French car new 3.0T straight six engine, is the Wrangler 2.0T plus 2 cylinders?

Recently, there has always been an illusion that the automotive industry is obviously playing electric, but the internal combustion engine is getting stronger and stronger. In the past, Toyota and Ford made a big fuss about hydrogen combustion engines, and in terms of fuel internal combustion engines, the Stellantis Group also announced the launch of a new 3.0T twin-turbo inline six-cylinder engine called Hurricane. This three-way cooperation between France, Italy and the United States is a "coalition of the frustrated" in the electrification process. To say that the six cylinders are in line, BMW and Mercedes-Benz seem to be more than one position ahead. So from a technical point of view, can this new straight-six engine called "Hurricane" save face?

What are the benefits of an in-line 6-cylinder? The biggest benefit is saving money

To say why the inline 6-cylinder engine has opened the "Renaissance" mode in recent years, many riders will certainly say that the straight six smoothness is "perfect", naturally achieving the balance of the first and second order vibrations of the internal combustion engine, and the engine does not need to be equipped with an additional balance shaft. Moreover, under the longitudinal structure, the inline six-cylinder engine can also be reasonably arranged in the engine compartment.

However, for traditional car companies that are in the process of electrification transformation, cost reduction and efficiency increase coexist with research and development pressure, saving money may also be an important factor in their in-line six cylinders. First of all, the straight six engine only needs a cylinder head structure, such as BMW's B58 engine, in the case of a double overhead camshaft structure, compared to the V6 structure under the same technology, it will eliminate two camshafts. In addition, the straight six can reduce the power loss caused by one more gas distribution mechanism compared to the V6. In short, the structure is simpler and the use of materials is less. Finally, the same in-line structure, the technical path between the six-cylinder and the mainstream four-cylinder is roughly the same, and even the B58 and B48 of BMW are modular products, which can also greatly reduce the power cost of different levels of the brand.

Stellantis' inline six-cylinder engine naturally inherits the above advantages. It's just that it is not to first hold out a six-cylinder "big move", and then put down a four-cylinder large-scale promotion. Instead, on the basis of the original inline four cylinders, the inline six cylinders were upgraded. This source is the 2.0T four-cylinder turbocharged engine that we are familiar with in Jeep's large-scale use. Including the bore, stroke (84*90mm) and cylinder spacing, this 3.0T has the same characteristics as the 2.0T. All of this could help Stellantis roll out 3.0T power at a lower cost and faster pace to replace the old HEMI high-displacement engines worldwide.

2.0T plus two cylinders = 3.0T? The material is about to "roll to death"

Interestingly, the standard power version of this 3.0T engine translates to a maximum power of about 298 kW and a maximum torque of about 610 N·m. Reference Wrangler's current 2.0T engine (maximum power 195.4 kW, maximum torque 400 N·m). Its liter power performance is almost the same, which is equivalent to saying that the new engine is based on the original 4 cylinders and adds two cylinders to the end?

Structurally, the new 3.0T engine does retain much of the fine tradition of the previous 2.0T. For example, completely independent variable valve timing double overhead camshaft, water-cooled exhaust manifold integrated in cylinder head, intercooler integrated in intake manifold, high-pressure direct injection and other mainstream technologies. But the new engine is obviously not something that can be obtained simply by adding. Not to mention that this 3.0T also has a high-power version, the maximum power is about 373kW, and the maximum torque is about 644N·m. Compared with the previous 2.0T engine after nearly 4 years of application, the new engine also brings more new technologies.

First of all, the increase in displacement and the number of cylinders has made the twin-scroll turbine on the 2.0T even more inadequate. The new 3.0T engine features two low-inertia, high-flow turbochargers, each serving three cylinders for faster turbocharging. At the same time, because it is adjusted in two kinds of power, the turbocharging effect is also differentiated, and the peak boost of the standard power version is about 1.5 bar, and the high power is about 1.8 bar. Correspondingly, the compression ratio of the standard power version is 9.5, and the compression ratio of the high power version is 10.4 (the Wrangler 2.0T compression ratio is 10).

In addition, the engine is equipped with an electric pump that can still circulate the coolant in the car after the engine is turned off to cool the turbine. Speaking of stalling, the new 3.0T engine will also be equipped with a "more powerful" starting motor, ensuring that the vehicle can quickly restart after the automatic start-stop function is activated.

The biggest highlight of this new 3.0T straight six engine is still in terms of materials, which can be said to have rolled up to a new height. For example, a plasma arc coating (PTWA) for aerospace use is used in the cylinder. It is reported that the process is to melt the steel material in a high temperature environment of about 2300 degrees Celsius or more, and with a certain speed, high-speed injection to the cylinder wall. And eventually splash cooling to form a coating, and physically bonded to the aluminum cylinder block. This, in addition, is honed to provide a controlled micro-porosity to maintain lubrication.

In addition, in terms of engine manufacturing materials, Stellantis is also quite capable of stacking materials. Cast aluminum cylinder block, forged steel crankshaft, connecting rod, forged aluminum piston, aluminum alloy oil pan, diamond-like coating, etc. (the two power versions, there are differences in the use of materials), it seems that the French and American systems together to make things, or inherit the "solid" gene.

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Finally, it brings a bit of digression, although this is a new engine created by the "Alliance of The Frustrated" from France, Italy and the United States, the actual application scenario is probably still dominated by the North American market. That is to say, in our Chinese market, it is still a large-displacement 3.0T, which is actually an "economic" driving force to replace the "ancient artifacts" in the North American market.

On the one hand, however, Stellantis does not seem to be averse to selling this engine to other brands. On the other hand, as a market with rapid promotion of new energy, China also has an open attitude towards "large-displacement" engines such as 3.0T. So, if one day this 3.0T inline six cylinder that is in line with the present and even has a certain forward-looking future enters the Chinese market with the French and American models we are familiar with, will you pay the bill?