> All this is ostensibly to combat the slowly, and ever-slightly increasing global temperature. The hubris of believing by curtailing carbon emissions we can just “turn the dial” on the global thermostat down a few degrees is shocking but sadly not surprising. After all, the tale of Icarus exists for a reason. A harbinger of our brave new world order has been revealed yet again<p>...annnnd I'm out. ¯\_(ツ)_/¯<p>> Eschew flamebait. Avoid unrelated controversies and generic tangents.<p>> Please don't use Hacker News for political or ideological battle. It tramples curiosity.<p><a href="https://news.ycombinator.com/newsguidelines.html" rel="nofollow">https://news.ycombinator.com/newsguidelines.html</a>
<i>The current-production "HEMI" engine heads are flatter and more complex than the 1950s–'70s Hemi V8 chamber. The combustion chambers are no longer truly hemispherical. It uses a coil-on-plug distributor-less ignition system and two spark plugs per cylinder to shorten flame travel leading to more consistent combustion and reduced emissions.</i><p><a href="https://en.wikipedia.org/wiki/Chrysler_Hemi_engine#Third_generation:_2003-present" rel="nofollow">https://en.wikipedia.org/wiki/Chrysler_Hemi_engine#Third_gen...</a><p><i>As the engineering involved in new engines has improved and evolved, the true hemispherical chamber has morphed and twisted into more sophisticated and complex designs that are meant to extract more power, with lower emissions, from any given combustion event.</i><p><a href="https://en.wikipedia.org/wiki/Hemispherical_combustion_chamber#Design_evolution_in_modern_engines" rel="nofollow">https://en.wikipedia.org/wiki/Hemispherical_combustion_chamb...</a>
I work for a competing car company and I once saw a presentation showing that turbos significantly increased CO2 emissions because the cooling of the exhaust air causes the catalytic converter to operate a few hundred degrees Fahrenheit cooler, lowering reaction efficiency. This can be mitigated by hybrid setups, since you can avoid pumping cold air down the exhaust path on decelerations, but without that, it’s actually not clear that the emissions efficiency of smaller, turbo motors is necessarily better at similar power outputs to larger naturally aspirated engines.
Good riddance! I live in DC and the streets are riddled with bad drivers. Invariably the worst are driving Chargers, high on their own gas fumes.<p>I used to own an ‘84 LTD with a 5L V8. Its horsepower was more modest than today’s hyper optimized engines, but it could still peel out of any parking lot and cruise down the interstate, a lot of fun to drive. But it’s a car of the past, and now these terrible Dodge Hemi-roid-rage cars will be, too.
I'm kinda-ok with powerplant consolidation. Do we really need 4-5 different big-displacement V8s? The GM OHV Small Block family is already the go-to answer for the aftermarket; it should be the same for OEMs. Maybe that requires a change in how car companies view IP, licensing, and the value they add as product integrators.
Totally understandable. It's pretty sad to me, but people nowadays doesn't want sport cars, they want SUVs, and companies will orient what they sell to those products that can sell easily.<p>Also, we have to remember that Dodge, Ram Trucks, Jeep, Chrysler, and Fiat, as part of Stellantis, are going to share parts with the other brands, and that means not only to lose some parts designs that sell less, but also could make some brands to disappear, and if they don't do that is due to heritage.<p>At least in the US, what some years ago was the FCA group had and have more coherence than their actual European team makes, and sell different types of cars in their different brands.
We are going to see a culling of the herd over the next 20 years. Electric will expand, gas and gas taxes will increase dramatically as the CO2 reduction's urgency emerges. Smaller engines might do better - huge gas hogs might not last as prices increase and demand decreases.
Many will buy used cars and car lives will increase as more repair what they have.
> Please, try to hide your excitement about a turbo-six instead of a bruiser Hemi V8<p>A lot of turbo 6's would absolutely hose a v8 - Ford in Australia learned this when they released the XR6 Turbo with a 4.0L inline 6 turbo, and out-sold and out-performed their flagship 8cyl offerings.<p>This author sounds like a typical old man yelling at the clouds.
I'm admittedly not a fan of Stellantis, but knowing Dodge they'll give the Hemi one hell of a sendoff. They already have the crate Hellephant, wonder if they'll try to cram an emissions legal version of that in a Charger/Challenger/Durango?<p>Edit: Downvoters, explain yourself.
6.4l engines, 13 mpg. Three good reasons why one rarely sees these in my native Flanders region of Belgium:<p>- one-time vehicle registration tax: 11.4k€ or about 13k USD<p>- yearly road tax: 6.5k€ or 7.3k USD<p>- fuel cost: +- 52 USD/100 miles<p>The undersigned silly idiot drives his 15 year old station wagon as little as possible and like an old grandmother, consuming 53mpg. The goal: to avoid unncessarily sponsoring Mohammed Bin Salman, Vladimir Putin and similar nuisances, like global warming. He would prefer something resembling solidarity in his quest, by moving cars with engines like this to extreme specialty real use, musea or engine geek clubs outside the public road system.
Why do boomers think turbochargers are some kind of conspiracy?<p>When I was younger my dad's friends thought my Mitsubishi Eclipse was spearheading an invasion of crypto-imperial Japan, and now the "New World Order" is trying to take away their gigantic, heavy ass cast-iron engines? A turbo six Charger would still be fast enough to kill you and several bystanders. If it's superior handling and gas mileage upset you, you could always weld a couple of boat anchors to the front bumper. :)
"All this is ostensibly to combat the slowly, and ever-slightly increasing global temperature."<p>Am I missing something, or does the writer of this article live in an alternate reality where global warming is only a minor problem?