The Chrysler Tiger Shark and World Gas Engines: 1.8, 2.0, 2.4. http:// .allpar.!o"/"opar/ orld# engine.

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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 ersions. E!pe"ted Tiger#hark produ"tion was set at $00,000 per %ear& the engine is used in 'herokee, 200, (art, and )enegade. * new generation of turbo"harged engines, +urri"ane, is due, a""ording to rumor.

The ,,T s%stem on the 2.0 and 2.4 was reworked for a broader power band, with the intakes swapped and the al etrain upgraded to roller "am followers, doing awa% with the bu"kets on the al e springs. *""ording to an industr% anal%st, the 2.4 is a surprisingl% beef% engine, with "ast steel main bearings& the three middle bearings ha e a bridge "onne"ting them for added stiffness. The forged "rank is unusual, and the oil pump is massi e, partl%, it seems, to get the flow and pressure needed for -ulti*ir a"tuation .it has a few patent numbers stamped in it as well/. The engine appears to ha e been redesigned either to allow for e!tra power, or to redu"e ibration and noise. Engine $orsepo er $orsepo er Tor%&e '()#*t+ Tor%&e

'2008+ 0.1 2.0 2.4 2.4 #)T 2.4 +urri"ane 148 - .,400 rp" 1/8 - .,400 rp" 28/

'TigerShark+ no engine 1.0 - .,400 no engine Expected

',riginal+ 12/ - 4,400 rp" 124 - /,/00 rp" 10/#141 - /,200 1./ - /,200 2.0

'TigerShark+ no engine 14/ - 4,800 111 - 4,800 no engine Expected

112 - .,000 rp" 184 hp - .,2/0

)efinement was ke% in the redesign of the engine from the original sewing ma"hine World Engine to Tiger#hark, from its isolated aluminum head "o er with an integrated oil2separation s%stem, to a high2pressure, die2"ast aluminum blo"k. 3etween the blo"k and the steel oil pan is a lightweight, aluminum ladder frame with an integral oil filter and oil "ooler adapter for e!tra rigidit%. *"ousti" material is also sandwi"hed between the oil pan4s outer and inner stampings.

The Tigershark4s pol%mer2"oated piston skirts and tighter piston2to2bore toleran"es "ut noise and ibration. Ea"h bore has s5uirters that spra% oil on the bottom of the pistons and bore walls for "ooling. The forged2steel "rankshaft "onne"ts with new powder2forged steel "onne"ting rods with full floating piston pins with hard "arbon "oatings to "ut fri"tion.

The Tigershark has a two2stage oil2pressure relief s%stem that redu"es engine2oil pumping loads at low engine speeds, while maintaining high pressures when needed. 6t also has7

8$02degree engine2to2transmission atta"hment

'oil2on2plug ignition with dual pre"ious2metal spark plugs 9ront2end a""essor% dri e with automati" tensioning single2belt dri e :o s"heduled maintenan"e for the "am dri e, "am phasing, and al e2train "omponents

2&lti3ir '2.4 engines only+

2&lti3ir is 9iat4s ariable al e timing and lift te"hnolog%, with separate timing for ea"h "%linder, "ontrolled b% ele"tro2h%drauli" al e a"tuators. * solenoid regulates the amount of oil sent to the a"tuator, whi"h "ontrols the timing and amount of lift, from "ompletel% "losed to "ompletel% open. * single pair of wires leads to ea"h -ulti*ir a"tuator .the a"tuators and most other parts for the s%stem are made in the ;nited #tates./ The 2.4 uses -ulti*ir 2, whi"h "ontrols both al e opening and "losing.

The World Gas Engines

Tiger#hark 2.4 Weight 3lo"k w<frame 'rankshaft +ead .bare/ =0 lb 40 lb 8> lb

+ead .w< al es/ 42 lb The World Engines .later altered to World Gas Engines, or WGE/ repla"ed 'hr%sler4s 0>>42debut 2.0 < 2.4 liter four "%linder engine famil%, starting in 200$. The WGE had a -er"edes2deri ed dual ariable al e timing .the :eon engines had no ariable al e timing/ and a flow2"ontrol al e intake manifold& the blo"ks were designed ?ointl% b% 'hr%sler, -itsubishi, and +%undai, and were used b% all three, with different heads, fuel deli er%, and other s%stems. )e iewers generall% praised the +%undai ersion, and put the 'hr%sler ersion last of the three, "alling it rough, peak%, and nois%. 6t was, though, reportedl% "heaper to build than the prior engines, and had mu"h higher peak power ratings.

The 'hr%sler engines were made in three displa"ements7 0.1, 2.0, and 2.4 liters. The 2.4 was rated at 0=2 horsepower and 0$@ lb2ft of tor5ue. 'hr%sler was the first "ompan% to offer dual ,,T in the ;nited #tates on entr%2le el ehi"les. The engines were designed to be turbo"harged and super"harged, with large water ?a"kets and metal areas around ea"h siamesed "%linder.

:oise was redu"ed somewhat through an isolated al e "o er and damped oil pan, sele"t2fit parts, and the flow "ontrol al e intake manifold. The bell housing was designed for a tighter than usual "onne"tion to the transmission, to redu"e oil leaks in high2mileage engines.

The engine was built in a new ?oint2 enture plant in (undee, -i"higan .south of *nn *rbor/& blo"ks were made b% A.B. 9ren"h of Wis"onsin. #tarting in 2008, produ"tion of the new Tiger#hark ersion began in the old Trenton Engine Clant in -i"higan.

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

The plasti" intake manifold had e5ual2length runners with ele"tri"al flow "ontrol al es that, when "losed, in"reased air tumble b% blo"king o er half the intake port. D er 8,200 rpm, the al es were opened to allow full airflow.

The basi" blo"k was designed b% +%undai. 'hr%sler and -itsubishi modified the design to make it more effi"ient and adapt it to their uses. The main reason for de eloping engines with "ompetitors is that (aimler, whi"h owned 'hr%sler at the time, assumed that it would also own or "ontrol -itsubishi and +%undai. This plan fell through, lea ing +%undai with stronger engine "apabilities than before the dallian"e.

The ariable al e timing used b% 'hr%sler was de eloped b% -er"edes and tuned at *uburn +ills. The s%stem, used in the original 2.4 and in all the 2.0s, used oil under pressure to ad?ust timing using "am phasing, so that timing was "ontinuousl% ariable. There was little o erlap at idle and more o erlap at speed, to permit built2in e!haust gas reburning without a pump. The e!haust "am "ould mo e through 8@ degrees& the intake through 40 degrees. The "ams rode on tappets that "ame in four doEen er% similar thi"knesses& the tappets were mat"hed to the indi idual heads during assembl%, eliminating the need to ad?ust al e lash. The 0.1, 2.0, and 2.4 engines used the same blo"k, with different strokes or piston liner thi"knesses& short2skirt pistons had fri"tion2redu"ing graphite pat"hes. The "rankshaft was

forged steel, drawing oil from the oil pan, with an integrated pump. Fe% "omponents su"h as pistons and bearings were mat"hed to blo"ks to redu"e ma"hining. GE-* ne er built engines for an%one but 'hr%sler, and e entuall% was absorbed ba"k into the "ompan%. The million2s5uare2foot GE-* plant "ost o er G=00 million& ea"h of its two plants had "apa"it% of 420,000 units per %ear. Dne was idled, with assembl% lines for making the engines pla"ed in Trenton .-i"higan/ and #altillo .-e!i"o/ during 2008204.
Chrysler World Engine spe!i*i!ations: 2.4 liter 'in 2004 Chrysler Se)ring tri"+ WGE 'Se)ring+ (ispla"eme nt 3ore ! #troke ,al e #%stem ,al e Timing Tappets TigerSha rk '5art, 201/ 200+

144 !&. in. '20.0 !&. !"+ 0.4. 6 0.82 '88 6 41+ Chain#dri7en 5,$C, 1. 7al7es Ca" phasing Shi"less "e!hani! al )&!kets 2&lti3ir 8ollers

9uel 6n?e"tion 'onstru"tio n

Se%&ential, ret&rnless $igh#press&re die# !ast al&"in&" )lo!k, dry iron liners, !ast al&"in&" heads and ladder *ra"e, *orged steel !rank 10./:1 112 )hp '124 kW+ - .,000 rp" 10.1:1 184 )hp '108 kW+ - .,2/0

'ompressio n Cower .#*E/

Tor5ue .#*E/ )edline 9uel

1./ l).#*t. 111 l).#*t. - 4,400 '200 9:"+ rp" - 4,800 .,/00 rp" 8eg&lar .,/00 rp" 8eg&lar

Dil 'apa"it% 'oolant

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