Chrysler ED6 Specifications
| Engine Model: Chrysler ED6 |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 144 cu.in (2.36 L) |
| Rated Engine Power: 178-184 Hp (133-137 kW) at 6400 rpm |
| Fuel System Type: Sequential multi-point fuel injection (MPI) |
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The Chrysler ED6 engine is a 2.4-liter, naturally
aspirated inline-4 powerplant from the Tigershark family. Designed for
transverse front-wheel-drive applications, it represents a significant evolution
in small-displacement engine technology. Its defining feature is the
implementation of the MultiAir 2 system, an electro-hydraulic variable valve
actuation mechanism that replaces the traditional camshaft’s role in controlling
intake valves.
This system allows for infinitely variable control of valve lift, timing, and
duration, optimizing air intake for every engine operating condition. The ED6
was developed to deliver a balance of responsive torque, improved fuel economy,
and refined power delivery across a broad range of Chrysler, Jeep, and Ram
vehicles produced during the 2010s and early 2020s.
Type: Inline 4-cylinder, naturally aspirated, four-stroke, gasoline engine.
Displacement: 2,360 cc (2.4 L / 144 cu.in).
Bore: 88.0 mm (3.46 in).
Stroke: 97.0 mm (3.82 in).
Compression Ratio: 10.0:1.
Firing Order: 1-3-4-2.
Power and Torque Output
Power (Peak): 184 hp (137 kW) @ 6,250 rpm (Chrysler 200).
Power (Peak - Alternate Calibration): 178 hp (133 kW) @ 6,400 rpm (Ram ProMaster
City).
Torque (Peak): 173 lb-ft (235 Nm) @ 4,600 rpm.
Torque (Peak - Alternate Calibration): 174 lb-ft (236 Nm) @ 3,800 rpm.
The cylinder block is constructed from cast aluminum
alloy to reduce overall engine mass. To provide a durable wear surface for the
pistons and rings, the block is fitted with close-fitting, centrifugally cast
iron cylinder liners. The liners are integrally cast during the block
manufacturing process. The block is of an open-deck design, where the cylinders
are not fully enclosed by the upper casting, aiding in cooling efficiency and
weight reduction.
The structural design incorporates a deep-skirt configuration, which enhances
rigidity and reduces noise, vibration, and harshness (NVH) by providing
additional support for the crankshaft bearing caps. The engine features a forged
steel crankshaft with eight counterweights for balanced rotational stability.
Connecting rods are of the powdered-metal fractured-cap design, ensuring precise
alignment and structural integrity. Pistons are cast aluminum alloy with a
low-friction skirt coating and utilize low-tension piston rings to minimize
frictional losses.
The cylinder head is manufactured from cast aluminum
alloy. It houses the MultiAir 2 system, a complex assembly that integrates the
single overhead camshaft with a network of hydraulic lash adjusters, solenoids,
and a pressurized oil gallery. The exhaust valves are actuated directly by the
camshaft through roller finger followers. The intake valves are controlled via a
unique system where the camshaft actuates a set of master pistons; these pistons
transmit hydraulic pressure through a dedicated circuit to slave pistons that
open the intake valves.
Solenoid valves, commanded by the ECU, regulate the hydraulic pressure, enabling
the intake valves to be opened at varying rates and durations independent of the
camshaft’s physical lobe profile. This system allows for strategies such as
early intake valve closing (EIVC) to reduce pumping losses and late intake valve
closing (LIVC) to improve volumetric efficiency at high engine speeds.
The cylinder head utilizes a cross-flow design, with the intake manifold
positioned on the front of the engine and the exhaust manifold integrated into
the cylinder head casting. This integrated exhaust manifold reduces weight,
accelerates catalyst light-off for emissions control, and manages exhaust gas
temperatures more effectively. Valve seats and guides are made from sintered
metal alloys for durability under high thermal and mechanical stress.
Valvetrain Configuration: Single Overhead Camshaft (SOHC).
Valves: 16 (4 per cylinder).
Valve Actuation: MultiAir 2 electro-hydraulic system for intake valves;
conventional roller finger followers for exhaust valves.
Intake Valve Control: Hydraulically actuated, electronically controlled
solenoids manage oil pressure to open intake valves independently of the
camshaft lobe profile.
Valve Lift (Intake): Variable from 0 mm to 9.0 mm (0 in to 0.35 in).
Valve Timing (Exhaust): Fixed.
Cam Drive: Maintenance-free, silent-type timing chain with automatic tensioner.
The ED6 engine employs a sequential multi-point fuel
injection (MPI) system. This system uses an injector for each cylinder, mounted
in the intake manifold runner near the intake port. The ECU delivers precise
fuel pulses based on inputs from the mass airflow sensor, manifold absolute
pressure sensor, and oxygen sensors, coordinating injection timing with the
opening of the intake valves.
Fuel is supplied from a high-pressure electric fuel pump mounted within the fuel
tank, delivering fuel to a rail that distributes it to the individual injectors.
The fuel system operates at a regulated pressure, controlled by a returnless
system to reduce fuel vapor generation and simplify evaporative emissions
control.
The lubrication system is a fully pressurized, wet-sump
design. A high-efficiency, variable-displacement oil pump is integrated into the
front cover of the engine. This pump adjusts its output based on engine speed,
load, and temperature to reduce parasitic power loss while ensuring adequate oil
flow under all operating conditions.
The system is critical to the MultiAir 2 operation, as the hydraulic circuit for
valve actuation relies on consistent, high-quality oil pressure and flow. The
engine utilizes a cartridge-style oil filter located on the front of the engine
for ease of service. An oil cooler, integrated into the oil filter housing
assembly, uses engine coolant to maintain stable oil temperatures.
The cooling system is a pressurized, liquid-cooled
setup using a cross-flow radiator. A belt-driven water pump circulates coolant
through the engine block, cylinder head, and the heater core. The system
incorporates a wax-type thermostat with an integrated bypass to regulate coolant
temperature.
The cylinder head and block feature precision-cast coolant passages designed to
provide uniform cooling around the combustion chambers and exhaust ports,
managing the high thermal load generated by the integrated exhaust manifold and
the MultiAir 2 solenoid pack. An electric cooling fan is mounted to the radiator
and is controlled by the ECU based on coolant temperature, vehicle speed, and
air conditioning compressor pressure.
| Intake and Exhaust Systems |
Intake System: Features a low-restriction air intake
with an acoustic tuning resonator to reduce induction noise. The intake manifold
is constructed of composite material and incorporates long, narrow runners to
enhance low-end torque characteristics.
Exhaust System: Utilizes a stainless-steel exhaust manifold integrated into the
cylinder head, feeding a close-coupled three-way catalytic converter for rapid
emissions control post-startup.
Direct ignition with individual coil-on-plug assemblies
for each cylinder. The system utilizes extended-reach platinum-tipped spark
plugs designed for a service interval of 160,000 km (100,000 mi). Ignition
timing is fully controlled by the ECU.
Engine Management: A Bosch engine control unit (ECU)
governs all engine functions, including fuel delivery, ignition timing, MultiAir
2 valve actuation strategies, idle speed control, and cooling fan operation. The
ECU communicates with other vehicle systems via the CAN bus network.
Crankcase Ventilation: A positive crankcase ventilation (PCV) system with a
fixed orifice separates oil mist from blow-by gases, routing them back into the
intake system for combustion.
Overall Length: 559 mm (22.0 in).
Overall Width: 601 mm (23.7 in).
Overall Height: 686 mm (27.0 in).
Engine Weight (Dry): 126 kg (278 lb).
Engine Oil Capacity (with filter): 5.2 liters (5.5 qt).
Recommended Oil Viscosity: SAE 0W-20 full synthetic. The use of the correct oil
viscosity is mandatory for the proper operation of the MultiAir 2 hydraulic
system. Use of non-specified oil can lead to solenoid valve sticking and engine
performance faults.
Oil Change Interval: As determined by the vehicle’s oil life monitor system,
generally up to 16,000 km (10,000 mi) under normal driving conditions. Engine
Coolant Capacity: 7.5 liters (7.9 qt) of OAT (Organic Acid Technology) hybrid
coolant, pre-mixed.
Spark Plug Type: Platinum-tipped, resistor-type. Spark Plug Gap: 1.0-1.1 mm
(0.039-0.043 in). Spark Plug Replacement Interval: 160,000 km (100,000 mi).
Air Filter Element: Replaceable panel type; inspection interval every 32,000 km
(20,000 mi) with replacement as required based on operating conditions. Drive
Belt: Accessory drive belt is of the serpentine type with an automatic
tensioner; inspection interval every 24,000 km (15,000 mi).
Cylinder Head Bolts: 30 Nm (22 lb-ft).
Main Bearing Cap Bolts: 27 Nm (20 lb-ft).
Connecting Rod Cap Bolts: 20 Nm (15 lb-ft).
Intake Manifold Bolts: 12 Nm (106 lb-in).
Exhaust Manifold Nuts: 23 Nm (17 lb-ft).
Camshaft Bearing Cap Bolts: 12 Nm (106 lb-in).
Spark Plugs: 20 Nm (15 lb-ft).
Oil Filter (cartridge cap): 25 Nm (18 lb-ft).
Oil Drain Plug: 34 Nm (25 lb-ft).
Crankshaft Damper Bolt: 200 Nm (148 lb-ft).
MultiAir Solenoid Retainer Bolts: 10 Nm (89 lb-in).
Chrysler 200 (2015-2017).
Ram ProMaster City (2015-2022).
Jeep Cherokee (KL) (2014-2022).
Jeep Compass (MP) (2017-present for various markets).
Jeep Renegade (BU) (2015-present for various markets).
Fiat 500X (2016-present for various markets).
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