Hurricane six?

[Hugh Jorgan]

Down at the Jeep dealership a few days ago. I’ve bought three recently. An ETorque, Pentastar, and Ecodiesel. The Ecodiesel is the only one that’s practical for pulling anything. Great fuel economy too but the reliability has been unreal. Five trips attempted from Salt Lake to Missoula and only actually made it once without a failure. One catastrophic.
The sales manager at Salt Lake Valley Jeep said we will see a Hurricane Six very soon. Incredible specs but… I can find nothing on the Internet to substantiate his claim.
Has anyone actually heard or seen anything?
I’m starting to think he was mistaken or confused.

Nice. I’d believe it. Dovetails aptly with the turnaround plan announced separately.

3.0L Hurricane in JL/JT would and will instantly energise sales at the midlife cycle point for the model run.

It’s a no brainer. The right power plant for the platform.

I do not believe for a second that it physically will not fit.

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[Jefe1018]

I do not believe for a second that it physically will not fit.

It might fit… but it’s a lot bigger than even the eco diesel. The ecodiesel doesn’t work for towing without modification because it can’t dissipate heat very well and the cooling stack is very limited. Here are the dimensions I was able to work out form the interwebs. I threw in the 392 in the wrangler for giggles too… but being super charged and not turbo… it runs cooler

3.6 Pentastar V6:
Width: 670 mm (26.4 inches)
Depth (Length): 503 mm (19.8 inches) Height: 697 mm (27.4 inches)

3.0 EcoDiesel V6:
Width: 696 mm (27.4 inches)
Depth (Length): 641 mm (25.2 inches) Height: 697 mm (27.4 inches)

6.4 HEMI V8 (392 Wrangler):
Width: 745 mm (29.3 inches)
Depth (Length): 701 mm (27.6 inches)
Height: 744 mm (29.3 inches)

3.0 Hurricane I6:
Width: 740 mm (29.1 inches)
Depth (Length): 655 mm (25.8 inches) Height: 843 mm (33.2 inches)

Differences compared to the hurricane:

3.6 Pentastar V6 vs. Hurricane I6
Width: 70 mm (2.7 inches) narrower
Depth (Length): 152 mm (6.0 inches) shorter
Height: 146 mm (5.8 inches) shorter

3.0 EcoDiesel V6 vs. Hurricane I6
Width: 44 mm (1.7 inches) narrower
Depth (Length): 14 mm (0.6 inches) shorter
Height: 146 mm (5.8 inches) shorter

6.4 HEMI V8 vs. Hurricane I6
Width: 5 mm (0.2 inches) wider
Depth (Length): 46 mm (1.8 inches) longer
Height: 99 mm (3.9 inches) shorter

 

[Hugh Jorgan]

It might fit… but it’s a lot bigger than even the eco diesel. The ecodiesel doesn’t work for towing without modification because it can’t dissipate heat very well and the cooling stack is very limited. Here are the dimensions I was able to work out form the interwebs. I threw in the 392 in the wrangler for giggles too… but being super charged and not turbo… it runs cooler

3.6 Pentastar V6:
Width: 670 mm (26.4 inches)
Depth (Length): 503 mm (19.8 inches) Height: 697 mm (27.4 inches)

3.0 EcoDiesel V6:
Width: 696 mm (27.4 inches)
Depth (Length): 641 mm (25.2 inches) Height: 697 mm (27.4 inches)

6.4 HEMI V8 (392 Wrangler):
Width: 745 mm (29.3 inches)
Depth (Length): 701 mm (27.6 inches)
Height: 744 mm (29.3 inches)

3.0 Hurricane I6:
Width: 740 mm (29.1 inches)
Depth (Length): 655 mm (25.8 inches) Height: 843 mm (33.2 inches)

Differences compared to the hurricane:

3.6 Pentastar V6 vs. Hurricane I6
Width: 70 mm (2.7 inches) narrower
Depth (Length): 152 mm (6.0 inches) shorter
Height: 146 mm (5.8 inches) shorter

3.0 EcoDiesel V6 vs. Hurricane I6
Width: 44 mm (1.7 inches) narrower
Depth (Length): 14 mm (0.6 inches) shorter
Height: 146 mm (5.8 inches) shorter

6.4 HEMI V8 vs. Hurricane I6
Width: 5 mm (0.2 inches) wider
Depth (Length): 46 mm (1.8 inches) longer
Height: 99 mm (3.9 inches) shorter

Superb analysis. Thanks for providing.

On quick pass, the only dimension where it is physically bigger than any other power plant is height. Apprx 100mm taller than any other unit.
Otherwise dimensionally it’s smaller than at least one of the prior alternates.

Copy comments regards ecodiesel and heat.

This will be a totally different kettle of fish in terms of engineering relate to heat.

Chiefly, the compression ignition ecodiesel IS the more efficient mode of .. combustion. So it will produce more heat per specific output (than the Hurricane). It literally burns it’s charge at higher P and T, on an inherent basis, to that of the turbo petrol.

Second aspect is the inline design. Preferable in every way to that of the V design for - latent heat dissipation AND under bonnet flow regime performance.

This design, and obviously that of the I4, will suit the narrow engine bay of the JL/JT bc it literally allows for what I would describe as flow regime with a regular set of flowing characteristics.

That is to say the regime that exists from infront of radiator - engine bay - area above front axle/under motor … can flow at consistent pressure as it relates to volume.

Hope that all makes sense. Bottom line is the inline work horse IS the solution the JL/JT needs for improved flow regime.

 

[JTGuy]

There is a bigger chance for the 392 to be offered in the JT over the 3.0 TT Hurricane.

 

[Hugh Jorgan]

There is a bigger chance for the 392 to be offered in the JT over the 3.0 TT Hurricane.

We’ll find out soon enough. My money is on the non-ho version of 3.0L and the phev option.

That combo would flip JT sales on its head.

Throw in the FFloat rear end option pls jeepcares…

 

[Oilburner]

Jeep won't make a 3.0L Hurricane Gladiator - how do we know?
Cause it could be awesome.
Thus, it won't happen.

 

[Jaxmax]

I am very happy with my Pentastar Mojave, but about the only thing that would get me sitting at the dealer would be the Hurricane, perhaps the high hood Mojave has the height thing handled. The 392 is not giving the mpg numbers they would need. Thanks for the physical dimensions thing..Jack

 

[Wheelin98TJ]

I currently have a 2020 Ecodiesel and a 2021 Pentastar. Up I 80 over the Wasatch mountains the Pentastar hardly makes it while revving into the stratosphere, even without towing. My Ecodiesel works but is no longer offered. I won’t do another Pentastar even considering it’s great reliability.

Your engine is broken. Go take it to a dealership. It's broken. I repeat, your engine is broken. Take it in to get it repaired or replaced.

I am at 6,500 feet, routinely climbing over 8k. My Pentastar easily does 65 without breaking a sweat. I don't travel any faster because I don't like tickets.

I doubt DD's engine is broken. It's probably perception (compared to the diesel) and semantics.

 

[OldSarge]

I see no reason to be excited by an unproven, more complex engine that runs at higher pressures and temps - especially when the current offering is plenty adequate.

Absolutely nailed it!

Also, from my understanding (and this could be wrong) the Hurricane 6 block, being a straight 6, is too long to fit in the Jeep as it currently sits.

 

[Solar Sparky]

Your engine is broken. Go take it to a dealership. It's broken. I repeat, your engine is broken. Take it in to get it repaired or replaced.

I am at 6,500 feet, routinely climbing over 8k. My Pentastar easily does 65 without breaking a sweat. I don't travel any faster because I don't like tickets.

I agree. I spent 3+ years driving I-70 across the Colorado mountains at 11,000’+. While it certainly can’t be in top gear, it is no slouch either

 

[salvino]

I was just at the local dealership talking with a Finance Manager and he told me that there are some new engine options coming out for the Gladiator but wouldn't say what they are. I'll believe it when I see it. I did a 3000 mile round trip drive on my ecodiesel and had some major issues with the DPF on it. Driving around town it works fine no issues but after about 5 hours on the highway it seems to start having issues no longer clears and the DPF doesn't activate and it fills up and goes into limp mode and you have to do a manual regen to clear it out. Makes for a very long trip when it happens every few hours after that. I was reading that it could possible be due to my build being on 42s with 4.88 gears it can't get hot enough and I need to run the trans in manual mode in a lower gear.

42s are way too high for 4:88s. I run 37s on 4:88s. You could maybe run 40s but I wouldn’t recommend even that, let alone 42s.

 

[MaximusTX]

42s are way too high for 4:88s. I run 37s on 4:88s. You could maybe run 40s but I wouldn’t recommend even that, let alone 42s.

While I appreciate your input I don't think you actually read my entire post or you would have noticed that I have the diesel engine which has different gearing than the 3.6 that you have. The 4.88s are about right for the 42s with a diesel. I might be able to go up to 5.13 just like you might be better off on 5:13 as well but to each their own.

 

[TheSolarWizard]

if you lock it into 6th and keep the revs in the 2300 range it should clear that after a regen. You should also be putting 2oz EDT into every fill up if you aren’t. If those two things don’t fix the issue the DPF is needing replacement

 

[Reddog]

I have a 2023 JTR gasser. I have 22K on it and have had no real problems thus far but recognize this may be just luck. When everything in a vehicle is fly-by-wire, you better be darn sure that those systems work before selling that vehicle. What I don't understand is why, after all these years of building Jeeps, Stellantis can't build a Jeep without fundamental problems. The list of issues is well documented on this site. Not all are the fault of the manufacturer but many, many are. The latest is an electrical problem (perhaps) with the steering gear drive motor. The problems with the diesels all stem from EPA regulations that so cripple the options the company can use to provide a trouble free powerplant that it is all in vain. Diesels in most vehicles are doomed, at least under the present regulations. Maybe I'm getting old and crankier but is it too much to ask that a vehicle that costs more than $62K should be reasonably trouble free? I previously had a JK with an LS3 conversion. It currently has over 125K on it with zero engine and drivetrain problems. It met all required EPA regs for emissions. As soon as there is another DIY conversion kit available for the JT platform, I have a brand new LT1 crate motor sitting in my shop that is going into my truck. I won't buy another Stellantis built Jeep. I'm done with the company.

 

[TheSolarWizard]

I have a 2023 JTR gasser. I have 22K on it and have had no real problems thus far but recognize this may be just luck. When everything in a vehicle is fly-by-wire, you better be darn sure that those systems work before selling that vehicle. What I don't understand is why, after all these years of building Jeeps, Stellantis can't build a Jeep without fundamental problems. The list of issues is well documented on this site. Not all are the fault of the manufacturer but many, many are. The latest is an electrical problem (perhaps) with the steering gear drive motor. The problems with the diesels all stem from EPA regulations that so cripple the options the company can use to provide a trouble free powerplant that it is all in vain. Diesels in most vehicles are doomed, at least under the present regulations. Maybe I'm getting old and crankier but is it too much to ask that a vehicle that costs more than $62K should be reasonably trouble free? I previously had a JK with an LS3 conversion. It currently has over 125K on it with zero engine and drivetrain problems. It met all required EPA regs for emissions. As soon as there is another DIY conversion kit available for the JT platform, I have a brand new LT1 crate motor sitting in my shop that is going into my truck. I won't buy another Stellantis built Jeep. I'm done with the company.

there are way more people with zero issues than otherwise. Compared to the new tundra the jeep gladiator may as well be a 2004 Camry reliability wise

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