Ford Authority

Stellantis Hurricane 3.0L I-6 Debuts As Future Ford EcoBoost V6 Rival

It’s been over a decade since The Blue Oval embarked on an explicit mission to supplant traditional V8 power with turbocharged V6 engines. That goal – which resulted in the creation of the Ford EcoBoost family of engines – was enormously successful, as the twin-turbocharged V6 engines now account for the vast majority of sales within the Ford F-150 lineup, a trend that has persisted for years. In a clear effort to downsize the engines throughout its own vehicle lineup, Stellantis recently announced its all-new Hurricane 3.0L I-6 engine family, set to arrive later this year with some highly competitive power figures.

Stellantis Hurricane 3.0L I-6 vs. Ford EcoBoost V6 Lineup
Stellantis Hurricane I-6 Standard Output Ford 3.0L EcoBoost V6 Stellantis Hurricane I-6 High Output Ford 3.5L EcoBoost V6
Horsepower 400+ 400 500+ 450
Torque (pound-feet) 450+ 415 475+ 510

Like the Ford EcoBoost V6 engine family, the Hurricane 3.0L I-6 lineup employs twin-turbos as a core part of its general operation. Unlike The Blue Oval’s long-running engine family however, there aren’t any higher or lower displacement offshoots or variants, since Stellantis instead opted for two distinct tunes, which are outlined in the above table. Given their projected output, this new engine family is also almost certainly intended to replace or supplant the Hemi 5.7L V8 and Hemi 6.4L V8 powerplants in the coming years, since both tunes are projected to meet or exceed the power figures of their V8 counterparts.

As those power figures demonstrate, their projected output places them roughly in line with the Ford 3.0L EcoBoost V6 and Ford 3.5L EcoBoost V6 engines, although the standard tune is slated to outperform the 3.0L EcoBoost by a considerable margin, assuming The Blue Oval keeps output at similar levels on future products. It should be noted that the 2022 Ford Bronco Raptor is slated to get an additional power boost, although official figures haven’t been released thus far. As for the 3.5L EcoBoost, the power figures in the above table are what’s currently under the hood of the 2022 Ford F-150 Raptor, and is considered a high output tune, although the Ford GT boasts an even more powerful variant.

While the company refrained from announcing which vehicles are slated to receive the Hurricane engines, they are likely headed to SUVs like the Jeep Grand Cherokee, Jeep Wagoneer, and Jeep Wrangler, in addition to the Ram 1500 and possibly the ProMaster family of vehicles. At some point, they are also slated to rival the Ford EcoBoost V6 family in another realm too, as the Hurricane lineup will eventually boast electrified variants. The news arrives not long after Stellantis revealed its own company-wide pivot towards EVs, although it has been less ambitious than The Blue Oval when it comes to its electrification strategy.

We’ll have more reports on Ford’s rivals soon, so subscribe to Ford Authority for comprehensive Ford news coverage.

Ed owns a 1986 Ford Taurus LX, and he routinely daydreams about buying another one, a fantasy that may someday become a reality.

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  1. crabbymilton

    Plus, CUMMINS believe it or not is going to introduce a gasoline version of the B aka 6.7 in 2024.
    With the heavy RAM 2500-5500, the diesel 6.7 is already there so the footprint wouldn’t have to change so that could mean the end of the 6.4L gasoline V8. Hate to see them pushing V8’s out but the goal seems to be to have fewer engine platforms so with that new 3.0L 6, that could spin off four or five cylinder versions later. Like it or not, it’s less about the number of cylinders but the power. At straight 6 won’t fit in front drive so you’ll likely see more turbo 4’s and less V6’s too.

  2. Ross

    Ford has such a great history of strong/reliable straight 6’s. Would of loved to see Ford US utilize and upgrade the BARRA from Australia. Would make a perfect truck motor
    A missed opportunity I feel

    1. Ben

      An inline 6 makes sense these days since Ford isn’t stuffing V6s into FWD sedans anymore.

  3. Johnny Ray

    My 2019 V8 F150 sounds like a diesel. The Ford dealership said they can’t hear the noise. Anyone else have this problem? Someone said Mobil 1 seems to work. Any answers?

    1. blksn8k

      I have a 2018 F-150 with the same engine and the same diesel like racket. I have been using Mobil 1 since the 2nd oil change. Makes no difference. There were several internal changes to the gen 3 Coyote in 2018 that could be the culprit although Ford won’t even acknowledge there is a problem. They went from 11:1 to 12:1 compression ratio, went from a steel cylinder liner to their spray bore liner, added DI along with its high pressure fuel pump, etc., etc. My feeling is that Ford believes that if people are willing to accept the sound of a diesel engine in light duty trucks that a gas engine that sounds like a diesel should not be an issue.
      As for the inline 6 engines, I have always believed that was a better design for a truck engine than any V6 configuration.

    2. Crabbymilton

      There’s a guy at work with a new F150 and he often sits in it with the engine running at lunch as I take my walk. I don’t know which ECOBOOST he has but the valve rattle is louder than some diesels.

    3. F-150.Prius

      You mean pre-ignition or “knocking” ?
      Run a few tanks of 91 (or 93 RON if you have it locally) and you could ask a Ford tech to reset the fuel management.
      Also, try a different dealership – some Ford dealer service centers are not what they used to be.

    4. Ben

      Mobil 1 is typically the loudest running oil out there. Red Line was the trick to masking the Hemi tick, could be the same for the Gen 3 Coyote

  4. F-150.Prius

    Will Chrysler start with offering this as a PHEV or is that some future product years after the world has gone to battery-electric vehicles?

    An I-6 is almost as good as an H-6 … but Stellantis should have started offering this new donk as a plug-in hybrid day one. Jeep already knows the 4XE is a hot seller and the world is asking for better mpg.

    I think a 500hp I-6 with a 250hp electric motor and a 50 kWh battery would be a killer vehicle … but a 400 or 500 horse gas guzzler … today? … really?


    Six – in – line engines feature better torque than V6’s by definition, the thing is that they require longer front ends to accommodate ancillaries and accessories. For instance chrysler ‘slant’ was a blockbuster either for trucks or fork lift trucks. A big mistake to discontinue its development in favor of delicate 60 and 90 degrees V6 ‘s.

    1. F-150.Prius

      True. Only I think the slant six had a balance shaft.
      Packaging is definitely an issue, but these days, ancillaries can be electric, the bell housing can be shorter and the engine go deeper into the firewall. Even the radiator can go either side of the engine and not be stacked in front of the block. There are still crash-testing, weight and balance issues (a lot of the engine extends high and in front of the steering axle.) When Subaru put a flat “boxer” six in the front, the automotive world should have followed – it’s as simple as copying whatever Porsche does. : )

    2. Ben

      An inline 6 reallt has no inherent torque advantage over V6s. Cylinder head (intake port CSA, flow, valve area), camshaft, intake manifold (runner length and CSA), turbo mapping/boost and displacement dictates torque and where it’s made.
      A large displacement I-6 just normally is more valve area limited than a V8 of similar displacement so we get the oft repeated stereotypes of I-6 = “torque” and V8 = revs. Go look at the high revving I-6 like the BMW S54 and see how much more torque than a similar displacement and HP V6 it doesn’t make

  6. Crabbymilton

    Why should the configuration make any difference as far as durability and torque?

    1. Martin Scott

      An inline 6 is inherently balanced compared to its V cousin. haven said that, any existing production engine can be modified at 1/10 the cost to be more efficient and durable

  7. Michael

    Have to give Stellantis credit for investing in R&D of an ICE engine. Most ICE automakers have stopped ICE engine R&D and are only investing in EVs.


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