(As of February 26, 2025 • See car/truck rumors)
Head of propulsion Micky Bly told Automotive News that Stellantis North America is working on one small diesel and one large diesel, a higher-power Hurricane Six, and a new generation of the 2.0 four-cylinder using tricks from the 3.0. The Pentastar V6 will stay on due to its high quality and low cost. Two executives made vague promises about a new V8 for the Dodge Charger. The Hemi doesn’t fit, as designed, but the 6.4 liter V8s are still in production for trucks and the 6.2 is apparently able to be revived and might actually still be in low volume production.
Cummins’ B-engine family, used by the Ram 2500-5500, was to be adapted to work with natural gas, gasoline, and hydrogen. This is done by changing the entire top of the engine, so each individual engine would work with only one fuel. Ram has hydrogen as a solution for heavy duty pickups in their long-term plans but could use fuel cells rather than (or as well as) the Cummins solution. A fuel cell Ram 1500 seems more likely for the time being, but not for at least another year or two.
A new Cummins 7.2 liter diesel is likely for the 2027-28 Ram 2500/3500, along with a new unspecified gasoline engine.
Indiana will be making more Hurricane parts. The straight six has more power than any Hemi V8s but the Hellcat, with 10% better economy; and a more powerful variant is still planned. Stellpower suggested a hybrid Hurricane Six. The work put into the E85 Hellcat Demon 170 suggests that new technologies for the Hurricane engine; the Demon 170 is a 1,025 horsepower monster with production up to 3,300. Some of the people behind the Demon appear to have left.
Hurricane engines were to replace Hemi V8s in the 2025 Durango, but this is unlikely.
Spy videos and photos show a Hurricane-powered Ram TRX.
Stellantis uses a faux automatic and engine-noise technology and might be able to license Toyota’s reportedly impressive faux manual transmissions.
Stellantis targeted a top 0-60 mph acceleration of under 2.0 seconds for its large battery powered cars, with up to a 500 mile range; so far they haven’t come close, but 800V varieties are a year or so off. Top acceleration will likely take three motors and AWD, while the range goal is likely to be quietly forgotten. The Dodge Charger Daytona Banshee will have a two-speed transmission. Solid state batteries may improve range and weight figures in the 2027 or 2028 Dodges and Rams.
So far only the 400V Charger specs are available. These have the Daytona R/T with a 317 mile range, 0-60 in 4.7 seconds, and 13.1 quarter mile. The Charger Daytona Scat Pack runs 0-60 in 3.3 seconds, quarter mile of 11.5 seconds. Range with the most power is 260 miles. Charging time is around 7 hours from 5% to 80% power, using the standard onboard charging; a DC setup can cut that time to half an hour. The Charger is on STLA Large, likely the longest model on that platform; the shortest might be the Alfa Romeo Giulia.
The Ram 1500 REV is the battery-electric (BEV) version of the popular pickup—we have the full story on this 14,000-pound-towing serious work truck, with interior and exterior pics. The REV has been postponed to 2026 or later.
A range-extended “Ramcharger” with a 690 mile capacity is to be sold in 2025. This powertrain might also be adapted for the Wagoneer around 2025. Currently the Wagoneer factory is being updated so an “electrified” version can be sold, but this might be a PHEV or traditional hybrid.
ProMaster has a BEV version but it starts at around $90,000 because it is based on a top-range van.
In Europe, all three van series are being refreshed, and second-generation battery-electric technology is being adopted by the end of 2023. There may be a hydrogen fuel cell version of the ProMaster eventually, using Peugeot’s swap-power technology.
The Wagoneer S and Recon, again, will both be sold entirely as BEVs. The Wagoneer S target range is 400 miles, with target power of 600 hp, and a 0-60 time of 3.5 seconds. The actual numbers are a bit less ambitious.
Electric car development for the US is likely to be much lower than originally planned. It appears that emissions and fuel economy rules may be dropped.
STLA Medium covers compact and midsize cars and crossovers (C and D), with sizes that would include the Renegade, Cherokee, and even the original Plymouth Duster. It is based on Peugeot e-VMP and has FWD or AWD forms, the latter using a second electric drive unit in the rear. STLA Medium Mopars will be made in Brampton.
Output ranges from 215 to 382 hp. Range runs from around 310 miles with (435.5 with the Performance Pack), using the optimistic EU test procedure but they don't seem to get quite that far at highway speeds. Batteries will be 87 kWh or 98 kWh (the latter optional), with a 400V power system. Efficiency may be better than 14 kWh/100 km; charging can go from 20% to 80% in 27 minutes.
The single-layer battery pack maximizes interior space, ride, and handling (low center of gravity); standard and performance packs share dimensions and cooling designs. Secondary systems such as HVAC were engineered to reduce energy use. There will be just three drive modules shared by all the various forms of vehicles. STLA Medium has provisions for future battery chemistries, as well as the one it will use at launch; like all serious automakers, Stellantis has invested in several different battery chemistry technologies.
From an excellent French-publication (Largus) article: Medium may only be BEV or “Prince” 1.6 liter turbo four-cylinder PHEV in the United States. Battery power is to range from 218 to 388 hp. In Europe a 1.2 engine will also be used. It’s possible other engines will be optional e.g. the 2.0.
Some have reported that STLA Medium as produced is nowhere near as flexible as the original intent, but this has not been verified.
Dodge Fleet confirmed that the Hurricane Six was engineered to work with hybrid systems. A 1.6 liter turbocharged engine made in Dundee is based on the Peugeot EP6. The current EP6CDTX has 201 hp and 203 lb-ft with a twin-scroll turbo and direct injection; a hybrid version pumps out 296 hp. A new version, likely to have even more letters in the name, will include an updated hybrid-electric system and transmission. The 2.0 4xe and 3.0 turbo are more powerful than the 5.7 Hemi V8. A new 2.0 engine is slated to enter production at Dundee; it shares few parts with the GME 2.0 series, and is dubbed GME EVO.
Detail pages at motales: 1.3T GSE; 2.0 GME; 2.0 Hurricane 4; 3.6 Pentastar; Hurricane Six; Peugeot 1.6. For the Hemis and such, see our main engines page.
In the table below, T is Turbo and H is Hybrid.
| Old | New |
|---|---|
| 1.3T | 1.6T |
| 2.4 | 1.6T |
| 3.6 | 2.0T |
| 3.6 | 1.6TH |
| 5.7 | 2.0TH |
| 5.7 | 3.0T |
| 6.4 | 3.0T HO |
| 6.2S | 3.0TH |
The power ranges for each new engine:
| New | HP | Torque |
|---|---|---|
| 1.6T | ? | ? |
| 3.6 |
310 | ~270 |
| 2.0T |
270 |
295 |
| 2.0TH | 375 |
470 |
| 3.0T | 420 | 468 |
| 3.0T | 550 | 510+ |
| 3.0TH | ? | ? |
| 2.0 EVO | ? | ? |
The chart above shows the best power from each outgoing engine. The Pentastar will be continuing for a while. This chart shows our speculation of where each engine is going.
| Engine | Medium | Large | Frame |
|---|---|---|---|
| 1.6 PSA | X | ||
| 2.0 T-H | X | X | X |
| 2.0 EVO | X | X | |
| 3.6 | X | X | |
| 3.0 TT | X | X |
Both the 4xe plug-in hybrid and Hurricane I-6 clobber the old 5.7 Hemi in torque; with the 4xe, electric assist is strongest where gasoline engines are weakest. The 4xe is more responsive, and in the Wrangler, it comes close to the 6.4 Hemi in acceleration. The Hellcat is the toughest act to beat. The Hurricane tops out at 550 hp for now.
All of the newer engines increase the gas mileage of the vehicles they are in by a good margin, saving money for both the driver and for Stellantis, which has to pay hefty sums for fuel-economy credits each year.
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