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Cylinder Head & Short Block Cams, valvetrain, pistons, rods, stroker kits, swaps, etc. Advanced modification discussions only.

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Old 03-01-2009, 09:35 AM   #1 (permalink)
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evo X 2.4l stroker?? Gema "world engine" caliber srt-4 genesis coupe

I've been searching to find some more about this...and here is what I found.

The so-called 'World Engine' used by DaimlerChrysler, Hyundai and Mitsubishi as part of their Global Engine Manufacturing Alliance joint venture has given the world such gems as the powerplants in the current Mitsubishi Evolution and Dodge Caliber SRT-4, and will also power the base version of the upcoming Hyundai Genesis Coupe. Although these turbocharged beasts are what make the heart swoon, the bulk of World Engines engines are much more mundane. With fuel efficiency a top priority these days, the Diamond Star brand will soon be investing some nine-billion yen (US$84.2m) into its engine plant in Japan's Shiga Prefecture, which makes the global four-bangers in 1.8, 2.0 and 2.4 liter capacities. Expect to find these engines underhood in various Lancer and Outlander models.

"We wanted to bring premium technical features to the entry level," says Eric Ridenour, executive vice president Product Development, Chrysler Group as he describes the GEMA (Global Engine Manufacturing Alliance) world engine. Available in 1.8-, 2.0-, and 2.4-liter displacements, the design will be shared with Hyundai and Mitsubishi and built in five plants around the globe with a total capacity of two million units. "It's the largest engine program in the history of the auto industry," says GEMA president Bruce Coventry. One that DCX claims will return $100-million in savings when it fully replaces the current four-cylinder engine family. Two of the engine plants are in Korea, one in Japan, and the remainder are in Dundee, Michigan. Each of the U.S. plants measures 450,000 ft2, and is capable of producing 420,000 engines annually. "Lots of effort went into making this engine easy-to-assemble," says Coventry, "and toward maintaining a common base engine design throughout the design and development process." Not only can any of the GEMA plants produce any version of the engine under this plan, any technology developed by the joint venture's members can be adopted by the others without a costly redesign of "their" engine.

Around The Block
Hyundai handled the initial block and cylinder head design and was the short-block lead, but JL French (J.L. French Aluminum Die Casting) will deliver the high-pressure die-cast aluminum block from its Sheboygan, WI, facility in fully machined form to the Dundee plants.The block is stout, has cast-in iron liners, and has been designed to support the naturally aspirated, turbocharged, and supercharged performance variants that inevitably will supplement the base engines. Ridenour says it has a 300 Hz natural frequency, is 30 lb lighter than it would be if made of cast iron, and boasts a 360ºº bell housing attachment flange to more tightly tie the transmission to the engine.

Ample water jackets surround each siamesed cylinder and leave enough structure to help the block take high boost pressures, resist twisting, and provide a stable sealing surface around the wedge-shape combustion chamber. Displacement is altered by fitting thicker liners or altering the stroke, and the pistons have short skirts and wear graphite patches to reduce friction. They connect to a forged steel crankshaft that sits above the balance shaft/oil pump module. It is delivered to the assembly plant as a complete unit, attaches to the bottom of the block, and draws oil from the composite (steel-plastic-steel) oil pan through its integrated single-stage oil pump. Each block is automatically measured and its pistons, main bearings and connecting rod bearings are matched to ensure the tightest tolerances. This eliminates a number of machining operations, and also contributes to a claimed low noise signature.

Inside The Head
The most talked-about feature of this engine is bound to be the electro-hydraulic dual variable valve timing system borrowed from the latest Mercedes E-Class V6.These units use pressurized oil to adjust the intake and exhaust cam phasing on a continuously variable basis, and sit at the end of each cam. "The timing is variable throughout the rev range," says Ridenour, "with little overlap at idle and more at speed. It gives us the flexibility to use more ‘natural' EGR"–through altered exhaust valve timing–"in order to reduce pumping losses." The intake cam phaser has a 40º range of motion, while the exhaust cam unit has a 35ºº range of motion.

The composite intake manifold has equal-length runners, and electrically triggered flow control valves. When closed, they block just over half of the intake port below 3,200 rpm in order to increase tumble by forcing air to curl back toward the intake as it fills the cylinder. The intake manifold is delivered to the line complete with the flow control valve unit and throttle body attached.

The cams ride on direct-acting steel bucket tappets that come in 47 thicknesses. The differences are measured in microns, say engineers, and the tappets are automatically measured and matched to each head. This eliminates the need for lash adjustment, and parallels the thought process that has the 4-3-4 cam-drive link chain ride on composite ramps within the front cover. Eliminating the need for external adjusters saved weight, cost and complexity, and helped the three automakers easily surpass their durability bogeys. The head is topped by a composite valve cover with elastomeric seals, isolated grommets, and rubber bumpers. It comes to the line with the seals, oil cap, EGR valve, and bolts in place. Coil-on-plug ignition is used across-the-board. Nemak (Nemak) supplies the head castings from its facility in Monterrey, Mexico.


I haven't found many pics of the block and head, but I wonder if they are really the same.
this engine has been around since 2005, and is in various cars...
Who manufactures the turbos for the caliber and the genesis?? I think things are about to get really interesting

here is where I stole the info from:

Posts tagged World Engine at Autoblog

Feature Article - Power Trains 2005 - Looking At DCX's Global Engine - 02/05

Chrysler World Engines
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Old 03-01-2009, 08:42 PM   #2 (permalink)
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This is nothing new for manufactures to use the same engines in different platform, chrysler and mitsu have been doing it for years......the 4b11 is being used in lancers, outlanders, ralliart, and evo X now some of them are turbo and some are not. I believe the turbo on the 4b11t is a mitsubishi heavy industries turbo, but i could be wrong.
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Old 03-04-2009, 05:42 AM   #3 (permalink)
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i think what is most impressive is the scale in which these motors are being manufactured.

since so many vehicles are equipped with them, it should make parts far more affordable and readily available. it has always been difficult to find mitsu parts at local parts stores.

I think it will also help lots with modifications, since there should be lots of R&D, not to mention hybrid motors.

I think this type of joint venture or alliance is definitely a good thing not only from an engineering perspective, but as a good business plan. this is the kind of thing that is gonna save the auto industry. a standard.

when you look at pictures of the world engine, it is clear that it clearly evolved from the 4g63.
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Old 04-13-2009, 03:06 AM   #4 (permalink)
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theta ll info, aka "world engine"

Kia Forte Koup - Wikipedia, the free encyclopedia

kia's website didn't have info on the turbo version. according to the press, it's direct injected. awd like the concept would be cool, specially if it sported mitsu components. Hyundai has been influenced by mitsu before...
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Old 06-02-2010, 12:05 PM   #5 (permalink)
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They have done this sense the Obvious DSM..Diamond(Mitsubishi) Star(Chrysler) Motors..Most 2.4 Strokers are a 4G64 Block from a Chrysler Sebring..And they just de-stroke them a bit.


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