New 2.0 Hurricane Turbo 4 engine announced (324 hp / 332 lb-ft)

[Mr Miami]

I went and took the turbo's off both my Cummins engines to lower their stresses.

Sort of like neutering an animal I guess.

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[ecidiego]

Why are Hemis called Hemis today when they aren't Hemis?

 

[Jrgunn5150]

"Hemi V8 orders for the 2026 Ram 1500 have surged, with over 10,000 orders placed within the first 24 hours of the engine's return being announced in June 2025. This massive customer response validates Ram's decision to bring back the V8 after discontinuing it, and it has prompted the company to make the engine an option on most Ram 1500 trims for the 2026 model year. The return of the Hemi is seen as a major sales driver for the brand."

Orders, weren't sales.

Between SO and HO, Hurricanes are outselling Hemi's 2.75:1 currently.

3.6's are outselling Hemi's 1.35:1

 

[ShadowsPapa]

Why are Hemis called Hemis today when they aren't Hemis?

You know people - hooked on a name. IF they called it what it was, no one would want one.

 

[ShadowsPapa]

As a follow-up, I see the new Jeep Cherokee contains a 1.6L 4-cylinder referred to as a "Turbo Hybrid". It is mated to the EVT302 Electronically Variable Transmission. No word on how it will merge with traffic on an uphill entrance ramp on I-75 Southbound.

Considering the Cherokee is very light, the output of the hybrid with both gas and electric powering it will be just fine. They are a whole lot lighter than a Gladiator.

 

[AmosMoses]

Let's axe grok: Are gas turbo engines for cars more stressed than non turbo gas motors?​

​

"Yes, turbocharged gasoline engines (turbo engines) are generally more mechanically and thermally stressed than naturally aspirated (non-turbo) gasoline engines of similar displacement and power output.
Main reasons why turbo engines experience higher stress:
Higher Peak Cylinder Pressures
Turbocharging forces more air (and fuel) into the cylinders → much higher combustion pressures.
Modern turbos commonly run 1.0–2.5 bar (14–36 psi) of boost on production cars. This can double or triple the peak cylinder pressure compared to a naturally aspirated engine making the same power.
Example: A 2.0L turbo four-cylinder making 300 hp may see peak pressures of 120–150 bar, while a 3.5–4.0L naturally aspirated V6 making similar power stays around 80–100 bar.
Higher Thermal Loads
More fuel is burned per cycle → significantly higher exhaust gas temperatures (EGTs).
Pre-turbo EGTs in modern direct-injection turbos routinely exceed 950–1000 °C (vs ~850–900 °C in NA engines).
Turbine housings, exhaust valves, and pistons run hotter. This is why almost all modern turbo engines use sodium-filled exhaust valves, stronger piston alloys (e.g., forged pistons even in “economy” cars), and often piston oil squirters.
Increased Mechanical Stress on Rotating Assembly
Higher cylinder pressures create much higher loads on:
Pistons and rings
Wrist pins
Connecting rods
Crankshaft bearings
Many manufacturers downgrade the redline on turbo engines (e.g., Ford 2.3 EcoBoost redlines ~2000 rpm lower than a comparable NA engine) partly because the bottom end would not survive sustained high-rpm operation at full boost.
Additional Components That Add Stress Points
The turbocharger itself (bearings spinning 150,000–250,000 rpm under high heat).
Intercooler plumbing, wastegate, blow-off valve, etc., create more potential failure points and pressure spikes (turbo lag → sudden boost onset).
How Manufacturers Compensate (so they still last 150k–250k+ miles):
Stronger materials (forged cranks in many cases, hypereutectic or forged pistons, better rod bolts)
Richer fuel mixtures and sophisticated knock control under boost
Oil squirters cooling the pistons
More aggressive oil and coolant flow
Lower compression ratios (typically 8.5–10.5:1 vs 11–13:1 in NA engines)
Direct injection + port injection in some engines to reduce carbon buildup and cool charge
Bottom Line
A turbo engine making the same power as a larger naturally aspirated engine is almost always more highly stressed per liter. That’s why a 2.0L turbo four often has a more expensive bottom end than a 3.5L NA V6 making similar power, and why turbo engines historically had worse reputations for longevity before modern materials and controls largely solved the reliability gap in street use.
In short: Yes, turbo gasoline engines are more stressed — but engineering advancements have made them reliable enough for daily driving and factory warranties in almost all modern applications."

But Iam sure stellantis is using only the best components on the new hurricane motors that will take any extra "stress"

 

[ShadowsPapa]

Let's axe grok: Are gas turbo engines for cars more stressed than non turbo gas motors?​

​

"Yes, turbocharged gasoline engines (turbo engines) are generally more mechanically and thermally stressed than naturally aspirated (non-turbo) gasoline engines of similar displacement and power output.
Main reasons why turbo engines experience higher stress:
Higher Peak Cylinder Pressures
Turbocharging forces more air (and fuel) into the cylinders → much higher combustion pressures.
Modern turbos commonly run 1.0–2.5 bar (14–36 psi) of boost on production cars. This can double or triple the peak cylinder pressure compared to a naturally aspirated engine making the same power.
Example: A 2.0L turbo four-cylinder making 300 hp may see peak pressures of 120–150 bar, while a 3.5–4.0L naturally aspirated V6 making similar power stays around 80–100 bar.
Higher Thermal Loads
More fuel is burned per cycle → significantly higher exhaust gas temperatures (EGTs).
Pre-turbo EGTs in modern direct-injection turbos routinely exceed 950–1000 °C (vs ~850–900 °C in NA engines).
Turbine housings, exhaust valves, and pistons run hotter. This is why almost all modern turbo engines use sodium-filled exhaust valves, stronger piston alloys (e.g., forged pistons even in “economy” cars), and often piston oil squirters.
Increased Mechanical Stress on Rotating Assembly
Higher cylinder pressures create much higher loads on:
Pistons and rings
Wrist pins
Connecting rods
Crankshaft bearings
Many manufacturers downgrade the redline on turbo engines (e.g., Ford 2.3 EcoBoost redlines ~2000 rpm lower than a comparable NA engine) partly because the bottom end would not survive sustained high-rpm operation at full boost.
Additional Components That Add Stress Points
The turbocharger itself (bearings spinning 150,000–250,000 rpm under high heat).
Intercooler plumbing, wastegate, blow-off valve, etc., create more potential failure points and pressure spikes (turbo lag → sudden boost onset).
How Manufacturers Compensate (so they still last 150k–250k+ miles):
Stronger materials (forged cranks in many cases, hypereutectic or forged pistons, better rod bolts)
Richer fuel mixtures and sophisticated knock control under boost
Oil squirters cooling the pistons
More aggressive oil and coolant flow
Lower compression ratios (typically 8.5–10.5:1 vs 11–13:1 in NA engines)
Direct injection + port injection in some engines to reduce carbon buildup and cool charge
Bottom Line
A turbo engine making the same power as a larger naturally aspirated engine is almost always more highly stressed per liter. That’s why a 2.0L turbo four often has a more expensive bottom end than a 3.5L NA V6 making similar power, and why turbo engines historically had worse reputations for longevity before modern materials and controls largely solved the reliability gap in street use.
In short: Yes, turbo gasoline engines are more stressed — but engineering advancements have made them reliable enough for daily driving and factory warranties in almost all modern applications."

But Iam sure stellantis is using only the best components on the new hurricane motors that will take any extra "stress"

So I guess it should be clarified - there is more stress, but also heavier parts, materials and designs to handle the stress. Guess we could compare it to a diesel engine - remember when GM converted gas engines to diesel?
Most of us with a few years on us do.
But what about today? None of us would have a single problem buying a diesel in a vehicle because the account for the stresses.
Heck, a 700 HP NA gas engine running over 6,000 RPM is "stressed", too, but you build it to handle the stress.

 

[AmosMoses]

So I guess it should be clarified - there is more stress, but also heavier parts, materials and designs to handle the stress. Guess we could compare it to a diesel engine - remember when GM converted gas engines to diesel?
Most of us with a few years on us do.
But what about today? None of us would have a single problem buying a diesel in a vehicle because the account for the stresses.
Heck, a 700 HP NA gas engine running over 6,000 RPM is "stressed", too, but you build it to handle the stress.

And grok mentions that at the end, hence my statement about stellantis using only high quality components(sarcasm).

Also, I think most diesel engine blocks are cast iron so they handle high cylinder pressure better than aluminum and have less thermal expansion.

 

[Mr Miami]

You know people - hooked on a name. IF they called it what it was, no one would want one.

Maybe they could call it the "Super Duper Hemi 4" and attract an even larger audience. And as part of the package to add even more horsepower, put a Super Duper decal on the hood.

 

[Gvsukids]

I've purchased an 8.8 liter big block for something, maybe my C10, maybe my K2500...

Good ole unstressed power, thing should nap it's way to 450 tire.

Might want to remove your address.

 

[AmosMoses]

Maybe they could call it the "Super Duper Hemi 4" and attract an even larger audience. And as part of the package to add even more horsepower, put a Super Duper decal on the hood.

Brilliant

 

[Jrgunn5150]

Might want to remove your address.

These people won't get off the couch to go drive their Jeep, they're not getting off the couch to go bother me

 

[Glaados]

I would love the power package of the hurricane 4. Im not consumed by the fear of high stress turbo engines its just that I just dont trust domestic gasoline turbo engines specifically. Other manufactures took many different generations to create their niche, IE toyota hybrid drive, BMW direct injection twins (n54>n55>b58 with MANY revisions in both of the first 2) etc. I loved my first gen twin charged BMW but i would never recommend someone get one as the newest version are their best foot foward.

The hurricane is still in its first generation and id like to see some revisions before I dive in. Power envelope looks great though. Im set with my tuned 3.6 for now.

 

[legacy_etu]

Even though the build and price isn't up on Jeep's site , there are 26 GC's starting to show up on Autotrader. Granted none with actual pictures, but they appear to be in transit. Expect we'll see reviews of the engine soon enough.

https://www.autotrader.com/cars-for...adius=0&sortBy=derivedpriceASC&startYear=2026

Still none of these on the ground at dealers. I wonder if Jeep is holding them in storage yards till they sell more of the 25’s….

 

[Jrgunn5150]

I'm not nearly as involved at JNAp as Toledo, Job one on the 26 MY was Nov 4, next week is less than 800 JPD, and then three weeks of shut down.

So, they may not have built many 2.0's yet, just because they don't want to open that can until after the holidays. Everyone in the industry is already checked out until next year lol.

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