Engineer Deep Dive: 3.0L Hurricane Engine - Turbo Life, Oil and Intervals and More

[@Pickuptrucktalk]

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." kzbin.info/www/bejne/d5C5knl5pbZspLs

[@terrencejones9817]

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.

[@Pickuptrucktalk]

@@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.

[@terrencejones9817]

@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.

[@Pickuptrucktalk]

@@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.

[@tylerproctor4878]

​@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.

[@erickisel8668]

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.

[@alexgrindnshine2522]

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.

[@markf8256]

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.

[@brentmcmahon8188]

Everybody I know that has start stop is reflagged to delete that stupid ideal !

[@sdudas01]

It has nothing to do with mileage it's all about emissions

[@BabyGators]

@@alexgrindnshine2522it puts significantly more wear on engines. The overwhelming majority of wear occurs when oil pressure is low during startup

[@4-LOW]

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.

[@goldwing2000]

Yep. If they want to add a level sensor, fine. But don't eliminate the ability to check it manually.

[@ivancliff2514]

Is there not a location to add an aftermarket one?

[@markchatman9583]

Planned obsolescence.

[@jimsteinway695]

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

[@fortheloveofnoise]

​@@jimsteinway695Gauge can fail or get faulty with time, oil can get burnt badly and everything look fine on the gauges...just saying

[@billdavis3152]

There is one thing that is positively true. You won't have turbo troubles on a normally aspirated engine.

[@johnlittle6711]

That’s deep!

[@jamesschlueter8285]

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.

[@brandon9715]

Was it a variable geometry turbo? That is what often fails.

[@deepbludreams]

The Hurricane makes three times the power that Saab did, this compassion is pretty poor. The Hurricane turbos are running vastly higher boost, and are variable, thus they get hotter and need more cooling, nature of the beast, comparing much older and weaker turbos to this is not very equivalent

[@richardcardwell6266]

I have a 2005 Neon SRT4 that still has the original turbo and close to 175,000 miles. Still runs great

[@joeb2588]

My wife and I both had neons. 5 headgaskets each. Kept getting replaced under a "silent recall" for like $100. These were late 90s. They were garbage. Too bad, we really wanted to like them. It was one issue after another.

[@Turshin]

I own a 98 neon. ARP head studs and multi layer metallic head gasket. Ppl have been turbo charging the 420a for years. The engines are fine.

[@ronaldbertin9455]

Your a very very small group that had that luck

[@johnmarshjr928]

Those cars use to beat my 4th gen Camaro handily. Thought the Camaro lt1 in 97 only had 285 hp and who could tell if the srt4 was hopped up. But they were kinda ugly to me, but props for being light, easily upgraded, ps my supercharged LS3 don’t play that gapped by a neon game!

[@JACKWEASEL]

That’s awesome! I love those little cars!

[@stuartmeier240]

So with all this R&D, why do we still have 36,000 mile warranties? This engine should be able to go 200,000 without issues. The results are never what they are selling.

[@jonathanhamilton6554]

Because alot of people don't take proper care of their vehicles. No one is going to warranty stupidity.

[@daywalker9138]

Because it's About 36,000 is when you Start to have problems with the components and possibilitie the Motor.

[@davidparadis490]

Because the manufacturer actually buys insurance for those warranties, and the less they offer, the less they charge you

[@classicdisaster3766]

@@jonathanhamilton6554 110% correct. I have a friend who constantly has car troubles.....always buying a new vehicle. He beats the ever living shit out of his vehicles and is blindly oblivious......he would tell you he babies his cars lmao! I would say a vast majority of drivers are like this lol!

[@CS-zz2bf]

@@jonathanhamilton6554agree with the is, and also there was a time that Chrysler did have a 5 year/100k… it didn’t increase sales any because most people don’t purchase based on length of warranty. Many people don’t keep a car that long so it doesn’t matter, although that may be shifting again with average cars being held over 8 years

[@redwoodforest3572]

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.

[@jimsteinway695]

There’s a reason you’re a mechanic and not an engineer. Turbo diesels in 18 wheelers have hundreds of thousands of miles.

[@darrylmonroe802]

Well put, I totally agree with you.

[@Terry-p7t]

If turbochargers are so great why don't the have a longer warranty?

[@wvjeepguy8178]

@@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?

[@truckguy6.7]

@@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???

[@mikegrantham7440]

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.

[@cmair77]

Great to hear directly from an engineer, thanks Tim.

[@henrymiecz8566]

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!

[@IamChucky_]

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.

[@sixmarch]

Same! '19 Rebel with everything you mentioned.

[@facepalmdaily4404]

I've repaired many 5th gen hemis. My advice, if you plan to keep it for any length of time, is to go ahead and have the camshaft changed to a quality aftermarket cam now rather than later. People blame the lifters, but it's really the poor manufacturing of the cam. It's brittle and will start spalling under normal use. If that flaked off metal gets into the camshaft bearings and fries them, know that those bearings are non serviceable and the whole engine would have to be replaced. Better to swap for a quality cam before risking that. I'd also change out the upper control arms. Stock arms are composite material..... PLASTIC. Not a week goes by that I don't see a 5th gen come in where the ball joint ripped completely out of the UCA after the driver hit a pot hole. And be extra cautious changing your oil. They mount the oil filter directly above the tie rod bushings. Engine oil deteriorates rubber bushings. That's why they put the oil filter there.... to wear out parts faster. Lastly, go ahead and fill the gap along the top of your rear window with flowable silicone (permatex). The window has a thin plastic ring. Instead of the adhesive going directly on the glass, it goes on that ring, so when the plastic cracks, and it will, there's nothing to keep the water out. These trucks are designed to fail. But if you put some cash in early to upgrade parts, you'll be a lot happier later.

[@IamChucky_]

@@facepalmdaily4404 thanks for the advice. Yes a aftermarket cam and headers are definitely on my to do list!

[@facepalmdaily4404]

@@IamChucky_ Good deal. It's an expensive up front cost, especially if you are paying someone to do it, but it sure beats the alternative. I've seen guys need new engines at 50k because their cams spalled and wrecked the bearings, or the metal gets down and wrecks the rod bearings. And I don't care what anyone online says. If your tick is coming from spalling on the cam, no thicker oil is going to fix it. Those guys fixing their tick with thicker oil had lifters that weren't properly pressurizing with oil. the slightly thicker oil will help with that..... not a cam problem and cam problems are the bigger occurance.

[@richardhough-w2o]

My 2015 Express is the same

[@1gr8oil]

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!

[@JaykeBlayde]

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)

[@scottcoleman2876]

Very informative 👍 but I'm still not going 10k on oil changes, oil is cheap.

[@kb9oak749]

I notice whenever engineers are discussing new vehicle/engine designs, they rarely talk about longevity in terms of 5-10 years down the road.

[@Pickuptrucktalk]

Nobody will ever talk about longevity in terms of years or miles. It makes no sense for them to do so.

[@maxr4448]

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

[@lafosh7234]

@@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

[@robc8468]

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.

[@robc8468]

@@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.

[@chaseydog7956]

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.

[@markhightower647]

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.

[@jimsteinway695]

I have the 3rd generation 3.5. Ford. I change every 5000 miles pull my 8000 lb trailer and it hasn’t even hiccuped .

[@Terry-p7t]

The Teflon covered cylinder walls going to wear out and then what?

[@Terry-p7t]

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.

[@GoogleDoesEvil]

@@Terry-p7t Diesel cars have been turboed for over half a century and they work just fine

[@Michael-1337]

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.

[@Timothytbanks]

I recently bought a 2025 Ram Rebel. It is sad to say goodbye to the legendary 5.7 for many reasons, but if you had to replace it the Hurricane is the motor. Power is awesome super smooth.

[@markf8256]

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.

[@vehiclenanny]

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!

[@stevec9580]

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...

[@Pickuptrucktalk]

Damn, talk about drinking on the job! LOL

[@ckratzet5286]

engine plant in indy?

[@thomasbishop9098]

Probably a union thing, they can't fire him until he screws up real bad a few times.

[@ScrawnyRonnie89]

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

[@Michael-1337]

That engine sounds MEAN on that short dyno video!

[@davidparadis490]

Its always so insightful to hear someone who is a true expert talk about a subject

[@RZK1966]

His opening statement could have been, Washington designs our vehicles not us. It has nothing to do with what our customers want.

[@Willowspov]

Not being able to check your own engine oil is crazy

[@Gene1969]

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?

[@richsmith9063]

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.

[@DoctorMindbender]

The largest portion of a dealership's profit is in service. I wouldn't hold my breath waiting to hear back if they engineer this stuff for serviceability.

[@homertalk]

You shut up and buy!

[@dustin9967]

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. 🧐 😊

[@ckratzet5286]

Stellar engineers following tube jockey designers.

[@facepalmdaily4404]

Ram purposefully designs their engines to fail. That's why they put so much effort into making it look pretty and making the interior so damn comfortable. That way when it has a problem and you get hit with the sticker shock of an unnessarily expensive repair, you'll be more drawn to another Ram, because sure this one had a problem, but they are so comfortable! No way I'll get unlucky twice! Spoilers: You will.

[@go_dawgs_8290]

@@facepalmdaily4404 uh... 5.7 hemi.... solid engine...5.9 magnum...solid engine......5.2 magnum.....solid engine.....im confused here, they design their engines to fail?

[@facepalmdaily4404]

@@go_dawgs_8290 Mild rephrase: Design their VEHICLES to fail. My bad. Engine is part of it, though. They have been in the habit lately of designing them to inhibit owners ability to work on them themselves and engineering them to cause more problems. Few examples of built to fail..I'm speaking specifically of the 5th gen and 5.7 hemi. Starting small: There used to be a bleeder bolt on the top of the water pump. When you did work on the engine and needed to refill coolant, it was as easy as removing that bolt and filling till coolant came out of it. System is purged of air(usually). Good to go. They took that away and now require vacuum filling the system. You used to be able to access the lifters without pulling the cylinder head. Not anymore. Intentional decision in my eyes considering they were having tons of lifter issues before that and instead of fixing the issue, they moved the lifters to make it a MUCH more expensive repair. The rear window leaks because Ram puts a thin plastic ring around the entire window. The adhesive bonds to that, rather than directly to the glass. So when the plastic cracks, because that's what plastic does, there is nothing to keep water out. Ram knows this. So what did they mount directly under the leaky window? The Etorque battery and the RF module for the key fob. The window is designed to leak and updates to that design have never strayed from that plastic ring. The oil filter. Front suspension parts, particularly the rubber boots and bushings, don't like engine oil. It deteriorates them. So Ram placed the oil filter directly above the tie rod boots. If you take it to a shop to do the oil changes, as most people do, the shop drops the filter, lets the oil spill and then just wipes it up after. Every oil change oil gets on the boots. I can't count how many times Rams have come in with front suspension issues and, surprise surprise, it's mostly the passenger side. FCA will tell you to change your oil every 5k miles. I've contacted them myself and that's what they point blank told me. Particularly on the 5.7 hemi. Change it every 5k with full synthetic. However, the oil life percentage gauge they put in the dash doesn't tell you it's time for an oil change until you are closer to 10k miles. That's intentional. Now the camshaft. The cams they put in are brittle and prone to shedding metal. Everyone points to the lifters, but it's the cam. It's not properly heat treated, so the metal begins spalling. That spalling eventually wrecks the lifter roller. People take the engine apart, find the wrecked lifter and think that's what did it. It's the other way around. Brittle, poor camshafts. They never updated it. I've seen plenty of cams covered in spalling without the lobes being flattened (yet). Every bit of spalling is more bits of metal floating through your engine. Plastic upper control arms. I've lost count of how many people have brought their trucks in because the ball joint completely separated from the UCA after they hit a pothole. So yea, I misspoke in my previous. I meant to say Vehicle, not engine exclusively. So many things about the engine, trans, body, suspension.... all designed to cause more problems. FCA stacks the deck in their favor for failures. I could keep going, but I've written a short story here already.

[@Turshin]

​@@go_dawgs_8290there will always be haters

[@michaelwaiwood5629]

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.

[@htschmerdtz4465]

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.

[@zelenizub2036]

Dodge Daytona turbo less than 150hp, boost that engine to 350 hp and see how long is going to last.

[@htschmerdtz4465]

@@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.

[@alexgrindnshine2522]

Thank you for this content. Alan did great job explaining their process. Hopefully the hurricane engine is a big success.

[@stevecrossland3681]

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!

[@ScottHartge-el4pp]

What are your oil change intervals, sir? What do you do, exactly?

[@302Mustang13]

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.

[@Derek-pd4fc]

A sales pitch, great!

[@302Mustang13]

@@Derek-pd4fc Better to learn something here. Best oil you can buy for your vehicle.

[@Derek-pd4fc]

@@302Mustang13 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.

[@1FiftyOverland]

As someone who has had engines apart that followed recommended maintenance schedules, I will still be changing my oil every 3k miles.

[@sudoslack971]

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.😊

[@BryantAveyLLC]

I really appreciate you doing this video. I had watched it when trying to decide whether to get a 2025 or 2024 hemi model. I chose 2025 and now re-watched this to better understand the engine that I have in my 2025 Rebel. So thanks!

[@duggydo]

This interview with Alan was great! He knows his stuff and articulates the complex details very well. 👍👍

[@ryanehlis426]

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.

[@davidd1395]

This was a great conversation, by an obviously knowledgeable man.

[@hmdwn]

Knowledgeable, of course but all that talk is spewing/bragging about a more complicated, over engineered difficult to repair and EXPENSIVE OVER PRICED questionable hunk of junk.

[@vernalunderwear]

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.

[@ze_german2921]

Iron sprayed Cyl liners. Can’t overbore, intended to be a throw-away block?

[@woodrmp1]

They’re pretty much all like this now

[@ckratzet5286]

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.

[@TheRealestHi]

You know it.

[@OttoTheWeim]

Can always sleeve them.

[@ckratzet5286]

@@OttoTheWeim nope

[@nickdeagle3271]

I’ve watched and rewatch end this video several times. This was really a great interview and I appreciate the ton of information Alan and you passed along.

[@joshuafigueroa6]

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

[@jimcole2648]

Had an 86 lebaron gts with a turbo. Started as my grandfather car from home to work, working for Chrysler. Went to my sister, me and then a girl I knew who ended up being my wife. She had it all the way up to 480k miles. Only engine/trans issues was one turbo and a rebuild tranny. The rest was a solid tank. Great car.

[@Redfour5]

I like that you go to the source. I'm not sure why others don't ask the actual design engineers. I've loved my Hemi's, but the turbo element with the increased horsepower and torque IN THE MOUNTAINS is attractive.

[@mikekratz39]

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.

[@MrFescue]

Redirect your observation to the EPA and Politicians. There few options left to deal with combustion gasses in crankcase.

[@theperimeter1026]

Thanks for this excellent interview, Tim. It would be great to see a Part 2 with Alan in the near future.

[@cgpapineau]

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.

[@philspear73]

They only warranty engines for a certain time, so any recommendations reflect that. I would never exceed 5000 miles regardless of what they recommend.

[@stephencannon3140]

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.

[@chuckgladfelter]

@@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.

[@ews360]

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.

[@Lawrence-pv3hg]

A gmc dealer, while I was on a road trip, told me going to 0% oil life was ok but my home dealer said 20%. Manual says not to exceed 7500 miles. I had my oil tested 3 different times by Blackstone labs with less than 5% life on the oil. Each time the reports stated I had at least 1800 - 2100 miles of protection left. For me I do which one that comes first, 0% or 7500 miles ,which depends on how used the truck that oil change. I like to have proof of what someone is telling me and not their feelings. 2020 GMC 1500 3.0l LM2 with 57k miles. The more important thing is checking oil levels. The dealer,that said 0%, stated that its not the long interval that damages engine. It’s not keeping the oil level correct. Depending on engine or age of engine, you can burn or drip a-lot your oil in 7500 miles.

[@ews360]

@@Lawrence-pv3hg I've changed my own oil for over 40 yrs. Used to be 3,000 miles w/ conventional oil, but newer engines w/ tighter tolerances, thinner viscosity oils, & most importantly cylinder deactivation lifters that can gum up & fail, resulting in pulling cylinder heads to replace. I bought a '16 Silverado 5.3, changed oil religiously every 6k miles w/ 20% oil life remaining. Traded it last fall w/ 70k miles & no engine issues. I did experience a brief episode while pulling travel trailer that scared me. The anti-lock brake light illuminated, then the check engine light, then a "hard miss". No codes could be retrieved, but lifter stick was suspect. I was no longer going to risk a $6k or $8k engine teardown, so I traded for new turbomax Silverado, gaining 12% more torque for towing, better mpg, $6k cheaper than V8. First oil change @ 5,600 miles 25% oil life, & dealer windshield sticker suggested 5k mile intervals. The cost of oil & filter more often is far cheaper than lifter or turbo failure. However, I do respect your Blackstone lab test results, & the manufacturer suggested intervals.

[@stevenblack9324]

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.

[@jsd354]

Change oil after 1,000 miles than every 5,000 miles or 12 months

[@robertwinther5423]

Funny thing is a lot of mechanics will show motors that people changed the oil every 10K miles that are destroyed and say to change your oil every 6 months or 5K miles

[@dgjesdal]

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.

[@JBUCKNE]

Looking forward to this, thanks Tim and Jill

[@tmiller3164]

Great interview. Very interesting detail on longevity, start/stop technology, starter life and advances of oil. Thank!

[@MVMike62]

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.

[@ThunderRunner]

Good stuff! Thanks for all this, love hearing from the people behind these vehicles!

[@hellkitty1014]

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.

[@chaseydog7956]

Steve Lehto’s book on the turbine was fascinating

[@drn13355]

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.

[@terrencejones9817]

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.

[@OtisFlint]

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.

[@aldoraydavis126]

Stop trying to reinvent the wheel just make cheap realiable vehicles that the owners can service like they did 50 years ago

[@joefriday6324]

I wish you would have asked him about the many Hurricane Engines that have seized up in Grand Wagoneer SUV's.

[@Pickuptrucktalk]

I hadn’t heard about that.

[@joefriday6324]

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....

[@carboydorifutoparty3976]

​@@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.

[@Derek-pd4fc]

Absolute crap engines starting with the Hemi. Cheaped out on the lifters and I guess they never updated that because my 2013 went bad with 68k so I traded it in on a Cummins 2500. Rusting by 24K miles and they denied the warranty. I had about 5 or 6 of their vehicles before that and all was fine, but I absolutely wouldn't give them a dime now. I'm supposed to believe that they beefed up starters but chose crappy lifters?

[@diggermolly5927]

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!!

[@jmjm3543]

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!

[@rondail5675]

I like the engineer not selling BS.

[@henrymiecz8566]

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!

[@ckratzet5286]

Engineer?

[@wvjeepguy8178]

You can't be serious....

[@verlaryder]

It was total BS. Existing RAM engines (Hemi, Pentastar) have serious engine oiling problems when just idling on level ground let alone off-roading,

[@TheFiveyoungs]

Thanks for the interview with the gentleman. It answered some questions I had and others I didn’t have as well.

[@rogeriopimenta6247]

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?

[@robertedwards3822]

Finally, a video with a real engineer who really understands all the systems engineering trade-offs that are involved in designing to a new set of requirements. This alone has made this my favorite video. As a lifelong engineer, I really appreciate that you’ve took this approach in this video. All the other noise,like turbo, reliability, etc. is yet to be determined so I’m gonna let it play out and enjoy the ride. Yeah I’m really rooting for the hurricane to be a good engine. I had a hemi in my grand Cherokee and I loved it. But that thing weighed a ton and it guzzled fuel, despite things like cylinder deactivation and all the other tricks to improve MPG. The great thing about progress is improvement.

[@paulehlers2225]

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.

[@alexgrindnshine2522]

The turbine engine is so cool. That design is what the US government used for the Abram tanks

[@grizz474]

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. 🤞

[@jslz74salazar18]

Great engine! Extremely abused and they keep on ticking! Fed LEs! Desert terrain!

[@kensnyder2340]

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! 😎

[@paulhunter9613]

Turbo haters think that the engine is always under full boost, even at idle!😝

[@kensnyder2340]

@@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.

[@paulhunter9613]

​@@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

[@paulhunter9613]

What engines are using smaller turbos? Subaru?@@tellucas

[@SKYLIMI]

A big car with a small turbocharged engine may seem like a solution to the problem, but such engines often require repairs after 100,000 miles. Many people get excited about the increased power compared to the old V8s, but what does it matter? We know that many people lease these cars and switch to a new one after three years, leaving those who buy them second-hand to face the potential issues.

[@scottpearce7466]

You check dipstick for fuel smells, water in oil, etc. Not just fluid level...

[@tgilldesign]

Did you ask him why Ram decided to use ONLY Direct Injection instead of a combination of both Direct Injection and Port Injection? The addition of Port injection keeps the backs of the intake valves clean, which keeps air flow volume consistent over the long term of the engine, by eliminating carbon buildup on the backs of the intake valves that would otherwise lead to reduced mpg's, performance and engine running malfunctions. Both Ford and Toyota use a combination of Direct and Port injectors..... did RAM cheap out and go for the lowest quality denominator by using only Direct injection? This seems like a major oversight for newly developed engine ustilized in VERY expensive trucks.

[@b.g.4277]

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 :)

[@TheCondoInRedondo]

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.

[@anglerfishcreativelighting6494]

Thank you for this interesting interview really enjoyed listening to it. I own a GW S3 with the HO 3L i6 engine. And prior to owning the GW I drove the GW S3 with the 6.4L V8 hemi that comes with cylinder deactivation. Drove it for a week. The one thing I need to point out is that during normal driving conditions, the hemi with the cylinder deactivation will get far better fuel economy than the 3L i6. It’s a drastic difference. Doesn’t fuel economy translate to emission? You’re burning less fuel for the same number of km traveled. The other thing is that the i6 feels sluggish. It takes a bit of time for the turbo to kick in. The hemi is more fun as it can accelerates very quickly. In any case with the GW your not drag racing so it doesn’t matter but to say that the i6 is more fuel efficient is a misleading. Like under what condition? Sure when your using all 8 cylinders of the hemi yes the 6 cylinder twin turbo is more efficient. New engine means it’s going to take a while to sort out all the bugs. I understand design and manufacturing very well it’s understandable that when you introduce a new engine no matter how much laboratory style fatigue testing you do in the end the real reliability test will be in the real world and unfortunately a number customer will be unlucky until they fixed all the issues with the new engine design. The engines that are tested in the lab are assembled under strict supervision. It’s not like they take an engine out of the assembly line in Mexico and start to test them. Mass produced engine will always be less reliable than the prototype.

[@Ratkill9000]

Test drove a new 2025 Ram 1500 with the SO Hurricane. I was underwhelmed. Put it this way, you leave traction control on and you give it a decent amount of throttle, that thing will go hard into traction control and make you feel like the engine is in limp mode. Thermostats on these are having issues at current where they are falling apart internally and causing high coolant to overheating conditions. Now since these engines are still new and don't have many years on them, its hard to say if the oil level gauge in the IPC will ever fail. There's always a greater than 0% chance of that happening, but put it this way, BMW and Mercedes has been doing similar stuff for nearly 2 decades now. Granted I don't follow either company closely, but ive never heard of those having an issue and same goes for Mini Cooper since they use I think BMW engines. That is not yo say it won't be a problem. Those companies have used ZF automatic transmssions for years without any issues, and Chrysler has been using them for a while and they have the same constant issues across multiple lines. So clearly the other manufacturers know what to do better.

[@kokoshadowstryder9020]

These engineers typically come across as city dwellers in stop and go traffic who do not drive, haul, and/or tow up and down mountains or in extreme tempature climates. Great interview, even though it comes across as book smart theories vs street smart experiences. It is what it is.

[@JJJ5.7]

Informative interview. Thanks Tim.

[@WilliamsonRidge]

Absolutely awesome interview Tim!

[@cs1992]

No dipsticks? 10k mile intervals? Start-Stop? I wouldn't hold my breath.

[@rodgood]

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 .

[@MrApiiinr]

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.

[@CJColvin]

I doubt it

[@hookm44]

I put 180k miles on my 2017 Ford f150 2.7eco. Great engine. Changed the oil every 7500 miles. It was such a great truck.

[@MrLoungist]

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.

[@SIMPLEHECHO]

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.

[@tonychavez2083]

excellent information from a truly reputable source, great video.

[@David-yy7lb]

At the end of the day there's no replacement for displacement👍🏿

[@CJColvin]

Exactly mate, Long live the legendary V8s.

[@fjoco1]

A turbo is a great replacement.

[@timothydubois5834]

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.

[@CJColvin]

@timothydubois5834 Agreed 100% brother, no V8 means no thanks for this Redneck.

[@Steve-yr5vi]

but there is.

[@tylerproctor4878]

Alright Tim. So at the 11:45ish you start talking about turbos and Alan does a great job of explaining how turbos can be reliable. However, if taking those steps cost money ( and most do) then can we trust the manufacturers to properly take those steps to increase longevity. The next topic was durability testing. I watched these tests before and i have yet to find a single published result. Can you find them? Lastly, i think it's important to point out durability, reliability, and longevity are related but they are different. Just because you can run an engine hard for 150k doesn't necessarily mean it will last 300k under normal driving.

[@Pickuptrucktalk]

Nobody will ever publish durability tests. Never going to happen in today’s world with lawyers and class-action lawsuits.

[@tylerproctor4878]

@@Pickuptrucktalk I think you are right 😔

[@stkrrauch1]

i have 4 vehicles and check my engine oil weekly /sensors fail which means so will this engine without a dipstick

[@MultiSmurf67]

i am keeping my 09 srt8 challenger, hemi 10 grand cherokee, and 11 ram express hemi. thank you very much.

[@bubba4072]

Nice interview, Tim. Thanks👍

[@brentmcmahon8188]

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 .

[@eclipes00]

No question about carbon buildup??? My 2020 6.6 Chevrolet 2500 gas had a ton at 78,000 miles when we pulled a head for a leak… that was with top tier fuel and recommended oil…. Should of for sure been a question I can see why for and Toyota use duel systems… love the new power plant and this was a great video absolutely love the content Tim! Keep it coming it’s awesome when you get to interview the people making the specifics parts of these vehicles

[@fugerep]

My 2012 B8 Audi S4 (which I still drive daily) did not come with a dipstick either. It was tapped for it and there was an OEM part# for it so I bought one and installed it the day I took delivery. That being said, the oil system monitor is spot-on accurate.

[@rustyredram7197]

If the high output oil is 0W40 for film strength / thickness due to increased pressures / bearing loads, would it not be better to use the same 0W40 oil in the non high output instead of 0W20? Also I get the joke about checking the oil but I think you don't give enough credit, I would argue many more people check the dip stick than you think. My truck gets checked at least every two weeks as well as looking for drips on the driveway where I park. That is how I found a rust hole in my diff cover and replaced it before it became an issue. I have had a couple sensor failures on engine over the years, not many, but never a dip stick failure. Sorry, I will get off my soap box now. Very good video thanks Tim and Alan.

[@Pickuptrucktalk]

What he is saying is OW40 isn't needed for the S/O engine since it doesn't have the same performance. If you use it, fine, but you are wasting your money. For the dipstick, the oil life monitor is more useful for the "majority" of customers and it will do a better job monitoring the oil than checking your dipstick since it not only checks the amount of oil, but the quality of oil. You can still check it yourself, the computer will just do a better job.

[@jimerinrose6235]

Great interview. One thing I wished you asked him about how this engine deals with carbon build up since it’s direct injection.

[@katlegokgethiliphoko]

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.

[@jimbojon2]

Very interesting interview with Alan I always enjoy hearing things being explained from an engineers perspective. The frustrating thing is that engineers like Alan can develop, build and test an engine to meet and exceed every design criteria that is outlaid and then the bean counters will step up and go "build it cheaper!!" Unfortunately the company CEO's are only interested in the bottom line and usually take the side of the bean counters, the consumer gets a substandard product & the engineers are then expected to "FIX IT" when things fail and the warranty claims start coming in. Hopefully that doesn't apply to the Hurricane engine, only time will tell.

[@MrFescue]

You forget the EPA and Green promotors.

[@markf8256]

While the cost of everything has gone up, it’s still economical and prudent for long term ownership to change your vehicle’s oil every 5,000 miles. There is a big difference between an engineer’s perspective and a mechanic’s reality. 😉

[@Dusdaddy]

Yeah, the engineer is usually right. The proper thing to do is change it when it is required. No one can throw an arbitrary number out there like 5K and think that will work for all. Some need to change theirs at 4K.

[@scottgriffin2005]

Great interview I listened to it several times

[@rondail5675]

I am not worried about the Turbo, I am worried about the rings, pistons, cylinder walls, and crankshaft, can they hold up in a high-boost. A V8 has the forces shared with 8 cyl while a 4 cyl has less to share. Crazy that I believe a V8 will last longer, sound better, and is smoother. The in-line-6 sounds good to me, better than a 4cylinder.

[@alexgrindnshine2522]

Awesome comment. V8 sound better no doubt. As far as durability goes a Inline 6 configuration is superior. Compared to V8 configuration, structural it’s got 7 main bearings vs 5 for a V8, it’s perfectly balanced and easier to work on. This is the reason it is so commonly used in big rigs. I am happy they choose and in-line 6 configuration.

[@basswars7060]

Stellantis is world famous for designing reliable, affordable, easy to service and long lasting engines. On paper. In reality, keep your local tow truck driver on speed dial.

[@terrencejones9817]

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.

[@ews360]

many cities have emission standards annually to get license plates.

[@Connor4x4]

False.