Es liegt sicherlich nah, daß der kommende und
hier schon erwähnte V6 von Chrysler auch bei Fiat-Modellen Einzug hält. Hier eine Vorstellung des Triebwerks - ich denke das Englisch sollte jeder verstehen können.
Quelle
Phoenix: Chrysler Pentastar V6 Engines for 2010 and Beyond
At least one observer said that the Phoenix / Pentastar engines were a generation ahead of anything currently available. Power ratings for the Jeep Grand Cherokee will be at least 280 horsepower (209 kW) and 260 lb.-ft. of torque (353 N•m) @ 4,800 rpm; the engine uses a chain drive instead of a timing belt for greater longevity and accuracy. The engine was first shown to the public on April 8, 2009. At this point, it appears that 440,000 Pentastar engines are to be made each year.
A twin turbo and single-turbocharger version are planned, for introduction by 2014; both would be based on the smallest size (3.0 liters) and might be slated for limited-production models (e.g. a new Viper based on a Maserati or an SRT mid-sized car). The twin-turbo version appears to projected for a whopping 420 horsepower while the single-turbo appears to be set for 370 hp.
A 3.3 liter version is planned, with projected output of 280 hp, along with the current 3.6 liter version; a base 3.3 without MultiAir or direct injection seems to be slated for around 260 hp. (These horsepower figures are estimates, and final ratings may vary. The addition of MultiAir, as opposed to the current variable valve timing system, may not have the expected impact.)
Here are some of the major innovations, as far as we can tell:
[list]- Variable valve timing with dual independent cam phasing that helps to flatten the power output
- Exhaust manifold apparently integrated into the head itself
- Canister-free oil filter element — prevents landfill, allows incineration; also eases DIY oil changes and prevents ham-fisted oil change places from "holing" or over-tightening the filter
- Oil to antifreeze oil cooler in the "V"
- All accessories bolted directly onto the block to avoid vibration and noise
- Very lightweight block — saves on aluminum and reduces overall vehicle weight (improving balance, too)[/list]
High-pressure die-cast blocks save on labor, have thinner walls, and are 20 pounds lighter than GM’s V6 blocks, saving around $40 per engine on aluminum and contributing to much lower build costs than GM’s engines.
The engine features high-flow intake and exhaust ports, which in combination with VVT via dual independent cam phasing, allows optimum volumetric and combustion efficiency over the full speed and load range. This results in an exceptional, flat torque curve along with high specific power. The engine’s torque exceeds 90 percent of its peak value from 1,600 to 6,400 rpm, which provides outstanding drivability and responsiveness.
In the Grand Cherokee, the engine will not have direct injection, possibly because that technique, while more efficient, adds some noise and vibration. Direct injection is rumored to be on future versions of the engine.
Refinement was achieved with the help of advanced computer-aided engineering. Structural, intake, and exhaust areas deliver low levels of noise. Idle quality was improved through the dual independent cam phasing.
The advanced oil filter system eliminates oil spills and contains an incinerable filter element instead of the typical spin-on filters, which are disposed of in landfill sites; the filter is conveniently located on top of the engine. The use of long-life spark plugs, regular gasoline, and a high-energy coil-on-plug ignition system also helps to reduce cost of ownership. The engine also is fully flex fuel capable, offering consumers the choice of gasoline or E85 fuel without any degradation in performance or emissions.
Material: Liquid cooled 60-degree V6 with deep-skirt aluminum block and heads
Valves: Chain driven DOHC with 24 valves. Roller finger followers and hydraulic lash adjusters.
Dual independent cam-torque actuated phasers.
Displacement: 220 cid / 3.6 liters
Bore x Stroke: 3.78 x 3.27 (96 x 83 mm)
Fuel injection: Returnless, sequential. Direct injection to be on future, turbocharged, 3-liter variants.
Compression: 10.2:1
Fluid: 6 quarts 5W20 oil; 14 quarts antifreeze; regular gas
Redline: 6,400 rpm (stated elsewhere as 7,200 rpm)
Power: 280 hp (209 kw) @ 6,400; 260 lb-ft (353 Nm) @ 4,800
Emission controls: Dual three-way catalytic converters, heated oxygen sensors, internal features
Assembly First: Trenton Engine Plant, Michigan
Running on regular gas, the Pentastar engine is estimated for 16 mpg city, 23 highway on the Grand Cherokee — vs 16/20 for the Hemi. It meets California LEV II+ evaporative emission requirements, Tier 2, meets Federal Bin 4+ emission requirements, and Clean Fuel Fleet Certification (CCF-LEV) in all other states.
The Phoenix engine was renamed to “Pentastar” very recently, due to a hitherto unknown trademark-name conflict.
Spark plugs are installed at the end of a length tube. There is a spring running through the length of the tube, from the conventional-looking plugs up to the coils; we do not know whether the entire tube is removed, or (as we believe) the plug is removed via the spring, which is attached to the contact.
The Pentastar V6 is an interference design; it has valve reliefs but only for clearance under normal conditions. It does have a timing chain, reducing the possibility of heavy damage from a snapped belt. (Thanks, Keith.)
The engine accessories have no brackets; they are bolted directly to the block, cutting vibration. Since the air conditioner compressor and alternator are both bolted to the block, a tensioner is used with the serpentine belt to maintain appropriate tension.
The Phoenix engine was designed to be used in either a North-South and East-West configuration.
The new state-of-the-art Trenton (Mich.) Engine South plant will be the lead facility for production of the Pentastar V-6 engine. A duplicate facility in Saltillo, Mexico, will ramp up for the 2012 model year. Production is scheduled for 2010.
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