Archive for the ‘chysler’ Tag

What exactly is the Hurricane engine?

Speculation/analysis. Last week, Allpar was the first to show one of the Hurricane prototype engines. It is a turbocharged two-liter, according to various reports; scuttlebutt had the goal at 300 horsepower or so for an SRT version, and the mid-200s for a standard model.

Alfa Romeo recently announced its two-liter four would hit 276 horsepower, but other than taking full credit for its development, said nothing about its origins. If it were based on the 1.75 liter engine they already have, we would expect them to say it, so we suspect they are using some version of the Hurricane.

Normally, it would seem that the Hurricane was an updated, turbocharged version of the current “World Engine,” but Bob Lees’ 2014 presentation included an image of a future four-cylinder engine family, to be made in two sizes, for the entire company: Fiat, Dodge, Chrysler, Jeep, and Alfa Romeo (Maserati seems unlikely to use it).

Some of these technologies are being explored by Chrysler, such as the belt-starter alternator, stop-start system, cooled EGR, integrated manifold, and variable-displacement oil pump. MultiAir is from Fiat, and direct injection probably draws on Fiat’s expertise as well. The Alfa Romeo engine uses MultiAir and direct injection.

It’s possible that this will be the first appearance of the new engine family, which would, among other things, explain why the Alfa Romeo Giulia is taking so long to arrive.

It’s also possible that they are building on the existing Chrysler 2-liter engine and past work on trying to make a Dart SRT4. Alfa Romeo would have to do their own tuning and engineering, partly because the SRT engine would be built to a lower cost budget, partly because they have different goals.

Regardless, for marketing reasons, expect any new engine to show up as an Alfa Romeo first — because no premium car owner wants a mass-market engine under the hood. Since mass-market car buyers don’t mind high-end engines, even if Auburn Hills had done all the work on the new engine series (which they almost certainly have not), it would still be credited to Alfa Romeo.

Read more at: http://www.allpar.com/news/index.php/2015/11/what-exactly-irricane-engine-30625

Advertisements

2014 Ram 2500 and 3500 Diesel Review

Twenty-five years ago, the first diesel-equipped Dodge Ram pickup went on sale. Then, twenty years ago, Dodge made the pickup world sit up and take notice with the 1994 Dodge Ram pickup; its big-truck styling, thoughtful cabin, and generally state-of-the-art design transformed an also-ran model with a 7% share into a major player, with an 18.5% share at the end of August 2013. Significantly, from the crash in 2009 to the end of 2012, Ram achieved the highest growth of any American pickup.

For 2014, these trends converged as Ram became the only American full-size pickup line with diesel engines across its entire range.

A group from the Texas Auto Writers Association met the newest Rams on a hazy morning at Ventura Farms in the foothills of the Santa Monica Mountains about 43 miles northwest of Los Angeles. They were all there: the new Ram 1500 with the 3.0-liter EcoDiesel engine; the new 2500 with the five-link coil suspension; the 3500 with a demonstration version of supplemental load-leveling air suspension, and an assortment of ProMaster commercial vans.

The event kicked off with presentations of the new technologies. The keynote speaker was Ram CEO Reid Bigland, whose speech was liberally sprinkled with the phrase “best-in-class.”

Kevin Mets, head of Ram Heavy Duty Pickup Engineering and Greg Corey, from Ram Power Engineering, gave us a briefing on the new technologies, including watching a pre-production prototype of the big Ram’s suspension. A Ram 3500 was hooked up to a gooseneck trailer loaded with a 19,841-pound Case-IH 140 tractor. A pole with a moving arrow showed the height of the rear wheel opening. As the trailer’s landing gear was retraced, the arrow moved down as the truck took on the load. The new air suspension kicked in and the arrow slowly moved back up to its original position.

While diesels and new suspensions took most of the limelight, Kevin Mets introduced the new truck-specific 6.4-liter HEMI engine. In addition to best-in-class 410 horsepower and 400 lb-ft of torque, the new engine can be equipped with dual alternators to support heavy electrical loads.

After the briefing, it was time to pick a truck and head out. I picked a Ram 2500 4×4 with a manual transmission and fewer bells and whistles. Kimberly Shults, the Chrysler Communications rep for the Southwest Region, came along as the navigator.

I have often wished that manufacturers would offer more “real world” vehicles in their media fleets, especially in trucks that are more likely to be purchased for their work capabilities than the level of bling. The company seemed to agree: the Ram 2500 was set up as a fleet buyer might take it. Even without the extras, the Ram 2500 was very comfortable and the coil suspension worked exactly as advertised, delivering a ride superior to light-duty trucks from Ford and GM, including the new 2014 Silverado.

To test handling and maneuverability, we headed out on Protero Road to Westlake Boulevard, a boulevard in name only. Westlake is a narrow road with no shoulders, but enough twists and turns to give a snake a conniption fit. It heads up a mountainside and then comes back down, where we picked up Mulholland Highway, another twisty two-lane with delusions of grandeur.  Even when the lanes narrowed down to being barely wide enough for the exterior mirrors, the Ram was able to stay in-lane through the turns.

If you’re going to take a big truck up a mountain, it would be hard to beat that silver Ram 2500. The Cummins diesel provided plenty of power and the smooth-shifting six-speed made the nearly constant gear changes easy; it had a fine clutch feel despite the high torque.

Seating was comfortable enough for a solid day’s driving; supportive without being too firm. Truck seats have come a long way since the last pickup I owned.

Mulholland Highway deposited us on the Pacific Coast Highway, a real highway this time, where we paused at one of California’s many beaches to stretch our legs, take some photos and change drivers. The return route to Ventura Farms was less dramatic and we enjoyed a comfortable ride.

As read on: http://www.allpar.com/reviews/14/ram-3500.html