Engine Swap?

Chrysler's GEMA engines
GEMA produces a single family of 4-cylinder engines with variable valve timing, marketed by Chrysler as the World Engine. The range starts with a 1.8 L unit which will principally find use throughout the world, and includes 2.0 L and 2.4 L variants which will find use in the United States. Turbocharged and supercharged versions may also be produced, as in Chrysler's similar Tritec engine.

Chrysler expects to use the GEMA family of engines in nine other models and projects that it will buy up to 840,000 GEMA engines annually.

The initial design of the engine block was handled by Hyundai. It features siamesed bores, meaning that there is no coolant flow between cylinders. The aluminum block has cast iron cylinder liners, and different liners can be fitted to alter the engine's bore.

The heads feature electro-hydraulic variable valve timing on both the intake and exhaust side. The system was based on that used by the recent Mercedes-Benz 24-valve V6 and is quite sophisticated and expensive for a low-end engine. A variable tumble control system creates air tumbles in the intake runners at low rpms for better mixture. Valves are directly actuated by solid Bucket tappets.

[edit] 1.8
The GEMA 1.8 L I-4 is a dual overhead cam (DOHC) inline 4-cylinder gasoline engine capable of 148 hp (110 kW) and 125 ft·lbf (169 N·m) of torque.[7] The engine has displacement of 109.7 in³ (1,798 cc) with a bore of 3.38 in (86 mm) and a stroke of 3.05 in (77 mm).[7] The compression ratio is 10.5:1.[7]

The 1.8 L DOHC inline 4 cylinder engine served as the standard engine in the Dodge Caliber SE and SXT trim for the 2007-2009 model years.

Applications:

2007-2009 Dodge Caliber SE and SXT, 148 hp (110 kW) 125 ft·lbf (169 N·m) torque
[edit] 2.0
The 2.0 L GEMA DOHC inline 4-cylinder gasoline engine capable of 158 hp (118 kW) and produces 141 ft·lbf (191 N·m) of torque. The engine has a displacement of 121.9 in³ (1,998 cc) with a bore of 3.38 in (86 mm) and a stroke of 3.38 in (86 mm).[8] The compression ratio of the engine is 10.5:1.[8] The 2.0 L GEMA engine is offered by Dodge in the Dodge Caliber. Outside North America, the 2.0 is be the base engine for the 2007 Chrysler Sebring and 2008 Dodge Avenger.

Applications:

Dodge Caliber SE and SXT, 158 hp (118 kW) and 141 ft·lbf (191 N·m) torque
Jeep Patriot (4x2 models only)
Jeep Compass (4x2 models only)
Dodge Avenger (outside North America)
Chrysler Sebring (outside North America)
[edit] 2.4
The 2.4 L, 173 hp (129 kW) GEMA engine is used by Dodge in the R/T trim line of the Caliber. The dual overhead cam (DOHC) inline four-cylinder engine has 144 in³ (2,360 cc) of displacement with a bore of 3.46 in (88 mm) and a stroke of 3.82 in (97 mm).[9] A 285 hp (213 kW) turbocharged variant of this engine was used in the high-performance SRT-4 version of the Caliber.

The 2.4 engine is the standard engine in the North American 2007 Chrysler Sebring and 2008 Dodge Avenger. It is also used in the Jeep Compass and Patriot. The Jeep Liberty also used a 2.4 L 4-cylinder from 2002-2005, but this was based on the Neon design and should not be mistaken for the GEMA engine displacing 2.4 liters.

Applications:

2007- Chrysler Sebring
2008- Dodge Avenger
2007- Dodge Caliber R/T, 173 hp (129 kW) and SRT-4, 285 hp (213 kW)
2007- Jeep Compass
2007- Jeep Patriot
2009- Dodge Journey

Click to expand...

The 2.7 L (2736 cc, 167 CID) EER version debuted in 1998 and is built in Kenosha, Wisconsin. It is a DOHC 4-valve design. Bore is 86 mm and stroke is 78.5 mm. It is an aluminum block with cast-iron cylinder liners and aluminum heads. Output has varied depending on the application but typical was 200 hp (150 kW) at 5800 rpm with 190 pound-feet (258 N·m) of torque at 4850 rpm. In terms of emissions, this was a TLEV engine; it runs on regular-octane (87) gasoline. Compression when launched in 1998 was 9.7:1 (increased to 9.9:1 in the LX cars). Redline occurred at 6,464 rpm, originally; and at 6,600 rpm as revised for the LX. The 24 valves are actuated by hydraulic end-pivot roller followers and hydraulic lifters. Fuel injection was sequential for six ports for all engines.

The 2.7 differed from the 3.5 liter engine from which it was derived in many ways. The Magnum version featured a variable intake system to create a supercharging effect at different engine speeds. A three-row chain replaced the timing belt of the 3.5 liter engine, and the 2.7 in the LX also has electronic throttle control and an enhancement to the intake manifold (described in greater detail below), the former to allow for the use of electronic stability control.

In 2004, the 2.7 liter engine was adapted for use in the LX series of cars, dropping peak power to 189 hp (141 kW) at 6400 rpm and 190 pound-feet (258 N·m) of torque at 4,000 rpm; but increasing torque at launch and during mid-range operation for everyday driving. Chrysler claimed that part-throttle torque was increased by up to 10% in the primary driving range, 2100–3400 rpm.[1] Horsepower again dropped in 2009 on the LX cars to 178 hp (133 kW) on the Chrysler 300 and Charger, but remains at 189 for the Chrysler Sebring.[2]

Click to expand...

SOHC
A single overhead camshaft was a major addition to the lineup for 1993. Introduced with the 3.5 L engine, this basic design spawned the DOHC 2.7 L Chrysler LH engine as well as the 3.2 L and new 4.0 L variants. All but the 2.7 and high-output 3.5 are produced at Trenton Engine in Trenton, Michigan.

The SOHC engine uses an engine block that is very similar to its pushrod ancestors. But the front of the block was modified for the camshaft drive, and the heads are entirely different. One major change was that the SOHC engine was originally designed for the longitudinal placement of the Chrysler LH platform, rather than the transverse engine design of the K-cars and minivans. Since the bottom end was the same, the engine could be produced on the same assembly line in Trenton as the pushrod engine.

1993–97 3.5 L engines are a non-interference engine meaning that the valves will not collide with the pistons in the event of a timing belt failure. The 1998–2001 3.2 L, the 1998–present 3.5 L, and the 2007–present 4.0 L engines are interference designs.

[edit] 3.5
This 3,518 cc (3.518 L; 214.7 cu in) engine is a version of the 3.3 but with a larger bore of 96 mm and the important addition of overhead cams. The 3.5 L version has an intake arrangement with two separate manifolds and throttle bodies connected with a crossover valve. This provides better low and midrange torque. The four valves per cylinder are driven by a single overhead camshaft as opposed to the conventional DOHC arrangement for multivalve engines. Another difference with the 3.5 as opposed to the 3.3 is the fact that the camshaft is timed to the crankshaft with a belt rather than a chain. The water pump is also driven by the timing belt on the 3.5, whereas on the 3.3, the accessory belt drives it.

At its debut in 1993, this engine produced 214 hp (160 kW) and 221 ft·lbf (300 Nm) from a iron block and aluminium cylinder heads. The 3.5 L engine was redone entirely of aluminum in 1999 as the EGG high output, producing 247–253 hp (190 kW) at 6500 rpm with 250 ft·lbf (339 Nm) of torque at 4000 rpm. Output from 2002–2004 for the standard output EGJ is 234 hp (174 kW) at 6000 rpm with 241 ft·lbf (327 Nm) of torque at 4400 rpm. Also for 2002–2004, the EGK 3.5 L Special was built exclusively for the 300M Special, producing 255 hp and 258 ft·lbf.

The EGJ is built in Trenton, MI. The EGG is built in Kenosha, WI. Both are still in production. The EGK version is no longer in production as of 2004.

Vehicles using the 3.5 include:

EGJ
Chrysler Sebring
Dodge Avenger
Chrysler Concorde
Chrysler LHS
Chrysler New Yorker
Dodge Intrepid
Eagle Vision
Plymouth Prowler

Click to expand...

2drSRT4 said:

So I'm guessing the CSRT4 turbo doesn't fit our cars at all? I'm was really hoping I could just slap it on and do some modification to the computer with bigger injectors, and a little bit of luck and tuning, and have it run pretty sweet. I don't know these new world engines much at all. I like the simplicity of a 1gn neon, being able to drop in the NSRT4 turbo on an early 2.4 block using the NSRT4 pistons/rods, water pump, etc. and fooling the computer a bit to run it all, or use MS to tune it.

Click to expand...

nth256 said:

When i saw "So I'm guessing the CSRT4 turbo doesn't fit our cars at all?", and with the thread title being specifically about engine swaps, i assumed you meant the whole engine. My bad.

I don't know about using any specific turbo, but the Caliber guys have put "a" turbo on an R/T (same engine/drivetrain as the Pat) with some good results. So yeah, it can be done - i think there's even a kit for it.

Click to expand...