Close collaboration

Swindon Powertrain has been working in close collaboration with homologation partner Walkinshaw TWG Racing to lead the development, simulation and production of development engines and key parts such as the crank train. Final assembly and ongoing servicing of the race engines will be undertaken by Walkinshaw TWG Racing at its facility in Clayton, Victoria.

Toyota’s all-aluminium, quad-cam 2UR-GSE V8, known for smooth performance in vehicles like the Lexus LC500, has been adapted to a 5.2L version for the Supercars series, which requires engines between 5.0–5.7L. “The engine’s architecture, such as its square 94×94 (bore and stroke), offers a great base for a competitive and durable power unit to achieve 600bhp,” said Swindon Powertrain’s managing director, Raphaël Caillé.

Balancing durability, cost and performance

Key to the project is balancing durability, performance and cost attributes. “The Supercars calendar, including supporting the Australian F1 Grand Prix in Melbourne, sees over 12,000km of track running – that’s around five times the mileage of the 30-round British Touring Car Championship and harsher when you consider events such as the Bathurst 1000 with its 1.19-mile straight,” added Caillé.

To balance durability and strict cost targets, Swindon Powertrain focused on evolving the cranktrain, valvetrain and combustion systems. The strength of Toyota’s production engines allowed cost-effective original equipment (OE) parts—such as the cylinder head, block, main caps, timing chain and followers—to be retained. The 2026 unit also features hydraulic variable valve timing (VVT) and a 3D-printed inlet tract, a technology previously used on Swindon Powertrain’s BTCC-winning engines.

The challenge

With Swindon Powertrain’s ISO 9001-certified facilities located in the UK and France, its engineering team – headed by technical director Sylvain Rubio– worked closely with the project partners. “It’s been a fantastic collaboration: the time zone difference enabled us to work around the clock, in effect,” added Caillé. “However, we don’t underestimate the challenge. Supercars is a competitive championship with established engine producers with experience of the GEN3 regulations. We respect the job they are doing and now it’s up to us to learn, develop and bring our best efforts to the track. We won’t be satisfied until we start winning!”

“It’s fantastic to be partnering with Swindon Powertrain as we bring the Toyota Australia Supercars project to life,” added Carl Faux, Walkinshaw TWG Racing team principal.

Faux continued, “There’s been a mountain of work and development undertaken to ensure the 2UR-GSE is Supercars ready, and importantly, meets all the regulations of the category that are so strictly enforced. To be able to have the Swindon Powertrain expertise and production capabilities has been great.”

In related news, ZF and BMW forge long-term partnership to advance efficient drive systems

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New challenges in the new era for F1

This season, Formula 1 will introduce major regulatory changes for chassis and power units – electrical output from the motor and battery will increase to approximately three times current levels and the use of advanced sustainable fuel will be mandated. And F1’s cost cap regulations require power unit manufacturers to maximize performance while operating within restricted development resources.

Honda sees Formula 1 as a platform for technological challenge and innovation – it developed the RA626H power unit for the 2026 season through the Honda Racing Corporation (HRC), and machines powered by the RA626H will bear the updated H mark with a refreshed design.

Honda will apply technologies and expertise gained through HRC across Formula 1 and other motorsport activities to develop HRC-spec production models with enhanced driving performance, strengthening the link between its motorsport programs and its broader automobile business.

Applications and contributions of F1 technologies to the future of mobility

The technologies refined in F1 – such as for high-efficiency combustion and thermal management; those in the area of high rotational speed, including high-output motors and large-sized turbo chargers; and sustainable fuel technologies – are being applied not only to next-generation HEV and EV models, but also to Honda products that enhance mobility in the skies, such as eVTOL and aircraft engines.

Expertise on sustainable fuels has already been applied to sustainable aviation fuels (SAFs) and fuels to power eVTOLs, which are currently being studied. Technologies for high-speed rotating components, such as turbos and motors, have been leveraged for aircraft engines and F1 PUs and are being further advanced through real-world applications.

Honda will use F1 technologies as a starting point to further facilitate technological innovation for a wide range of mobility for land, sea, skies and outer space, and “contribute to the advancement of mobility products and services and realization of a sustainable society,” the company said.

Stefano Domenicali, president and CEO of Formula 1, said, “This is an exciting moment for the sport of F1, as Honda and the Aston Martin Aramco Formula One Team join together to fight for the biggest prize of F1.

“The exciting next generation of regulations for 2026 is one of the factors that has drawn Honda back to the sport. Those regulations will see both the chassis and PUs updated, in the biggest overhaul in the sport’s history. There will be a simplified hybrid engine that runs on advanced sustainable fuel without impacting the performance.”

Lawrence Stroll, executive chairman of Aston Martin Aramco Formula One Team, said, “It is an honor to be in Japan to celebrate this new partnership. Aston Martin Aramco Formula One Team and Honda share many values, that forged a strong bond toward 2026 and beyond.

“The new Aston Martin Technology Centre at Silverstone, UK has been completed, further strengthening the organisation like never before. The new wind tunnel is proving to be a vital asset for development, in addition to a new data centre now being built to further strengthen the team’s capabilities. The team is pushing boundaries and working tirelessly with future success at the forefront.”

Aston Martin Aramco Formula One Team will enter a full works partnership with Honda, integrating chassis and power unit development as a single package in pursuit of championship success. The team will also collaborate with Aramco on sustainable fuels and with Valvoline on lubricants.

In related news, BMW M reveals details of electric Neue Klasse

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The 2027 S13 retains over 90% of its hardware from the current platform, supporting continuity in service tools, parts availability and technician training.

“We’ve been preparing for EPA 2027 for years. Our customers won’t face surprises, only the same proven powertrain,” said Dan Kayser, executive vice president, commercial operations, International. “Our customers get a reliable solution without unnecessary complexity.”

According to the company, customers can expect fuel economy, driving performance and powertrain weight comparable to the current S13 Integrated Powertrain.

The powertrain has a compact, efficient design that meets nitrogen-oxide (NOx) regulations. Fleets across North America have logged more than 700 million miles with the powertrain – demonstrating fuel efficiency, service solutions, reliability and drivability.

The 2027 S13 Integrated Powertrain builds on a proven foundation while introducing targeted updates. The S13 engine retains its core design, including a fixed-geometry turbocharger, dual overhead cam layout, 23:1 compression ratio and established aftertreatment system, maintaining existing packaging and service intervals.

New additions for 2027 include variable valve timing to support variable valve braking, a closed crankcase breather and an oil centrifuge. The T14 transmission continues as a compact 14-speed unit with a planetary gearset, integrated PTO options and advanced lubrication, while gaining a 24V transmission control module with predictive shifting based on GPS and topography data. A standardized 24V electrical architecture has also been introduced across the powertrain to reduce complexity and improve cold-start performance and durability, while the cab and chassis systems remain 12V.

In related news, KGM launches hybrid powertrain with silent drive and real-world performance

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Set to debut in the 2027 season, races in this new multi-brand category will take place on both asphalt and dirt tracks, offering fresh experiences and challenges for teams and motorsport fans in Brazil.

The vehicles will feature a standardized chassis and an engine produced by Horse Powertrain. SRB and Horse Powertrain plan to unveil the first vehicles in 2026 after completing testing, including an exhibition race with manufacturers and teams.

The initial line-up will be equipped with a variant of the Horse H13 engine. The turbocharged, four-cylinder, 1.3-liter engine is designed to operate with flex-fuel technology, common in Brazil, and incorporates cutting-edge innovations to maximize performance and reliability. The ethanol-based category delivers a low well-to-wheel carbon cycle, reducing CO₂ emissions by 70% compared to fossil fuels and lowering motorsport’s environmental footprint.

Featuring a Delta-shaped cylinder head and integrated exhaust manifold, the Horse H13 is compact, lightweight and has a low center of gravity. Combined with other advances – including sophisticated electronics to control the turbo wastegate and exhaust valve, as well as an exclusive direct injection system – the Horse H13 delivers high power and torque with excellent fuel efficiency.

The Horse H13 engines used in the new category will be produced at Horse Powertrain’s plant in Curitiba, Brazil, part of the Horse Technologies division.

Thiago Marques, CEO of SRB, commented, “This project was born to meet a real demand for a pickup truck racing category in Brazil, reflecting the continuous growth of this segment in the market. Our goal is to create a new and engaging category for manufacturers, teams and fans, and our partnership with Horse Powertrain will be key to achieving this mission.”

Patrice Haettel, CEO of Horse Technologies, added, “For Horse Powertrain, entering Brazilian motorsport is a clear demonstration of who we are and what we can offer. Competition is the perfect environment to test technology, reliability and performance, and doing so alongside SRB allows us to showcase the full capability of our Horse H13 engine — produced right here in Brazil. This partnership combines two values we fully share: innovation and competitive spirit. Motorsport is a real and demanding laboratory, and we are proud to see the Horse H13, manufactured locally, take center stage.”

In related news, Yasa unveils record-setting motor at core of in-wheel EV powertrain

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From the earliest concept stage, development followed a one-team approach led by Toyota Motor Company (TMC) chairman Akio Toyoda. Professional drivers Tatsuya Kataoka, Hiroaki Ishiura and Naoya Gamou, along with gentleman driver Daisuke Toyoda and in-house evaluation drivers, worked closely alongside engineers throughout the process.

The cars are positioned as modern flagships built on the legacy of the Toyota 2000GT and Lexus LFA. One of the aims of their development is to preserve and pass on Toyota’s principles of car making to the next generation of engineers. The project brought together LFA development veterans and younger engineers, introduced Toyota-first technologies to boost performance, and embraced a range of unprecedented engineering challenges.

Three key elements of the GR GT

The GR GT was conceived as a road-legal race car, designed with a driver-first philosophy to deliver exceptional performance and a strong sense of car-driver unity. It features a hybrid powertrain combining a newly developed 4.0-liter V8 twin-turbo engine with a single electric motor, targeting over 650PS and 850Nm of torque.

Development focused on three key elements: a low center of gravity, lightweight yet rigid construction and optimized aerodynamics.

Development of the GR GT focused on achieving an exceptionally low center of gravity by lowering both the overall vehicle height and the driver’s seating position. A front-engine, rear-wheel-drive layout was chosen for precise handling. Heavy components, including the 4.0-liter V8 twin-turbo engine with dry-sump lubrication and rear-mounted transaxle, were optimally positioned to lower the vehicle’s center of gravity. The driver’s position was tuned so that the driver’s and car’s centers of gravity align, reportedly enhancing unity and handling.

The GR GT features Toyota’s first all-aluminum body frame. Additionally, the company says that appropriate use of carbon-fiber-reinforced plastic (CFRP), plastic and other materials in the body panels has resulted in a strong yet light body.

In pursuit of aerodynamic performance, exterior styling involved a process that was new to Toyota. Although the company usually turns its attention to aerodynamics only after  the exterior styling is finalized, the ideal aerodynamic performance of the GR GT was established first, followed by consideration of exterior styling. Aerodynamics engineers and exterior designers worked together to achieve styling that pursues aerodynamic and cooling performance.

Developing the GT and FIA GT3-spec race car

The GR GT3 also features a low center of gravity, low weight with high rigidity and excellent aerodynamic performance. It also meets the specifications of the Federation Internationale d’Automobile (FIA) GT3, which is the top category of production-vehicle-based customer motorsports.

In developing the GR GT and GR GT3, TGR used a range of methodologies informed by its motorsports experience, including vehicle research and development using a driving simulator. By introducing a simulator early in the process, engineers were able to efficiently refine the fundamental characteristics of the cars from the outset.

Alongside simulator-based development, extensive real-world testing was carried out not only on proving grounds such as Toyota Technical Center Shimoyama but also at circuits around the world, including Fuji Speedway and the Nürburgring. These tests allowed TGR to verify high-limit performance and long-term durability. GR GT testing was also conducted on public roads to ensure the vehicle delivers exhilaration, intuitive handling and confidence in everyday driving.

Four-liter, V8 twin-turbo engine + rear transaxle

The GR GT’s 4-liter, V8 twin-turbo engine, which is TMC’s first to be fitted in a production vehicle, is based on a thoroughly compact and light design concept. With a bore and stroke of 87.5 x 83.1, the engine’s short stroke reduces overall engine height, while its hot-V configuration positions one turbo in each engine bank. The engine also features dry-sump lubrication and an oil pan that is thinner than usual.

The engine’s power is transmitted to the rear transaxle via a CFRP torque tube. In addition to a motor-generator, the transaxle integrates a newly developed 8-speed automatic transmission, which uses a wet-start clutch in place of a torque converter, and a mechanical limited-slip differential.

The development targets call for a maximum system output of at least 650PS and a maximum system torque of at least 850Nm. In addition, using a rear transaxle and strategically positioning the drive battery, fuel tank and other heavy components has achieved a 45:55 front-to-rear weight distribution, enhancing the vehicle’s handling stability and responsiveness.

Development of the powertrain involved advancing studies through the use of race development driving simulators and system benches onto which entire powertrain systems could be mounted. Consideration was also given to thermal management, mounting position and serviceability.

In related news, Toyota debuts hydrogen-powered GR Corolla with superconductive motor

The post Toyota Gazoo Racing unveils GR GT and GR GT3 appeared first on Automotive Powertrain Technology International.

Hilux goes electric

The Hilux BEV powertrain features a 59.2kWh lithium-ion battery and front and rear e-axles providing permanent all-wheel drive, with 205Nm of torque generated at the front and 268.6Nm at the rear.  Tentative, pre-homologation data indicates approximate figures of 715kg for the payload, and 1,600kg for the towing capacity, with a WLTP driving range of approximately 240km.

Toyota says the Hilux will appeal to fleet customers seeking a pickup that combines zero-emission performance with “everyday practicality”. It retains the signature body-on-frame construction and is engineered for rugged terrain, with specific measures to protect the battery from damage or water ingress. Notably, the wading depth matches that of the current internal combustion engine model, ensuring the same confidence in challenging conditions.

The Hilux BEV also features a Multi-Terrain Select system that adapts vehicle performance to suit different off-road terrains using brake and torque control, equivalent to driving in L4 range in a conventionally powered vehicle.

The Hilux hybrid 48V

The hybrid powertrain components have been designed for simple integration and to withstand harsh operating conditions. Notably, the motor-generator is positioned high up on the engine, so the vehicle retains its 700mm wading capability. Off-road performance is further improved with the Multi-Terrain Select system.

The system comprises a 48V lithium-ion battery – housed beneath the rear seats so interior space isn’t compromised – an electric motor-generator and a DC-DC converter. It supports the 2.8-liter engine to deliver smooth, quiet and refined performance in both on and off-road driving. The drive quality is particularly noticeable at start-up and under acceleration. The all-new Hilux can carry a payload of up to 1 ton and tow braked trailers up to 3,500kg, maintaining its reputation for practical utility and rugged capability.

Production of the Hilux 48V will begin in spring 2026.

Internal combustion engine

Internal combustion engines will continue to be offered in the Hilux range, but their availability will be focused on Toyota’s Eastern European markets to meet regional customer needs. The latest 2.8-liter diesel replaces the outgoing 2.4-liter unit, and the 2.7-liter petrol engine will remain,  delivering a combination of muscular performance and efficiency.

Future production

Toyota has confirmed that a hydrogen fuel cell version of the Hilux is scheduled to arrive in 2028.

In related news, BMW Group, Solid Power and Samsung SDI partner to advance all-solid-state battery technology

The post Toyota reveals ninth-gen Hilux pickup with BEV model appeared first on Automotive Powertrain Technology International.

The initiative has been received with widespread enthusiasm across the automotive sector, with leading OEMs, Tier 1 suppliers and technology innovators citing a clear need for a focused platform that showcases emerging technologies and addresses the evolving challenges facing the industry.

Vehicle Tech Week North America will unite three of UKi Media & Events’ leading automotive technology exhibitions – Automotive Testing Expo, Autonomous Vehicle Tech Expo and Automotive Interiors Expo – under one roof at the Suburban Collection Showplace in Novi.

While each show will maintain its unique identity, their co-location within Vehicle Tech Week North America will create a positive, collaborative environment that maximizes synergies and delivers greater value for exhibitors and attendees alike. This integrated format will facilitate stronger connections between world-class brands, OEMs, Tier 1 and Tier 2 suppliers, engineers, designers, investors and R&D teams.

“The automotive industry is undergoing unprecedented transformation, with technologies and disciplines converging at an accelerating pace,” said Peter Massey, commercial director at UKi Media & Events.

“Vehicle Tech Week North America reflects this reality, offering a unified platform where innovation thrives and partnerships flourish.”

The decision to bring these events together stems from the growing interdependence of testing, autonomy and interior design in modern vehicle development. By aligning these sectors, Vehicle Tech Week North America will provide a richer experience for participants and a more efficient return on investment for exhibitors.

Strategically located in Novi – just minutes from Detroit, the heart of North America’s automotive industry – Vehicle Tech Week North America offers unparalleled access to the region’s OEM headquarters, R&D centers and supplier networks.

Exhibitors and visitors will benefit from proximity to key decision-makers and technical teams, making it easier to forge partnerships, accelerate business opportunities and drive progress in a rapidly evolving market.

As well as serving the core automotive community, the event will actively engage adjacent markets such as off-highway, commercial transportation and defense, all of which are increasingly adopting advanced vehicle technologies. A targeted outreach campaign and new content streams will ensure these sectors are seamlessly integrated, creating fresh growth opportunities for exhibitors.

With 400+ exhibitors expected, Vehicle Tech Week North America will be the key destination for professionals seeking to explore innovative solutions, network with industry leaders and gain insights into the future of automotive technologies.

Industry leaders have commended the strategic vision behind the event, noting its potential to drive meaningful dialog and accelerate innovation across the automotive landscape.

Thorsten Oppermann, director of sales and marketing at dSPACE, commented, “dSPACE is excited to support the launch of Vehicle Tech Week in North America. Uniting Automotive Testing Expo, Autonomous Vehicle Tech Expo and Automotive Interiors Expo under one dynamic umbrella creates a powerful platform for innovation, collaboration and progress across the mobility sector. We look forward to engaging with industry leaders and showcasing how dSPACE continues to drive development in simulation and validation technologies for the vehicles of tomorrow.

“Detroit has always been a cornerstone of automotive innovation, and Vehicle Tech Week brings fresh energy to this legacy,” continued Oppermann. “The integrated format will foster deeper conversations and accelerate the pace of development across the industry. We’re proud to support this initiative and look forward to contributing to its success in North America.”

Francesca Favarò, head of safety best practices at Waymo, added, “Waymo is excited to see UKi Media & Events launch Vehicle Tech Week, bringing together the essential topics of autonomous technology, testing and interiors under one roof. The move recognizes the integrated nature of modern automotive development, and we believe will create powerful new synergies and strengthen the pace and value of innovation across the entire automotive sector.”

“We are delighted to see UKi Media & Events bringing together multiple automotive shows in North America under the umbrella of Vehicle Tech Week North America,” said Marius Dupuis, CEO at ASAM eV. “Combining Automotive Testing Expo, Autonomous Vehicle Tech Expo and Automotive Interiors Expo reflects the industry’s holistic approach to various aspects of vehicle development. We expect Vehicle Tech Week North America to create a comprehensive platform, reflecting the full spectrum of innovation across the broader mobility landscape and enabling industry professionals to engage across disciplines.”

“Collaboration is key to developing next-gen mobility – a philosophy the Autotech Council lives by as we connect automotive leaders with startups,” commented Liz Kerton, Autotech Council’s executive director. “We’re delighted to collaborate with Vehicle Tech Week, because together we can build a stronger ecosystem for the automotive industry.”

For Automotive Testing Expo exhibitor inquiries:
David Hunt
david.hunt@ukimediaevents.com

For Autonomous Vehicle Tech Expo exhibitor inquiries:
Darren Whitehead
darren.whitehead@ukimediaevents.com

For Automotive Interiors Expo exhibitor inquiries:
Aaron Dombey
aaron.dombey@ukimediaevents.com

For Vehicle Tech Week marketing inquiries:
Paul Connelly
paul.connelly@ukimediaevents.com

The post UKi Media & Events announces Vehicle Tech Week North America – a landmark automotive technology event in Novi, Michigan appeared first on Automotive Powertrain Technology International.

Direct Connection performance parts will be included within the reestablished Street and Racing Technology (SRT) Performance division, which is also responsible for SRT high-performance models and American brand motorsports initiatives, including Dodge competition in NHRA and the Ram brand’s recently announced plans to return to the NASCAR Truck Series in 2026.

“The desire for HEMI engine power is stronger than ever, and Direct Connection is ready to supply gearheads the horsepower they crave through two newly upgraded crate HEMI engines,” said Chad Seymour, head of Direct Connection crate engines. “Direct Connection is keeping the pedal down. With the recent reveal of the all-new Dodge Charger Hustle Stuff Drag Pak race car and the relaunch of the Hellephant and Drag Pak crate engines, the Direct Connection portfolio continues to evolve and expand.”

Hellephant A30 426 Supercharged crate HEMI

The 1,000hp, 950 lb-ft Hellephant A30 426 Supercharged crate HEMI engine features a redesigned Gen III aluminum HEMI engine block that includes select six-bolt main metal caps for added strength and precision CNC torque plate, honed cylinders. The upgrade also sees the addition of a 4340 forged-steel, eight-counterweight crankshaft with gun-drilled mains and lightened rod journals, and 4340 forged-steel, H-beam connecting rods, with increased cross-sectional thickness for strength and ARP 2000 bolts. The engine also has an upgraded IHI 3.0L twin-screw supercharger and Litens high-performance, lightweight billet supercharger belt tensioner.

354 Supercharged Drag Pak HEMI 

The crate engine version of the upgraded, 354 Supercharged HEMI that will power the first Charger Drag Pak will feature the latest Gen III aluminum HEMI engine block, which includes select six-bolt main metal caps for added strength and precision CNC Torque plate honed cylinders.

It also has the latest race billet eight-counterweight crankshaft machined from 4330V Timken steel with gun-drilled mains and custom machined counterweight for reduced windage, and forged-steel, H-beam connecting rods with ARP L19 fasteners, as well as Litens high-performance lightweight billet supercharger belt tensioner.

In related news, Honda Racing Corporation debuts racing-inspired consumer engine oil Formula R

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Its vision includes the latest addition to the Core diesel engine family, the 8‑liter, 252kW Core80; the Agco Power CO₂ Calculator concept; cost-effective remanufactured engines that extend machine lifespans while reducing environmental impact; and a 150kWh in‑house-developed Future Battery Concept.

“We believe the future of agricultural energy lies in a smart combination of fuels and technologies. There is no single solution – rather, a wider spectrum of power sources is needed. That’s why we are committed to exploring a wide range of innovations, investing significantly in R&D and our Clean Energy Lab, and promoting collaboration across the industry,” said Juha Tervala, vice president and managing director of Agco Power.

Battery concept

Agco Power’s Future Battery Concept is its latest product development project. It is based on NMC cell chemistry and offers 150kWh of capacity.

The company says it is tracking advances in battery cell technology and evaluating multiple chemistries, including solid‑state batteries. Hydrogen is also being investigated for energy storage. However, according to director of product development Kari Aaltonen, battery technology currently appears promising for agricultural applications due to the significant energy losses in hydrogen production and in the conversion of energy to electricity via fuel cells.

“Today, the best way for a farmer to achieve emission‑free operation is with a battery‑electric driveline,” said Aaltonen. “Most regular farm work can, in the future, be completed with a tractor equipped with this battery. The challenge will be very long working days, but high‑power DC charging will enable operators to resume work in around 40 minutes.”

Aaltonen estimates that powertrains based on the concept battery could reach production in 5-7 years. The Future Battery Concept is due to make its premiere next month.

Powering the Fendt 800 Vario Gen5

The latest member of Agco’s modern Core diesel engine family, the 8‑liter Core80, powers the Fendt 800 Vario Gen5, and delivers even more torque (1680Nm) and power (252kW) than other members in the Core family.

“The combination of power and low fuel consumption makes it possible for farmers to work economically while protecting the environment,” said Roland Schmidt, vice president, Fendt Marketing.

CO2 Calculator concept with Valtra

In collaboration with Valtra, Agco Power has developed the CO₂ Calculator concept – a solution that detects the type of fuel used and calculates the operational carbon footprint of agricultural machinery. It combines an engine-mounted fuel sensor with a cloud-based software solution that calculates accurate CO₂ emissions in real time. The visualized and stored data enables farmers to present verified figures to customers and supply chain partners.

“Reliable data on the operational carbon footprint is a major competitive advantage for farmers. It enables more informed decisions and allows them to track, visualize and verify their environmental impact,” commented Jarno Ratia, director of product management of Agco Power.

Agco’s technology solutions will be on display at Agritechnica 2025 in Hanover, Germany, in November.

In related news, H2Accelerate calls for equal classification of H2 -ICEs with other zero-emission technologies across Europe

The post Agco Power to present Future Battery Concept for off-road machinery appeared first on Automotive Powertrain Technology International.

“The Hurricane 4 Turbo name is appropriate because this engine packs a punch, as the variable geometry turbocharger, the high-performance combustion and the twin fuel system deliver 162hp/l of displacement,” said Micky Bly, Stellantis senior vice president and head of global propulsion systems. “The clean sheet design gives our customers a powerful, refined, smooth-running engine that uses 10% less fuel to deliver 20% more power than our current 2.0-liter DOHC I-4.”

The first application for the Hurricane 4 Turbo will be the 2026 Jeep Grand Cherokee.

Combustion technology

Central to the Hurricane 4 Turbo’s fuel-efficient power is the turbulent jet ignition (TJI) combustion technology, typically used in top-tier racing engines.

The passive TJI system in the Hurricane 4 Turbo uses a spark plug to ignite a small amount of fuel in a cup-like pre-chamber atop each cylinder. The burning fuel expands and jets into the combustion chamber, triggering a faster and more complete burn of the air-fuel charge, which enables better performance and fuel efficiency.

Stellantis engineers have combined the TJI combustion and turbocharging with a Miller Cycle operating strategy that closes the intake valves early to optimize engine efficiency and reduce emissions. This enables the Hurricane 4 Turbo to use a power-generating 12:1 compression ratio without risk of engine-damaging knock (early ignition) while using regular (87 octane) gasoline.

Each cylinder of the Hurricane 4 Turbo has two spark plugs, one for the TJI chamber and one for the combustion chamber. Ion sensing is used for misfire detection.

Efficient power and performance

The Hurricane 4 Turbo engine combines port fuel injection and high-pressure direct injection (350bar/5,076psi), with the engine controller deploying either system — or both— based on operating conditions. During cold starts, both systems activate to speed catalytic converter light-off. At idle and low loads, port injection minimizes NVH and particulate emissions. Under typical power demands, both systems operate with a variable ratio, while at peak power and maximum torque, direct injection supplies most of the fuel.

The Hurricane 4 Turbo features a variable geometry turbocharger with active vanes, producing up to 35psi (2.4 bar) of boost. It delivers strong low-rpm power and torque, providing 90% of peak torque between 2,600 and 5,600rpm. Pressurized air from the turbo passes through a liquid-to-air charge cooler, lowering intake temperatures for a denser, more powerful combustion charge. The design enables Stellantis engineers to achieve high-power density without compromising low end torque and transient performance, while keeping the overall package compact, compared with a conventional twin-scroll turbocharger.

The engine also uses an electric-powered water pump and a variable displacement oil pump to reduce parasitic losses.

Solid foundation

A die-cast deep skirt aluminum block, produced by Stellantis, provides a solid foundation for the Hurricane 4 Turbo.

The engine’s structural stiffness is enhanced to help minimize noise, vibration and harshness –  thicker cylinder bore walls (24% thicker compared with the current 2.0-liter DOHC I-4) and larger main and connecting rod bearings on the crankshaft. A structural windage tray and balance shaft assembly is mounted low in the engine. A viscous crankshaft damper helps reduce vibrations.

The aluminum cylinder head contains four valves per cylinder and overhead camshafts. The TJI chamber is press-fit into the center of each combustion chamber for simplified assembly. Variable intake timing is adjusted quickly by an electric camshaft phaser, which delivers smoother startups. Exhaust valves are sodium-filled for heat management.

The engine also features an ultra-thin, low-friction plasma transfer wire arc (PTWA) coating in the cylinder bores. Compared with conventional iron cylinder liners, the PTWA coating has 10 times the wear resistance.

In related news, Introducing Elettrica: the first full-electric model in Ferrari’s history

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