The Chrysler Tiger Shark and World Gas Engines: 1.8, 2.0, 2.4.

http://www.allpar.com/mopar/world-engine.html

2013: Tiger Shark to the rescue

The “World Gas Engine” spawned a more powerful new generation, dubbed “Tigershark,” in 2.0 and 2.4 liter versions. Expected TigerShark production was set at 600,000 per year; the engine is used in Cherokee, 200, Dart, and Renegade. A new generation of turbocharged engines, “Hurricane,” is due, according to rumor.

The VVT system on the 2.0 and 2.4 was reworked for a broader power band, with the intakes swapped and the valvetrain upgraded to roller cam followers, doing away with the buckets on the valve springs.

According to an industry analyst, the 2.4 is a surprisingly “beefy” engine, with cast steel main bearings; the three middle bearings have a bridge connecting them for added stiffness. The forged crank is unusual, and the oil pump is “massive,” partly, it seems, to get the flow and pressure needed for MultiAir actuation (it has a few patent numbers stamped in it as well). The engine appears to have been redesigned either to allow for extra power, or to reduce vibration and noise.

EngineHorsepower

(2008)Horsepower (TigerShark)

Torque (Lb-ft)(Original)

Torque (TigerShark)

1.8 148 @ 6,400 rpm no engine125 @ 4,400 rpm124 @ 5,500 rpm

no engine

2.0 158 @ 6,400 rpm 160 @ 6,400 135-141 @ 5,200 145 @ 4,800

2.4 172 @ 6,000 rpm 184 hp @ 6,250 165 @ 5,200 171 @ 4,800

2.4 SRT 285 no engine 260 no engine

2.4 Hurricane   Expected   Expected

Refinement was key in the redesign of the engine from the original “sewing machine” World Engine to TigerShark, from its isolated aluminum head cover with an integrated oil-separation system, to a high-pressure, die-cast aluminum block. Between the block and the steel oil pan is a lightweight, aluminum ladder frame with an integral oil filter and oil cooler adapter for extra rigidity. Acoustic material is also sandwiched between the oil pan’s outer and inner stampings.

The Tigershark’s polymer-coated piston skirts and tighter piston-to-bore tolerances cut noise and vibration. Each bore has squirters that spray oil on the bottom of the pistons and bore walls for cooling. The forged-steel crankshaft connects with new powder-forged steel connecting rods with full floating piston pins with hard carbon coatings to cut friction.

The Tigershark has a two-stage oil-pressure relief system that reduces engine-oil pumping loads at low engine speeds, while maintaining high pressures when needed. It also has:

360-degree engine-to-transmission attachment

Coil-on-plug ignition with dual precious-metal spark plugs

Front-end accessory drive with automatic tensioning single-belt drive

No scheduled maintenance for the cam drive, cam phasing, and valve-train components

MultiAir (2.4 engines only)

MultiAir is Fiat’s variable valve timing and lift technology, with separate timing for each cylinder, controlled by electro-hydraulic valve actuators. A solenoid regulates the amount of oil sent to the actuator, which controls the timing and amount of lift, from completely closed to completely open. A single pair of wires leads to each MultiAir actuator (the actuators and most other parts for the system are made in the United States.) The 2.4 uses MultiAir 2, which controls both valve opening and closing.

The World Gas Engines

TigerShark 2.4 Weight

Block w/frame 70 lb

Crankshaft 41 lb

Head (bare) 39 lb

Head (w/valves) 42 lb

The “World Engines” (later altered to “World Gas Engines,” or “WGE”) replaced Chrysler’s 1994-debut 2.0 / 2.4 liter four cylinder engine family, starting in 2006.

The WGE had a Mercedes-derived dual variable valve timing (the “Neon engines” had no variable valve timing) and a flow-control valve intake manifold; the blocks were designed jointly by Chrysler, Mitsubishi, and Hyundai, and were used by all three, with different heads, fuel delivery, and other systems. Reviewers generally praised the Hyundai version, and put the Chrysler version last of the three, calling it rough, peaky, and noisy. It was, though, reportedly cheaper to build than the prior engines, and had much higher peak power ratings.

The Chrysler engines were made in three displacements: 1.8, 2.0, and 2.4 liters. The 2.4 was rated at 172 horsepower and 165 lb-ft of torque. Chrysler was the first company to offer dual VVT in the United States on entry-level vehicles.

The engines were designed to be turbocharged and supercharged, with large water jackets and metal areas around each siamesed cylinder.

Noise was reduced somewhat through an isolated valve cover and damped oil pan, select-fit parts, and the flow control valve intake manifold.  The bell housing was designed for a tighter than usual connection to the transmission, to reduce oil leaks in high-mileage engines.

The engine was built in a new joint-venture plant in Dundee, Michigan (south of Ann Arbor); blocks were made by J.L. French of Wisconsin. Starting in 2013, production of the new TigerShark version began in the “old” Trenton Engine Plant in Michigan.

The photos with blue backgrounds (or no backgrounds) are courtesy of Chrysler; these are from the first generation.

The plastic intake manifold had equal-length runners with electrical flow control valves that, when closed, increased air tumble by blocking over half the intake port. Over 3,200 rpm, the valves were opened to allow full airflow.

The basic block was designed by Hyundai. Chrysler and Mitsubishi modified the design to make it more efficient and adapt it to their uses. The main reason for developing engines with competitors is that Daimler, which owned Chrysler at the time, assumed that it would also own or control Mitsubishi and Hyundai. This plan fell through, leaving Hyundai with stronger engine capabilities than before the dalliance.

The variable valve timing used by Chrysler was developed by Mercedes and tuned at Auburn Hills. The system, used in the original 2.4 and in all the 2.0s, used oil under pressure to adjust timing using cam phasing, so that timing was continuously variable. There was little overlap at idle and more overlap at speed, to permit built-in exhaust gas reburning without a pump.

The exhaust cam could move through 35 degrees; the intake through 40 degrees. The cams rode on tappets that came in four dozen very similar thicknesses; the tappets were matched to the individual heads during assembly, eliminating the need to adjust valve lash.

The 1.8, 2.0, and 2.4 engines used the same block, with different strokes or piston liner thicknesses; short-skirt pistons had friction-reducing graphite patches. The crankshaft was

forged steel, drawing oil from the oil pan, with an integrated pump. Key components such as pistons and bearings were matched to blocks to reduce machining.

GEMA never built engines for anyone but Chrysler, and eventually was absorbed back into the company. The million-square-foot GEMA plant cost over $700 million; each of its two plants had capacity of 420,000 units per year. One was idled, with assembly lines for making the engines placed in Trenton (Michigan) and Saltillo (Mexico) during 2013-14.

Chrysler World Engine specifications: 2.4 liter (in 2009 Chrysler Sebring trim)

  WGE (Sebring)

TigerShark (Dart, 2015 200)

Displacement

144 cu. in. (2360 cu. cm)

Bore x Stroke

3.46 x 3.82 (88 x 97)

Valve System

Chain-driven DOHC, 16 valves

Valve Timing

Cam phasing

MultiAir

Tappets Shimless mechanic

al buckets

Rollers

Fuel Injection

Sequential, returnless

Construction

High-pressure die-cast aluminum block, dry iron liners, cast

aluminum heads and ladder frame, forged

steel crank

Compression

10.5:1 10.1:1

Power (SAE)

172 bhp (129 kW) @ 6,000

rpm

184 bhp (138 kW) @ 6,250

Torque (SAE)

165 lb.-ft. @ 4,400

rpm

171 lb.-ft. (200 N•m) @ 4,800

Redline  6,500 rpm

6,500 rpm

Fuel Regular Regular

Oil Capacity

5 qt. (4.7L) 5W-20

?

Coolant 7.2 qt. (6.8L)

?