil cooler integrated inside the engine cooling radiator & if so is their a guarantee that engine coolant cannot mix with transmission oil due to breakdown of this arrangement
9. Since its direct injection, how frequently (in mileage) does the accumulated carbon have to be cleaned off of the intake valves or did you also add port fuel injectors in addition to the direct injectors to alleviate the problem altogether.
The inline six is a cool engine and I have had them in a GMC van and it was a 230 and 2 speed auto and them things would run for ever so excited to see this new motor and I hope the wild build this motor the right way with exhaust on one side of motor and intake on the other side and Iam sure that they will do it the right way and with turbos it almost has to be like that .
They only warranty engines for a certain time, so any recommendations reflect that. I would never exceed 5000 miles regardless of what they recommend.
6,000 for me. I had a Tahoe with the “First ones Free Oil Change. Brought it in at around 5&00 ish……dealer said they won’t approve until minimum of 6,000. Brought it back a few days later at around 5995 and they still had me drive around the block until the 6,000.
@@stephencannon3140 My Cadillac dealer told me the same thing when I bought my '23 XT4 back in late 2022, except it was 5,000 miles. I changed the break-in oil at about 1,000 miles then they can do it again at 5,000.
GM turbomax 2.7 twin volute I-4 in Silverado/Sierra has 5 yr 100,000 mile drivetrain warranty. Would be honored if one changed oil @ manufacturer recommended 7,500 mile interval. I suggest 20% oil life remaining (6,000 miles), or 25% oil life remaining (5,625 miles) intervals. Also, take in consideration crankcase capacity. GM 5.3 - 8 qts can go longer than 2.7 I-4 - 6 qts.
Very refreshing to have not only an engaging topic and subject expert, but to pair that with a host that knows how to ask a question...and then shut up and listen!! I hope other channels that conduct similar interview formats learn from this vid regarding how to conduct a great interview, great job!!
He mentioned crankcase contaminants being flushed out of the crankcase and burned. So now instead of the oil carrying them away and the oil being changed, the oil lasts longer but the contaminants end up on the valves and they need an expensive cleaning in the end costing a lot more money.
Redirect your observation to the EPA and Politicians. There few options left to deal with combustion gasses in crankcase.
Good choice on a straight six.
Great video..thank you...I was hoping to see a chat about fuel type as well...does this new engine require premium fuel? if not, what would be the performance penalty if you use regular fuel?
Yes, it is in another video. Sorry. Premium fuel for top HP and torque numbers. You can use a lower grade and the engine will sense the lower grade fuel.
As he said, small displacement boosted engines can be reliable if they are designed from the ground up with boost in mind. I sure like my 5.7 HEMI in my RAM but I have also had ecoboost engines and they were reliable. I think maybe a boosted engine may be a little bit more sensitive to regular maintenance being done on time. I am certain that the new Hurricane I6 will be a success once the initial kinks are worked out. I give them 2-3 model years before I would buy one.
For all the people that want to keep their trucks as long as they will last and believe that no added harm comes from running your oil to 10K miles....Good Luck. I also question not having duel fuel delivery. Ford learned that having only DI caused buildup on the intake valves to the point of affecting the way it performed, requiring to have them cleaned at a significant expense. I currently own a 2019 3.5 ecoboost with DI and Port injection with 81K miles. I have all the fluids changed when they're supposed to be and the oil every 5K along with tire rotation. So far it's been flawless....keeping my fingers crossed. 🤞
Great engine! Extremely abused and they keep on ticking! Fed LEs! Desert terrain!
I use the amsoil oil filter and signature series oil, change it every 25,000 km or 16 miles.
i change every 3000 miles
I wish you would have asked him about the many Hurricane Engines that have seized up in Grand Wagoneer SUV's.
I hadn’t heard about that.
Yes....I was interested in one of the new Rams....but googled 'Hurricane Engine Issues' and there is discussion in forums about these engines in the Grand Wagoneer application. Always scary jumping into a new engine redesign the 1st year or 2. So, thinking about sticking with an F150....
@@joefriday6324what's the forums name exactly or where is it from? The most I've even heard of hurricane model wagoneers is either they have a ton of random electrical issues that randomly prop up,or the dealers don't tell people what gas to put in them which has the cars sensors going crazy because they put the wrong fuel in them.
Start stop is an issue with their vehicles. Read multiple complaints on Wranglers and Gladiators, believe one was the long term test vehicle for Edmunds where it left them stranded multiple times. My niece has the same issue on her Compass where it shutoff fine, but had issues starting again on more than one occasion. I think we all agree the "start" is the more important part of the system :)
Great listening to the man directly without talking head filters. It's not lost on me that the engineer behind this latest engine is using wallpaper of Chryslers most famous engine experiment of their Turbine engine cars.
The turbine engine is so cool. That design is what the US government used for the Abram tanks
Fill for life and transmissions is horse hockey. Cool interview though, thank you.
Thanks, nice interview of engine designer thoughts. There are many durability problems with needle bearing roller lifters, what have they improved? There is no check engine light with dipstick, it's between your ears !
What about the carbon build up on the valves??
They didn't adopt a dualport injection system, what have they done to avoid carbon from building up on the valves?
Great interview. One thing I wished you asked him about how this engine deals with carbon build up since it’s direct injection.
Not a bad interview. Wish you would have touched on the hemi lifter issue if he has the inside scoop. Some things I would have brought up would have been the fuel octane and performance vs heat. I'm seeing 91 octane recommended and car and driver did a test with the new hurricane and it only got 20mpg vs a 5.7 hemi getting 19mpg. The difference of 1 MPG vs a minimum of $0.50-$1.00 per gal can easily mean the 5.7 could get better range for the money if you run it with 87 and use the same amount at fill up. Oil change 10k is no biggie as I run that in my Hemi but turbo engines run at richer A/F ratios which translates to more fuel in the oil so they should technically have a lower mileage oil change. I would have also asked about oil film strength on any stop/start as the bearing oil pressure drops to zero on stop, this puts more stress on the bearing as there is no oil pressure to create a cushion and all you have is film strength. Your biggest issues with turbos is oil seals and oil temperature. A water cooled turbo is always best like he stated but doesn't change the issues with turbos which is seal life. Would have been nice to know if they are ball bearing or journal turbos as both have there benefits. Forged pistons due to boost levels (20-26psi)? Are they running a colder spark plug? Are they incorporating a electronic wastegate and recirculating BOV system? Not a fan of a direct injection due to the high pressures, failure rate and expensive to fix but also a traditional injector also provides IAT cooling as the fuel is introduced early enough which benefits turbo engines big time.
Great interview . I have bought 5 New Rams in my life . All hemi’s. Had to sell my Power wagon last year ,for reasons that better left alone . Hoping to get a new 1500 in a few months . Was half thinking of going to the Chevy 6.2 , but I really like my Rams . On the oil topic , I wonder why not use the 0-40 on the lower output Hurricanes , if it’s better for the HO ?
My understanding is you can, just not needed for the what the S/O engine requires.
Was hoping we’d learn about the power outputs when using regular unleaded. It’s my understanding that all the hp/tq numbers provided by Ram are when using premium. Is premium required? If not, what’s the hit on the performance? Can’t find those answers anywhere even though the engines have been in the Jeeps for a while now.
Excellent video Tim. I'm not afraid of a turbo charged engine at all. But, I pay attention to my vehicles. My wife put 51,000 miles on her WRX, 2 liter turbo and not one issue with the engine. I do change oil often. I'm old school and it's not that expensive. I think Subaru has this turbo science down pretty well. They had some problems in the early years and overcame them. My wife was very observant as well. That car could pull 20 PSI of boost, but it could also climb any mountain in Colorado at 5 PSI or less. At 10,000 feet , 6 PSI is just atmosphere in the cylinder. It's hard to change people's perception though! 😎
Turbo haters think that the engine is always under full boost, even at idle!😝
@@paulhunter9613 , you know it seems that way. That would more likely describe a roots blower. They used to have that roll at idle, because they would build up a little boost at idle. The new style SC's don't do this. Refinement! With an adequate powered NA engine, a person can stay out of boost with a turbo. Most of these new engines though seem to need boost to be sufficiently powered, LOL.
@@kensnyder2340 while I don’t have a boost gauge to view, an eco can be driven normally without getting into the turbos I think. It appears that when staying below 2000 rpm between gear changes keeps it out of turbo mode, and that can be done with the 10 transmission it seems. But with city and suburban driving I usually get around 19-19.2, I can’t complain about that, my last truck driving the same way would not get much over 11 mpg
What engines are using smaller turbos? Subaru?@@tellucas
Wow they figured out a straight 6 will work. Toyota Land Cruiser and BMW have been using this motor normally aspirated and turbo charged for decades
I can tell you are young because you had no idea that the straight 6s were the base engines in the big 3 pickups once upon a time.
Should have designed an SSS . Straight,Slant,Six . One thing that is very important in the durability of a straight Six ,is the capability to survive over heating .
Great interview ,he was very careful on how he said things but still got the point across.I have a different outlook now on the start stop system now.Have to retrain myself not to shut it off now.Same with the oil life ,I’ll probably change at 80% instead of the 7000kms change I have been doing.Cant wait until you get yours Tim to see how you like it.Don’t remember if you got the high output or not.Ill be watching your vids closely .
i have 4 vehicles and check my engine oil weekly /sensors fail which means so will this engine without a dipstick
I'm concerned about direct injection vs port injection with respect to the carbonizing of the valves and the valve seats. I have a 5.7 hemi with port injection. The valves remain clean. As for stop/start. My concern is NOT for the durability of the rotary portions of the starter or the brushes. It's for the clutch/pawl mechanism.
I've been using that annual Mobil 1 20,000 mile oil in my ford fusion for a few years now along with the oil filter to match. No issues, but its not turbo, just a 2.5L 4cyl. I would say the downside is when i go to change the oil the filter is about bonded onto the car (and i never overtighten an oil filter when installing). The oil is more expensive, but going a year between changes is nice. I never drive 20k miles in a year, probably more like 8 to 10k.--oh and i also check the dipstick a few times during the year to make sure its good.
Great Vid thank you. I had one question. When you do a lot of short trips ie: around town should you use the heavy use oil change schedule in the manual? I’ve heard this debated due to the impurities not being boiled out because the oil does not get to full operating temp. I know the real solution is to take your car for a longer drive every 2 weeks or so. But, I know a lot of people like me don’t do that.
Oil impurity? Synthetic oil and additives remove impurity from the oil. That’s old school vs new school engineering.
For sure, I just thought I’d mention it due to the fact it is still debated on some CZcams channels. I probably change my oil a little more often than really needed. Old habits die hard. I’ve had 2 engines cook in my lifetime of cars… neither were oil related but it is in the back of your mind. Lol, whenever they talk about straight sixes I think about the old boat anchors from the 70’s first…I’m excited to test drive one of the new engines when I get the chance.
I wonder during the testing of engines do they have a way to incorporate the heating and cooling intervals and the effect that causes. Thermal expansion and contraction rates that may fatigue components of a engine due to frequent cold starts. I usually get longer engine life when I let my engine rise to operating temps during idle. I see people start their cars then pedal to medal immediately. Is that a real concern for long term jeopardy of engine or I just being too cautious?
Cylinder deactivation- Does this motor have it? If so, how does this play out in the overall engine’s long term durability? We all seen what the technology has done to the Hemi engines. The other manufacturers also have issues: cams and lifter failures.
3 L twin turbo V6 in an explorer for the bronco raptor is a great engine. I know people who removed the stop start, then tuned the engine for over 500 hp at the wheels. They have had it for over 60,000 miles like that and no issues. my point is the 3 L twin turbo is a great engine for making reliable power
I get that saving fuel is a very good thing, but it baffles me how Stellantis thought this is the 'right' engine for an SUV that weighs as heavy as 3077 kilogrammes (heavier than an Escalade ESV)😅
Maybe Jeep should've never pulled the plug on diesel engines.