BREAKDOWN: Hurricane Engine vs S58 - Same Cylinder, Opposite Answers

The Stellantis Hurricane and the BMW S58 are both 3.0-liter twin-turbocharged inline-sixes, and they appear to share the exact same cylinder. Both measure 84.0 mm bore by 90.0 mm stroke. Both displace 2,993 cc. Both run direct injection to 350 bar. Both use two turbochargers, each fed by three cylinders. One of them lives in a Ram 1500. The other lives in an M3. This is the comparison, with every number sourced, and with the places the record runs out marked as such.

Which of the two is working harder? The Stellantis Hurricane, on the published numbers. The Hurricane High Output runs 9.5:1 compression and the Standard Output runs 10.4:1, against 9.3:1 for the BMW S58, so the Stellantis engine carries higher compression at both output levels. Peak boost is 26 psi for the Hurricane High Output as launched and 30 psi on the 2026 Dodge Charger Scat Pack, against 24.7 psi for the BMW S58 in M3 Competition form and 30.5 psi on the CS and CSL. Every High Output Hurricane calibration generates higher brake mean effective pressure than every BMW S58 variant, including the M3 CS.

Do either of them have forged internals or port injection? Both engines have a forged steel crankshaft and forged steel connecting rods, and neither engine has factory port injection. The Stellantis Hurricane runs cast pistons on the Standard Output and forged, oil-jet-cooled pistons on the High Output; the BMW S58 runs forged Mahle pistons throughout. Both are direct injection only, both at 350 bar of rail pressure, which is why intake-valve carbon is a maintenance item on both.

How much power can each one take on stock internals? The BMW S58's ceilings are documented and the Stellantis Hurricane's are not. On Racebox's Dynojet figures the S58's stock direct-injection fuel system runs out around 680 wheel horsepower on full E85, the stock turbochargers around 750 whp with port injection, and the stock connecting rods at an absolute 800 wheel-pound-feet. For the Hurricane there is no equivalent published figure from anyone; what the market signals instead is that the first billet part built for the engine was an intake manifold with port-injection provisions, arriving before any turbocharger or injector.

Can you buy either one as a crate engine? You can buy the Stellantis Hurricane and you cannot buy the BMW S58. Direct Connection lists the HurriCrate Cat 1 at $10,985 and the Cat 3 at $13,745, with long blocks at $7,995 and $11,715, as of August 2026. BMW sells no factory S58 crate engine. Direct Connection does not offer an engine controller, a wiring harness or a calibration kit with either Hurricane crate engine, which for a swap audience is the whole story.

Do the Hurricane and the S58 really share the same cylinder?

On the BMW side this is settled. BMW's own technical training document ST1926, the 102-page S58 engine reference, prints it in the technical data table: bore and stroke 84.0 / 90.0 mm, displacement 2,993 cc, compression 9.3:1. BMW's global M3 specification sheet says the same.

On the Stellantis side it is an inference, and I am going to show you the chain rather than assert the conclusion, because the chain is the interesting part.

Stellantis has never published the Hurricane's bore and stroke in a press release. Not in the 2022 launch material, not in the Hurricane press kit, not in the 2025 Ram 1500 release, not in the 2026 Charger press kit. What Stellantis does say, verbatim, is that the 3.0-liter "shares design features, including bore and stroke and cylinder spacing, with the globally produced turbocharged 2.0-liter I-4" — the GME-T4. That four is independently documented at 84.0 mm by 90.0 mm, 1,995 cc.

Two things corroborate it. First, Stellantis' own Direct Connection HurriCrate crate-engine spec sheets — a Stellantis retail property, not a magazine — print "Bore 84 mm / Stroke 90 mm" on both the Cat 1 and Cat 3 pages. Hagerty independently reports 3.31 in and 3.54 in, which is the same pair in imperial. Second, the arithmetic closes on itself: 84 by 90 across four cylinders gives exactly 1,995 cc, the four's published displacement. Across six it gives 2,992.6 cc.

One housekeeping note, because it will trip up anyone who checks my work. Those same Direct Connection pages also print "186 cu. in." for displacement. That figure is impossible against the bore and stroke printed six lines above it — 186 cubic inches is 3,048 cc. The correct value from Stellantis' own numbers is 2,993 cc, or 182.6 cubic inches. It is a spec-table error and we should treat it as one rather than repeating it.

So: same bore, same stroke, same swept volume, same 0.933 bore-to-stroke ratio, both undersquare. Which kills the most common thing said about the Hurricane in comment sections — that it is a long-stroke truck engine and that is why it does not rev. Geometrically it is the same slice of cylinder as an M3's. Whatever separates them, it is not the shape of the hole.

Hurricane engine vs S58: the two engines side by side

	Stellantis Hurricane (GME-T6)	BMW S58 (S58B30)
Bore x stroke	84.0 x 90.0 mm (Direct Connection crate spec; not in any Stellantis press release)	84.0 x 90.0 mm (BMW ST1926)
Displacement	~2,993 cc (calculated; Stellantis publishes only "3.0-liter")	2,993 cc (BMW ST1926)
Compression	10.4:1 Standard Output / 9.5:1 High Output	9.3:1
Block	Deep-skirt cast aluminum, cross-bolted steel main caps, structural aluminum oil pan. Deck type never published.	Closed-deck, sleeve-free. Skirt depth and main-cap bolting never published.
Bores	Plasma Transfer Wire Arc coating, deck-plate honed. No liners.	Wire-arc sprayed iron coating. No liners.
Crank	Forged steel, both variants	Forged 42CrMoS4 Mod, gas-nitrocarburized, ~21.2 kg
Rods	Forged steel I-beam, both variants	Forged, 151.1 mm, carried over from the S63B44T4 V8
Pistons	SO cast with iron top ring land insert / HO forged, oil-jet cooled	Mahle forged slipper-skirt, M142P alloy, Grafal-coated skirt
Turbos	Two, each feeding three cylinders. Scroll type never published. Garrett GT2054 54 mm named for the 2026 Charger only.	Two mono-scroll, cylinders 1-3 and 4-6, supplied by MHI Group
Charge cooling	Engine-mounted water-to-air, dedicated circuit. Single inlet SO, dual inlet HO.	Indirect water-to-air on a low-temperature circuit, ~4 L, 130 W electric pump
Injection	Direct only, 350 bar. One high-pressure pump SO, two HO.	Direct only, 350 bar. Two high-pressure pumps, exhaust-cam driven.
Peak boost	22 psi SO; 26 psi HO as launched; 30 psi on the 2026 Charger Scat Pack	1.7 bar (24.7 psi) standard and Competition; 2.1 bar (30.5 psi) on CS and CSL
Redline	Reported 5,800 SO / 6,100 HO. No Stellantis document states one.	7,200 rpm (BMW, eight separate releases)
Output	420-550 hp depending on calibration, 91 octane premium	453-543 hp depending on model

Every horsepower and torque figure in this article is a manufacturer crank rating. None of them is a wheel figure, and I am not going to translate between the two anywhere in this piece — that conversion is not a fixed number and pretending otherwise is how bad comparisons get made.

I am the GM at Esse Werks. We calibrate BMW and MINI, so I want to be straight about the bias up front: we do not tune Hurricanes, we do not sell parts for them, and we have nothing to gain from you buying or not buying one. What we do have is a reason to care. The Hurricane is the first serious American twin-turbo straight-six in a generation, it landed on the same cylinder dimensions as the engine we spend most of our week inside, and comparing the two turns out to teach you more about both than either one does alone.

Closed deck, deep skirt, cross-bolted mains: three different things

These three terms get used interchangeably, including in write-ups that put "closed-deck cylinder heads" in a heading. Closed deck describes the cylinder block. Not the head.

The three terms are not synonyms and they solve different problems:

• Closed deck means the top face of the block is mostly solid, with the coolant passing through discrete ducts rather than an open water jacket around free-standing bores. It stiffens the top of the cylinder and helps the head gasket hold clamp load. It is a cylinder-pressure measure.
• Deep skirt means the block casting extends below the crankshaft centerline. It stiffens the whole crankcase in bending.
• Cross-bolted main caps means the main bearing caps are fastened from the side as well as from above. That resists cap walk — the caps trying to move laterally under load.

Now the honest scoreboard, which is not the one you would guess...

For the S58, BMW documents closed deck and nothing else. BMW's words, from the X3 M and X4 M launch release: "The closed-deck design of the six-cylinder engine's block ensures it is incredibly rigid, paving the way for higher combustion pressure and increased power." The 2026 M2 CS release repeats "sleeve-free, closed-deck construction" almost word for word. But across the whole 102 pages of ST1926 — a document that names individual bearing-shell part grades — there is not one occurrence of deep skirt, bedplate, girdle or cross-bolt. If you read somewhere that the S58 has cross-bolted mains, that is not a BMW claim.

For the Hurricane, Stellantis documents deep skirt and cross-bolted mains and never mentions deck type. The press kit gives you "deep-skirt cast-aluminum block with a structural aluminum alloy oil pan" and "Cross-bolted steel main bearing caps contain the strong rotating assembly," and the 2026 Charger press kit says it again. The word "deck" appears in Stellantis' material exactly once, in the phrase "deck-plate honed" — which is a machining process, not a deck design.

So is the Hurricane closed-deck? Nobody outside Stellantis knows. Two secondary sources assert it, neither cites anything, and one of them also asserts that the 2.0-liter sibling is closed-deck when that engine is documented elsewhere as open-deck with cast-iron liners. Since Stellantis tells us the six shares cylinder spacing with that four, the secondary record contradicts itself on the closest available comparison. I would rather tell you it is unpublished than pick a side and be confidently wrong.

What that leaves is the actual finding: the two engines appear to have solved opposite ends of the same block. BMW stiffened the top of the cylinder and says nothing about the bottom. Stellantis stiffened the bottom of the crankcase and says nothing about the top. Neither one is a substitute for the other, and neither manufacturer has told us what it did at the other end.

Neither engine has cylinder liners, and that matters

Both of these engines have sleeveless bores with a sprayed-on iron coating. BMW calls it a "wire-arc sprayed-on iron coating," and ST1926 refers to LDS-coated bores. Stellantis calls its version Plasma Transfer Wire Arc, applied by melting steel alloy wire and splat-cooling it onto the aluminum, then finishing the block with deck-plate honing — honed with a plate torqued down to simulate head-bolt clamp, so the bore is round when the engine is assembled rather than when it is bare.

Stellantis quantifies its claim, and I will attribute it rather than assert it: Stellantis says the coating is ultra-thin "compared with 3 to 4 millimeters of a cast iron liner" and has "10 times the wear resistance."

Here is the consequence nobody spells out. On a sleeved engine, a worn or damaged bore is a machining job — bore it, hone it, or press in a new liner. On both of these engines there is a few tenths of a millimeter of iron on aluminum and nothing underneath. There is no overbore. There is no liner to replace. When people ask us how far an M3 (G80) can be taken, the sleeveless closed-deck block is one of the quiet reasons the answer runs through calibration and fueling rather than through displacement.

Does the Hurricane engine have forged internals? Does the S58?

Yes to both, and the details differ in a way worth having straight. The Stellantis Hurricane has a forged steel crankshaft and forged steel I-beam connecting rods on both the Standard Output and the High Output. The BMW S58 has a forged 42CrMoS4 Mod steel crankshaft, forged connecting rods carried over from the S63B44T4 V8, and forged Mahle pistons. Neither engine uses a cast crankshaft or a cast connecting rod in any variant.

Hurricane: forged steel crankshaft and forged steel I-beam connecting rods, on both the Standard Output and the High Output. That is in the Stellantis press kit with no variant qualifier, and the Direct Connection Cat 1 crate page — which is the Standard Output engine — independently lists a forged alloy steel crank and forged steel I-beam rods. The documented rotating-assembly difference between SO and HO is the piston alone: the SO runs cast aluminum pistons with a cast-iron top ring land insert, the HO runs lightweight, oil-jet-cooled forged aluminum pistons.

One caution on that. What the record shows is that Stellantis publishes no rod difference between SO and HO. That is not the same as the rods being the same part number, and I have not seen anything that establishes they are.

S58: forged crankshaft in 42CrMoS4 Mod steel, gas-nitrocarburized, about 21.2 kg. Forged connecting rods at 151.1 mm nominal center-to-center, and one detail ST1926 records that rarely gets reprinted: ST1926 records the S58 rod as a carry-over part from the S63B44T4 — the twin-turbo V8. The M car's straight-six is running the V8's connecting rod.

The pistons deserve a correction, because the internet is split on this. They are forged. ST1926: "A forged slipper-skirt piston made by the manufacturer Mahle is used. The piston is made from the M142P alloy (AlSi12Cu3Ni2Mg)," and then, explicitly, "the piston alloy is formed by forging, which produces slightly different micro-structures and properties. That is indicated by the suffix 'P' in the alloy designation." The skirt is Grafal-coated, and BMW says that is necessary specifically because the bores carry the sprayed iron coating. Wrist pins are 23 mm, 16MnCr5 case-hardened steel with a diamond-like carbon coating.

If you want the full picture on the BMW side, we go deeper in the S58 engine guide.

Which engine is more highly stressed?

The Stellantis Hurricane is the more highly stressed of the two, and it is not close. The Hurricane High Output runs 9.5:1 compression against the BMW S58's 9.3:1, the Hurricane Standard Output runs 10.4:1, and every High Output Hurricane calibration generates higher brake mean effective pressure than every S58 variant including the M3 CS. The assumption baked into every listicle is that the German motorsport engine is working harder than the truck engine. On the numbers it is the other way round.

Compression first. The Hurricane High Output runs 9.5:1. The S58 runs 9.3:1. The Hurricane Standard Output runs 10.4:1. So the Stellantis engine carries higher compression at both output levels.

Boost next, and this one has to be stated per calibration or it is wrong. Stellantis' 2022 material gives 22 psi for the SO and 26 psi for the HO. But the 2026 Charger press kit publishes "peak boost of 30 psi and an RPM of 185,000 for the SIXPACK H.O." — that second figure is unlabeled by Stellantis and can only be turbocharger shaft speed. On the BMW side, charge pressure is 1.7 bar on the standard and Competition cars and 2.1 bar on the CS and CSL; BMW M describes the 1.7 bar figure as relative, and the US M4 CS release prints 30.5 psi.

So at the top of both ranges it is a dead heat — 30.5 psi against 30 psi is inside the rounding. What is not a dead heat is the middle: the M3 Competition's 24.7 psi sits below the Hurricane HO at every published calibration, while the Hurricane also runs the higher compression ratio. Higher compression on more boost is a harder knock-margin problem, full stop. Stellantis bought that margin with forged oil-jet-cooled pistons, sprayed bores, a second high-pressure fuel pump, a dual-inlet charge cooler and 0W-40 oil.

Specific output and BMEP

Neither manufacturer publishes a head-to-head, so this is arithmetic on published figures and I am showing the inputs. Horsepower divided by displacement gives specific output. Brake mean effective pressure comes from four times pi times torque divided by swept volume, which for a four-stroke tells you the average cylinder pressure the engine is actually generating across a cycle. BMW prints 125.3 kW per liter for the 503 hp Competition version of this engine in ST1926, and 375 kW divided by 2.993 liters gives 125.29, so the method reproduces BMW's own published number.

Engine and rating	hp per liter	BMEP at peak torque
Hurricane SO, 420 hp / 469 lb-ft	~140	~26.7 bar
Hurricane HO, 510 hp / 500 lb-ft	~170	~28.5 bar
Hurricane HO, 540 hp / 521 lb-ft	~180	~29.7 bar
Hurricane HO, 550 hp / 531 lb-ft	~184	~30.2 bar
S58, M3, 473 hp / 550 Nm	158.0	23.1 bar
S58, M3 Competition, 503 hp / 650 Nm	168.1	27.3 bar
S58, M3 Competition xDrive 2025, 523 hp / 650 Nm	174.7	27.3 bar
S58, M3 CS and M4 CSL, 543 hp / 650 Nm	181.4	27.3 bar

The Hurricane figures are rounded deliberately. Their displacement input is calculated from a bore and stroke Stellantis has never printed, so quoting them to a tenth would be false precision. The S58 rows are exact because both inputs come from BMW.

Read the table. Every High Output Hurricane calibration runs higher BMEP than every S58, including the M3 CS. And a Ram 1500 High Output and an M4 CSL land within about 1.5 horsepower per liter of each other. A pickup truck engine and the most powerful road-going straight-six BMW M has ever built are making almost identical specific output, and the truck is doing it at higher cylinder pressure.

The rpm contract: what each engine was allowed to spend

So if the cylinder is the same and the truck engine is under more pressure, what actually separates them? Crank speed, and everything that follows from it.

The S58 turns to 7,200 rpm. BMW states that in eight separate press releases, and the 7,300 rpm figure that floats around is the top of a quoted power band in the X3 M document, not a rev limit. ST1926 adds something better: it twice cites a "rated engine speed of 7500 rpm" — the speed the piston and the Valvetronic hardware were designed around, which is almost certainly where the stray "7,500 rpm S58" claims come from. The road car stops at 7,200. The hardware was drawn for 7,500.

Because the stroke is identical, mean piston speed is a clean like-for-like comparison between these two engines, which is rare. At 6,250 rpm, where the S58 makes peak power, the piston is averaging 18.75 m/s. At the 7,200 rpm limit it is at 21.6 m/s.

I would love to give you the Hurricane's number next to it and I am not going to, because I cannot do it honestly. The redlines you see quoted — 5,800 for the SO, 6,100 for the HO — come from Hagerty and two specialist sites, not from any Stellantis document. Stellantis has never published a redline, a peak-power rpm or a peak-torque rpm for any Hurricane variant. Deriving a piston speed from an unofficial redline and an unofficial stroke would be two guesses stacked on each other and presented as physics.

What both manufacturers do publish is the shape of the torque curve, and that tells the story anyway.

Stellantis, in the 2022 launch material: the Hurricane "maintains at least 90% of peak torque from 2,350 rpm" up to its redline. The 2026 Charger kit gives a different, calibration-specific version — 88% of peak torque at 2,500 rpm and more than 90% from 3,000 to 6,000 rpm.

BMW publishes bands instead. The M3 Competition holds its full 650 Nm from 2,750 to 5,500 rpm. Then the plateau ends — and peak power does not arrive until 6,250, with another 1,700 rpm of engine speed above that.

That gap is the whole comparison in one number. The Hurricane holds its torque plateau proportionally longer. The S58 deliberately gives the top of its torque plateau away in exchange for engine speed. Torque times rpm is power, and BMW chose to buy the second term. Same cylinder, two different answers to what to do with it — and both are correct for the vehicle they are bolted into. A truck engine that revved to 7,200 would be worse at towing. An M3 that stopped at 6,100 would be a worse M3.

Turbochargers: neither engine is what most articles say it is

The received wisdom is that BMW uses a single twin-scroll turbo and the Hurricane uses two. Half right, wrong engine.

The single twin-scroll BMW straight-six is the B58, the engine in the M340i and the Supra. The S58 does not use it. BMW's own wording, from the X3 M and X4 M launch release: "two mono-scroll turbochargers, which supply compressed air to cylinders 1 – 3 and 4 – 6 respectively." The 2026 M2 CS release puts it as "a pair of mono-scroll turbochargers, each feeding three cylinders." ST1926 names the supplier — "The system supplier for the mono-scroll turbocharger assembly on the S58 engine is the MHI Group" — and specifies an electric wastegate actuator driven directly by the DME.

Stellantis describes "two low-inertia, high-flow turbochargers, each feeding three cylinders." Same architecture. Stellantis has never stated the scroll configuration, so I am not going to call the Hurricane mono-scroll by analogy — but the arrangement, one turbo per bank of three, is identical.

There is a real engineering reason both companies landed here, and it is the opposite of the "more scrolls are better" instinct. Twin-scroll exists to solve a problem four-cylinder engines have: with a 180-degree firing interval, one cylinder's exhaust blowdown pulse arrives while another is still trying to scavenge, and the divided housing keeps them apart. Feed a turbine from only three cylinders and the firing intervals are 240 degrees. The pulses are already separated by geometry. A divided housing buys you very little, and two smaller wheels beat one large wheel on rotating inertia and on manifold packaging. Both companies did the arithmetic and got the same answer.

One further contrast changes the shape of an upgrade. The Hurricane's exhaust manifolds are cast into the cylinder head and water-cooled — the turbos bolt to the head casting. There is no exhaust manifold to replace. That single fact constrains almost every conceivable turbo-upgrade path on that engine, and it is a large part of why, more than four model years into production, we could not find a single vendor listing an upgraded Hurricane turbocharger for sale.

On the S58 there is a different trap, and it is one every calibrator working on the platform has to respect. Mosselman's published S58 mapping guidance notes that "this turbo setup is not using a BOV or bypass valve over the compressor by factory design," and warns that rapid pressure changes across the compressor at low mass flow will drive it into surge, which has "the potential to destroy any turbocharger in under a minute." Their instruction to calibrators is to minimize throttle closure during torque intervention at full load. Which means that on this engine, "remove the torque limiter" is not a free horsepower checkbox — the limiter's throttle behavior is something the calibration has to shape, not delete. If you want the longer version of that argument, we wrote it up in response versus max power on stock-frame turbos.

350 bar, both of them — and this is where the tune stops being the story

Rail pressure is a tie. BMW raised High Precision Injection "from 200 bar to 350 bar" for the S58. Stellantis publishes 5,075 psi, which is 350 bar. Neither engine has factory port injection. Both are direct injection only.

The difference is in the pumps, and that is where the two engineering cultures diverge.

The Hurricane uses one high-pressure pump on the Standard Output and two on the High Output. Hagerty reports the pumps are chain-driven. Adding a second pump is a bolt-on decision for Stellantis because the drive is not hanging off a camshaft lobe.

The S58 also uses two, and BMW drives them off the exhaust camshaft. ST1926 spells out an arrangement nobody prints: "The S58 engine has two high-pressure pumps connected in parallel. The two high-pressure pumps are operated in alternation every 30 seconds. That ensures that both high-pressure pumps are evenly loaded when the vehicle is being driven moderately. When the vehicle is being driven harder or at full power, both high-pressure pumps are operated simultaneously." The drive is by triple-lobe cams, 120 degrees apart, with the two cam pairs phased so a delivery event happens every 60 degrees of camshaft rotation. Injectors are Bosch HDEV 6 solenoid units, not piezo.

Cruise around and your M3 is alternating its fuel pumps every thirty seconds to wear them evenly. Go to full throttle and both come on together. That is a nice piece of engineering, and it has a consequence that matters enormously the moment anyone tries to make real power.

Why a maxed-out S58 fuel system does not fail like a fuel system

This one matters for anyone who owns one of these cars, and it took two independent shops publishing the same observation before it was safe to state.

Because the high-pressure pumps hang off the exhaust cam, pushing them to their flow limit loads that camshaft. Bend Calibration describe it plainly: "The HPFP's are driven by the exhaust cam and we've seen on all the S58's (and B58's) that when you push the HPFP's to their limits this puts more strain on the exhaust cam and the exhaust cam no longer tracks the target. The engine will make less power in the event that the exhaust cam does not follow our targets."

Vargas Turbocharger Technologies arrived at the same place from the hardware side, listing what the exhaust cam gear is now driving — two high-pressure pumps, higher-rate valve springs, higher cylinder pressures — and reporting that "requested and actual exhaust cam timing start to drift apart. This can cause a huge drop in power — we've seen losses of 200-250whp." Their workaround of locking the exhaust cam sprocket cost "500-800 RPM slower spool," which is why they built a dual-to-single pump conversion instead.

Sit with that for a second. You push the fuel system, and the failure does not present as low rail pressure. It presents as a VANOS cam-tracking error and a car that suddenly makes a couple hundred less horsepower. If you did not know the pumps were cam-driven, you would spend a month chasing the wrong fault.

What the pumps set the ceiling at

Related, and just as counterintuitive: on a stock-fuel-system S58, peak power is not on E85. It is around E50.

Four sources land in the same window. Bend Calibration: "Our direct injection calibrations typically make peak power in the E45-E55 range to take full advantage of the octane of ethanol... Power is reduced at high ethanol contents to stay within the mechanical limits of the direct injection only OEM fuel system." Avon Tuning found "E50 provided the sweet spot in terms of power gains before reaching the limits of the stock fuel system." MHD publishes the inversion in its own off-the-shelf table without comment: Stage 2 on an E40 mix is listed at 800HP+, while full E85 drops back with the annotation "(fuel system limited)" — MHD states no crank-or-wheel reference for those targets, so read the direction, not the number. Separately, Racebox, working on a Dynojet and stating so, caption a run "710whp on the stock DI fuel system" and put their own full-E85 ceiling around 680 whp. The two are not the same measurement and are not corroborating.

Ethanol needs roughly a third more volume for the same energy. Past about E50 the octane you gain is worth less than the flow you cannot deliver, and the calibration has to pull power to stay inside the pumps. More ethanol is not more power on this engine. The curve peaks in the middle, and past that peak the pumps set the ceiling.

Which is the actual mechanical argument for port injection, and it is not the one usually given. Bend list three benefits and the second is the one that matters: port injection lets them "run richer air/fuel mixtures which are much safer than leaner combustion levels of DI only, max effort calibrations." A max-effort direct-injection-only S58 is running lean because it has run out of injector, not because anyone chose lean. Port injection gives the calibrator mixture back as a knock-control lever. It also sidesteps the cam problem entirely, because port injectors run at 43.5 to 72.5 psi against a 350 bar rail — roughly two orders of magnitude less pressure, and no load on the exhaust cam at all.

If you go that route, one rule is not optional. Racebox: "your tune must have CAN-bus integration. This means the DME can see what the port injectors are doing and maintain all of its safety features. If you run port injection without CAN-bus integration and a PI injector fails, the DME has no idea fuel delivery dropped. It keeps pushing boost and timing." The platforms that do this properly are MHD+ with advanced I/O, EcuTek RaceROM, and bootmod3 CustomROM V2. That is not a preference, it is the difference between a fuel-system fault and a piston. We stock the Fuel-It port injection kit for the S58 and the Dorch flex fuel ECA kit for exactly this reason, and we will not sell either into a calibration that cannot see them.

Heat: the part everyone assumes and nobody measures

Both engines use indirect charge cooling — water-to-air, on a dedicated low-temperature circuit. Stellantis: "engine-mounted water-to-air charge cooler with dedicated cooling circuit," single inlet on the SO and dual on the HO. BMW: an indirect intercooler on a low-temperature circuit, about 4 liters, circulated by a 130 W electric pump, with the charge-air cooler rated at 36 kW. There is no air-to-air versus water-to-air contrast to draw here. Both companies made the same choice.

We are in South Florida, so charge temperature is not an abstraction for us — it is most of August. Which is why I want to correct a piece of received wisdom about the BMW: on the S58, heat soak is not the first thing to run out.

Mishimoto, who sell a replacement intercooler and therefore have every commercial reason to say the opposite, published their measurements: "The secondary cooling system in the G8X BMW is likely the best factory air-to-water system on any vehicle we have tested. During initial dyno testing on our 2021 M3 Competition in stock configuration, we saw peak intake air temperatures that were less than 10 degrees over the ambient temperature with only a 2-3 degree (Fahrenheit) temperature rise during pulls." Mishimoto also report six consecutive pulls holding within 1.5% of the first. Their stated reason to replace the unit is mechanical rather than thermal — the core is crimped to the plenums rather than welded.

Take the point generally: if you are building an S58 and your first purchase is an intercooler, you have bought the wrong part first.

The oiling systems are where the two engines show what they were each afraid of. BMW gave the S58 a two-chamber sump with an integrated suction channel and an extra suction stage so the map-controlled pump can draw from the smaller chamber, plus a partition at the output-shaft passages that ST1926 says "further restricts oil movement under longitudinal and lateral acceleration forces." That is a lateral-g measure. It exists because BMW expects the car on a track.

Stellantis gave the Hurricane a continuously variable displacement oil pump with an integrated scavenge stage — unusual on a wet-sump passenger engine — and, per Alan Falkowski of Stellantis speaking to Pickup Truck Plus SUV Talk, a low-temperature circuit that keeps running after shutdown to cool the turbochargers and prevent oil coking. Different fear, addressed just as deliberately: a truck that gets shut off hot after towing.

The viscosity split follows from all of it. Standard Output takes 0W-20; High Output requires 0W-40, and Falkowski's published reason is the higher boost pressures and bearing loads. If you want the background on why oil selection on a boosted direct-injection engine is not a preference, we covered it in direct injection, LSPI, and motor oil's role.

Emissions decide more than you think

This is the least glamorous section and it has the biggest practical consequences.

No US-market Hurricane has a gasoline particulate filter. EPA's certification test-car data for MY2025 and MY2026 lists "Three-way catalyst" as the aftertreatment device for every Hurricane application on the books — the Grand Wagoneer at 510 hp, the Wagoneer at 420, the Ram 1500 RHO at 540, the Charger Scat Pack at 550. Honest caveat, since I would rather give you the weakness than have you find it: EPA's aftertreatment field has no GPF code at all, so absence is strong supporting evidence rather than airtight proof. The supporting context is that the US has no light-duty gasoline particle-number standard driving GPF adoption.

The US S58 does not have one either, and BMW says so in writing — for the launch cars at least. ST1926, which documents the F97 X3 M and F98 X4 M, labels two exhaust-system callouts "Catalytic converter/particulate filter (Not for the US)," and the DME pin-assignment appendix repeats the exclusion independently at pins 61 and 62 — "Differential pressure sensor, petrol particulate filter (Not for the US)," once per bank. BMW built the filter and its sensors out of the US car and wrote it into the training material. No BMW document carries that exclusion forward to the M3, M4 or M2 (G8x) explicitly, and no US-market BMW release for any S58 model has ever mentioned a particulate filter, so read it as a launch-car fact plus a consistent silence rather than a model-year table.

European cars are a different platform in this one respect. The S58 launched into Europe already filtered, which is why the European aftermarket sells particulate-filter-back exhausts listed specifically for the S58 M3 and M4 (G80/G82) and why European tuners treat filter removal as a Stage 2 prerequisite. If you are reading this in the UK or the EU, the entire exhaust rung of the ladder below applies differently to you.

Two engines, two continents, and the emissions hardware — not the engine — is what determines what the exhaust path can be.

What you can actually do with each one

Here is where the comparison stops being academic, and where the result surprised me most.

The Hurricane: strong hardware, closed brain

The Hurricane ships from the factory with a forged crank, forged rods, cross-bolted mains and sprayed bores. On paper it is the more tuner-friendly of the two engines. In practice, more than four model years into production, no established tuning house has shipped a flash for it.

HP Tuners has released nothing for the Hurricane inline-six. Its Stellantis coverage tops out at GPEC5 on 2023-2024 5.7L and 3.6L applications, and the only "Hurricane" entries on its vehicle page are the unrelated 2.0-liter four. 51R Tuning's Stellantis unlock list explicitly excludes GPEC5 on the applications it does cover. MagicMotorsport's GPEC5 coverage names four vehicles and none is a 3.0-liter six. One small vendor advertises a bench flash for the Ram HO with claimed figures, no dyno, no ECU identified and no octane stated, and I could find no protocol announcement backing it — which is not the same as saying it does not work, only that nothing about it is checkable.

The reason is structural, and it is the best-documented thing in the whole Hurricane story. Ignition control does not live in the engine controller. Stellantis TSB 08-031-25 REV. B instructs dealers to reprogram the ISCM and then, separately, reprogram the PCM — two distinct controllers, two distinct operations. A third bulletin, 21-015-25, covers the transmission control module on the 8HP75. So a real Hurricane flash has to solve at least two controllers to touch spark and boost together, and a third if you want line pressure to follow the torque. That is why a signal-intercept piggyback got there first.

What that market looks like today: a Burger JB4 at $599 for the Ram claiming up to 104 wheel horsepower, a $699 BETA version for the Charger claiming up to 100, and a DiabloSport Pulsar Cat6 at $716.95 claiming 60-plus RWHP, all of them inline modules that work without reflashing anything. Read those numbers the way we read every piggyback claim: a claimed peak is not a drive, and the platform argument and the reasons so many tuned cars still drive terribly apply to a signal-intercept module on a Ram exactly as they do to one on an M3.

And the tell that tells you where the ceiling is: the first serious billet part anyone built for this engine is an intake manifold with port-injection bungs, at $1,799.99 and out of stock. It arrived before any turbocharger, before any High Output downpipe, before any injector. That vendor's Hurricane turbocharger and fuel-system categories both return "Nothing Found." A port-injection manifold as the first billet part in an engine's aftermarket is the market telling you, in cash, that the 350-bar direct-injection fuel system is the first hard wall.

One more asymmetry, and it is the whole argument for a swap audience that no comparison uses: Stellantis will sell you the engine. HurriCrate Cat 1 is part number 68643792AA at $10,985, Cat 3 is 68643793AA at $13,745, with long blocks at $7,995 and $11,715, as listed in August 2026. BMW sells no S58 crate engine at all. But note what Direct Connection does not offer with either crate engine: a controller, a harness, or a calibration kit. You can buy the engine. You cannot buy its brain.

And a fair word on field reliability, because the internet is loud about it: there is no NHTSA safety recall touching the Hurricane engine, its turbochargers or its fuel system. What exists instead is a stack of software bulletins with escalating build cutoffs, purge-hose customer satisfaction notification 90C on High Output engines, and a thermostat bulletin. The Hurricane's field record so far is a software and electrical record, not a broken-metal record.

What the Hurricane does not have: a known order of failure

The BMW side is the mirror image of the Hurricane's, and it is the reason this comparison has a practical answer at all. Where the Hurricane has strong hardware and no way in, the S58 has a documented order in which the factory parts give out. We publish that ladder in full, with the evidence behind each rung, in the S58 engine guide; here is the short form, because the contrast is the point.

The DME is locked from the factory and there is a mature, priced, documented path through it. Both mainstream providers do it by mail without opening the case — the module leaves the car, comes back with permissions changed, and the car flashes over OBD after that. We wrote up the underlying Bosch lock in the FEMTO and Bosch DME guide, and the platform choice in bootmod3 vs MHD vs JB4. One ownership detail most write-ups skip: disable automatic iDrive updates afterward, because BMW can push software that re-locks the module.

What you get for that is the thing the Hurricane does not have — a known order in which the factory hardware runs out. This is the map we work to:

• Calibration. Everything else is coordinated by it, and on a stock car it is the largest single step available. Start here, always — and if you are working out where on the Stage 1 vs Stage 2 vs Stage 3 ladder any of this sits, that is the page for it.
• Midpipe before downpipes. This inverts the mod order most owners arrive with. The S58 has two sets of catalysts and Racebox report the lower pair in the midpipes are the more restrictive: "If you have to choose one or the other, swap the midpipe first," with downpipes alone worth about 20 wheel horsepower on top of a tune on their Dynojet. That is why we list the S58 midpipes and the catless downpipes as separate decisions rather than a bundle.
• Fuel, around E50, then port injection. Covered above. The stock direct-injection system is the first real wall.
• Turbochargers. Racebox: "The stock twins are efficient but they're physically maxed around 750whp on ethanol with PI." Bend put the same number slightly differently, up to 780 whp on an optimal car with most cars around 750.
• Connecting rods. Racebox: "Unlike the B58, 800wtq is the absolute limit for the stock S58 bottom end. We've seen cars let go right at that mark, so we cap torque at 750wtq for a margin of safety." Bend independently describe their 750-780 whp port-injection calibrations as "risking rod bending." Three shops, one failure mode.
• The transmission, last. BMW's own US specification table names the gearboxes outright — "LS58 6-speed manual | M8HP76 8-speed auto" — and Racebox's field observation is that the automatic holds around 750 wtq before it needs a built unit, announcing itself by slipping the 5-6 shift. Note that this threshold sits above the stock-turbo power ceiling and at or below the rod limit. On a stock-block car, you will bend a rod before you kill the gearbox.

Two caveats on those numbers, and they matter. Only Racebox's figures are stated as Dynojet wheel horsepower; the others state no reference. And, in Racebox's own words: "No two dynos agree... Comparing peak numbers between shops on different equipment tells you almost nothing. The comparison that actually means something is the delta from baseline: how much the car gained over stock on the same dyno, on the same day, in the same air." We do not own a dyno — we book time at shops here in South Florida — and that discipline is exactly why. A number without its machine, its correction and its fuel attached is not a number.

There is one more BMW-specific limit that is easy to miss and is not in the engine at all. BMW derates torque for the manual gearbox across the whole S58 range: the M3 with the six-speed is rated 406 lb-ft where the automatic gets 479, and the 2025 M2 is 406 lb-ft manual against 443 automatic. BMW never says why. But on the updated M2 the two gearboxes carry the identical 473 hp engine and BMW still rates the manual 37 lb-ft lower, and the pattern repeats on the M3 and M4. BMW never says why, and the launch M2 rated both gearboxes the same, so treat it as an observable derate rather than a stated limit. If you own a manual car, that is worth knowing before you set a target.

When we build one of these, that ladder is the order of operations — and we sell it in that order. The custom S58 calibration comes first and is built from datalogs off your car rather than a file off a shelf; the Stage 2 Kit exists so the hardware and the calibration ship matched instead of guessed. If you would rather see it priced for your exact car, configure your tune and we will tell you honestly if a different path fits your goals better. We would rather sell you the midpipe you actually need than the intercooler you do not.

Both engines change in 2026

Anything written about either engine before this year is now partly out of date, and the BMW change is the bigger one.

BMW M Ignite arrives on the S58 in mid-2026. From BMW's own summer 2026 model-update release: all M six-cylinder inline engines get a patented pre-chamber ignition system, with rollout from July 2026 on the M3 and M4 and August 2026 on the M2. A small pre-chamber sits in the cylinder head with its own spark plug and coil, connected to the main chamber by overflow openings — so the engine carries two ignition systems, with the conventional plug leading at low and medium revs and the pre-chamber taking over at higher loads. Alongside it: a higher compression ratio and, for the first time on this engine, turbochargers with variable turbine geometry. The driver is Euro 7, which comes into force in November 2026.

Two things about that. First, BMW is explicit that displacement and power outputs are unchanged — anyone reporting M Ignite as a power increase has it wrong. It is the largest combustion-system change in the S58's life and the output stays flat. Second, per BMWBlog, BMW has said M3 and M4 (G8x) cars currently in production will not receive the technology in the US. Take that as a single secondary source rather than settled.

The practical consequence for anyone in our chair: from mid-2026 there are two materially different S58s, and every DME unlock, calibration platform and off-the-shelf map in existence was built for the pre-Ignite engine.

On the Stellantis side, the 2026 Charger Scat Pack SIXPACK is the highest-output Hurricane yet at 550 hp and 531 lb-ft, on twin Garrett GT2054 54 mm turbochargers at 30 psi and 185,000 rpm, on 91 octane. Its aftermarket is also the youngest in this comparison by a wide margin — that car opened for order in November 2025.

What we could not verify

These are the things I wanted to tell you and could not stand behind:

• The Hurricane's deck type. Open, closed or semi-closed — Stellantis has never published it, and the secondary sources that assert closed-deck cite nothing and contradict each other about the related 2.0-liter.
• Bore spacing, for either engine. Neither manufacturer publishes it. The 91 mm figure that circulates for BMW's B-family traces to nothing I could find.
• Peak cylinder pressure capability, for either engine. BMW says the closed deck paves the way for "higher combustion pressure" and gives no number. Stellantis gives no number either.
• Any Hurricane engine speed. No Stellantis document states a redline, a peak-power rpm or a peak-torque rpm for any variant. The 5,800 and 6,100 rpm figures in circulation are secondary.
• The Hurricane's turbine housing configuration and wastegate type. Not published. The words "scroll" and "wastegate" do not appear in the Stellantis press kit.
• Whether the S58 carries the S55's crank-hub failure mode. BMW M states that, in contrast to the S55, the S58 crankshaft "features solidly forged pinions for the oil pump and camshaft drive chain," which is the mechanism and is the strongest thing on the record. But BMW nowhere describes how the sprocket is retained, and ST1926 says the chain drive is carried over from the N58TU. What the market shows is that, unlike the S55, no vendor sells an S58 keyed or pinned hub — meaningful, but not a mechanical fact. We cover the S55 side properly in the S55 guide.
• Transmission torque ratings. ZF publishes only a family range of 220 to 1,000 Nm and no per-variant figure. The convention that the model number is the rating divided by ten is enthusiast lore. BMW never states a limit for the LS58 manual either.
• Injector flow, for either engine. Not published by either manufacturer.

If you find a primary source that closes any of these, send us the link and we will update the article and credit you.

Bottom line

Two companies with nothing in common arrived at the same cylinder — 84 by 90, 2,993 cc, twin turbochargers each fed by three cylinders, 350 bar of direct injection, forged crank and rods — and then spent their engineering budget in opposite directions. Stellantis stiffened the bottom of the block, ran higher compression on more boost, and spent the result on a torque plateau that holds from 2,350 rpm to wherever it stops. BMW stiffened the top of the cylinder and spent its result on 1,700 rpm of engine speed above the end of the torque plateau. The truck engine runs the higher cylinder pressure. The M engine runs the higher piston speed. Both are right for the vehicle they are in.

Where they are not equal is what an owner can do next. The Hurricane has the harder-working hardware and, so far, a controller nobody has opened — a forged bottom end you cannot flash. The S58 has a locked module with a mail-in solution, four mature calibration platforms, and a documented order in which the factory parts give out: fuel first, then turbochargers, then rods, then the gearbox. Knowing that order is worth more than any single horsepower figure, because it tells you what to buy and, more usefully, what not to buy yet.

If it is the BMW in your garage, that ladder is what we build to, in that order, from your car's own data. Start with your car and we will tell you where you actually are on it.

Frequently asked questions

What is the Hurricane engine's bore and stroke?

84.0 mm bore by 90.0 mm stroke, giving approximately 2,993 cc. Stellantis has never printed those numbers in a press release — what it publishes is that the 3.0-liter "shares design features, including bore and stroke and cylinder spacing, with the globally produced turbocharged 2.0-liter I-4," which is independently documented at 84.0 by 90.0 mm. Stellantis' own Direct Connection HurriCrate crate-engine spec sheets do print "Bore 84 mm / Stroke 90 mm." Those same pages also print "186 cu. in." for displacement, which is arithmetically impossible against their own bore and stroke and should be treated as a spec-table error.

Do the Stellantis Hurricane and the BMW S58 have the same bore and stroke?

Yes, on the best available evidence. Both are 84.0 mm by 90.0 mm and both displace 2,993 cc. The BMW figure is confirmed in BMW's own technical training document ST1926 and its M3 specification sheet. The Hurricane figure comes from Stellantis' Direct Connection crate-engine pages and from Stellantis' published statement that the six shares bore, stroke and cylinder spacing with its 2.0-liter four. Both engines also run direct injection to 350 bar and use two turbochargers, each fed by three cylinders.

Does the Hurricane engine have forged internals?

Yes, partly. The Stellantis press kit specifies a forged steel crankshaft and forged steel connecting rods, with no Standard Output or High Output qualifier, and the Direct Connection Cat 1 crate page — the Standard Output engine — lists the same. The documented difference between the two variants is the piston: Standard Output uses cast aluminum pistons with a cast-iron top ring land insert, High Output uses lightweight, oil-jet-cooled forged aluminum pistons.

Does the BMW S58 have forged internals?

Yes. BMW ST1926 documents a forged 42CrMoS4 Mod steel crankshaft weighing approximately 21.2 kg, forged connecting rods of 151.1 mm nominal length carried over from the S63B44T4 V8, and forged Mahle slipper-skirt pistons in M142P alloy — BMW states explicitly that "the piston alloy is formed by forging" and that the "P" suffix in the alloy designation denotes it. Wrist pins are 23 mm 16MnCr5 case-hardened steel with a diamond-like carbon coating.

Does the Hurricane engine have port injection? Does the S58?

Neither one does. Both are direct injection only, and both run to 350 bar of rail pressure. The Hurricane uses one high-pressure pump on the Standard Output and two on the High Output; the S58 uses two, driven off the exhaust camshaft and alternated every 30 seconds under light load. Because no fuel washes the back of the intake valves on a direct-injection-only engine, both engines accumulate intake-valve carbon over time, and periodic cleaning is a maintenance item on both. The oil side of that same architecture is in our essay on direct injection, LSPI, and motor oil's role.

What is the Hurricane engine's compression ratio?

10.4:1 on the Standard Output and 9.5:1 on the High Output, stated by Stellantis in two press kits four years apart and repeated on both Direct Connection crate pages. For comparison, the BMW S58 runs 9.3:1. The Hurricane therefore carries higher compression than the S58 at both of its output levels.

What size turbos does the Hurricane engine use?

Stellantis publishes a turbocharger size for exactly one application. The 2026 Charger press kit names twin Garrett GT2054 turbochargers, 54 mm, at a peak boost of 30 psi and 185,000 rpm for the SIXPACK H.O. Two cautions travel with that. Those figures are stated for the 2026 Charger Scat Pack specifically, not for the 420 hp Standard Output, which Stellantis still describes only as two low-inertia, high-flow turbochargers each feeding three cylinders. And no Stellantis release names a turbocharger supplier for any other Hurricane application. On the BMW S58 the equivalent hardware is two mono-scroll turbochargers supplied by the MHI Group, with an electric wastegate actuator driven by the DME — BMW publishes the supplier and the scroll type but not the frame size.

Can you upgrade the Hurricane engine's turbos?

Not with anything currently on the market, and the reason is structural. The Hurricane's exhaust manifolds are cast into the cylinder head and water-cooled, so the turbochargers bolt to the head casting and there is no exhaust manifold to replace — which constrains almost every conceivable upgrade path. More than four model years into production we could not find a single vendor listing an upgraded Hurricane turbocharger for sale; the deepest Hurricane vendor's turbocharger and fuel-system categories both return "Nothing Found." What that vendor does sell is a billet intake manifold with port-injection provisions at $1,799.99, which tells you the fuel system is the wall people hit first.

What is the difference between the Hurricane SO and HO?

Compression, boost, pistons, fuel pumps, charge cooling and oil. Standard Output: 10.4:1, 22 psi peak boost, cast pistons with a cast-iron top ring land insert, one high-pressure fuel pump, single-inlet charge cooler, 0W-20 oil, and cooled exhaust gas recirculation. High Output: 9.5:1, 26 psi as launched and 30 psi on the 2026 Charger Scat Pack, forged oil-jet-cooled pistons, two high-pressure fuel pumps, dual-inlet charge cooler, 0W-40 oil, and no EGR. The crankshaft and connecting rods are forged steel on both. Published outputs run 420 hp for the Standard Output and 510, 540 or 550 hp for the High Output depending on the application and model year.

How reliable is the High Output Hurricane compared with the Standard Output?

No durability data separates them, and anyone telling you otherwise is guessing. What the field record shows is that the one customer satisfaction notification on the books — 90C, the purge hose — is a High Output item, and that there is no NHTSA safety recall touching the Hurricane engine, its turbochargers or its fuel system in either output. What differs mechanically is that the High Output is the better-defended engine: forged oil-jet-cooled pistons where the Standard Output runs cast pistons with a cast-iron top ring land insert, two high-pressure fuel pumps instead of one, a dual-inlet charge cooler instead of single, 0W-40 oil instead of 0W-20, and 9.5:1 compression instead of 10.4:1. Stellantis has published no numeric durability claim for either output.

Why do Hurricane applications have different oil specs?

Because the two outputs are two different thermal and bearing-load problems. Alan Falkowski of Stellantis, speaking to Pickup Truck Plus SUV Talk, gives the Standard Output 0W-20 full synthetic and the High Output 0W-40, and the stated reason for the heavier grade is the High Output's higher boost pressures and bearing loads. The same interview describes a low-temperature circuit that keeps running after shutdown to cool the turbochargers and prevent oil coking, and characterizes the 10,000-mile interval as "a very safe number." Why grade selection matters this much on a boosted direct-injection engine is the subject of our essay on direct injection, LSPI, and motor oil's role.

Which engine is more highly stressed, the Hurricane or the S58?

By the published numbers, the Hurricane. Every High Output calibration runs higher brake mean effective pressure than every S58 variant, including the M3 CS — roughly 29.7 to 30.2 bar against 27.3 bar — and the Hurricane also runs the higher compression ratio at both output levels. At the very top of both ranges, boost is effectively tied: 30.5 psi for the M3 CS against 30 psi for the 2026 Charger Scat Pack. Where the S58 is working harder is engine speed: it makes peak power at 6,250 rpm and turns to 7,200, which is a mean piston speed of 21.6 m/s at the limit.

Does the Hurricane engine require premium fuel?

Stellantis rates the High Output's published output on 91 octane premium and lists premium as recommended for the Standard Output. Every horsepower figure Stellantis publishes for the High Output is a 91-octane rating.

Can you tune the Hurricane engine?

As of August 2026, in practice only with a piggyback or inline module — one small vendor advertises a bench flash for the Ram 1500 High Output, but publishes no dyno, no ECU identification and no octane, so nothing about it is checkable. No established tuning house has shipped ECU flash support for the Hurricane inline-six. The structural reason is that ignition control lives in a separate module: Stellantis service bulletin 08-031-25 REV. B has dealers reprogram the ISCM and the PCM as two distinct operations, and a third bulletin covers the transmission control module. A real flash has to solve at least two controllers. The released market is a Burger JB4 at $599 for the Ram and $699 for the Charger, and a DiabloSport Pulsar Cat6 at $716.95, all working without reflashing anything. How a signal-intercept module differs from a flash in principle is covered in bootmod3 vs MHD vs JB4.

How much power can the Hurricane engine handle?

There is no reliable published answer. The two stock chassis-dyno baselines published for the 2026 Charger SIXPACK H.O. came from two outlets ten weeks apart, neither named a dyno brand or a correction standard, and the car is all-wheel drive with some shops running it in two-wheel-drive mode — so they are not comparable to each other and not comparable to any crank rating. What the market signals instead is where the ceiling is: the first billet part built for this engine is an intake manifold with port-injection provisions, and it arrived before any turbocharger or injector. That points at the 350-bar direct-injection fuel system as the first hard limit.

How much power can a stock-block Hurricane handle compared with a stock-block S58?

The BMW S58's limits are documented in a way the Stellantis Hurricane's are not. Racebox, publishing Dynojet figures and stating so, put the stock S58 direct-injection fuel system at around 680 wheel horsepower on full E85, the stock turbochargers at around 750 whp on ethanol with port injection, and the stock connecting rods at an absolute 800 wheel-pound-feet — capping their own builds at 750 for margin. Bend Calibration independently describe 750 to 780 whp calibrations as risking rod bending. For the Hurricane there is no equivalent published figure from anyone. The order matters more than the numbers: fuel system, then turbochargers, then rods, then the gearbox. Our S58 engine guide covers that ladder in full.

Does the S58 have crank hub issues like the S55?

That question belongs to the S55, and we answer it properly there rather than here. The short version for this comparison: BMW has never published how the S58's crankshaft sprocket is retained, and unlike the S55 no vendor sells an S58 keyed or pinned hub. See our S55 engine guide for the mechanism and the fix.

What vehicles have the Hurricane engine?

Per EPA certification data: the Jeep Grand Wagoneer from model year 2022 in High Output form, the Jeep Wagoneer and Wagoneer L from 2023 in Standard Output, the Ram 1500 in both outputs plus the Ram 1500 RHO from 2025, and the Dodge Charger R/T and Scat Pack from 2026. The engine is built at Stellantis' Saltillo Engine Plant in Mexico.

Can you buy a Hurricane crate engine? Can you buy an S58 crate engine?

You can buy the Hurricane and you cannot buy the S58. Stellantis' Direct Connection sells the HurriCrate Cat 1 at $10,985 (part number 68643792AA) and the Cat 3 at $13,745 (68643793AA), with long blocks at $7,995 and $11,715, as listed in August 2026. BMW sells no factory S58 crate engine. Worth knowing before you plan a swap: Direct Connection does not offer an engine controller, a wiring harness or a calibration kit with either crate engine.

How does the Hurricane compare with the BMW B58 rather than the S58?

The B58 is the only engine of the three that uses a single twin-scroll turbocharger — both the Hurricane and the S58 use two turbochargers, each fed by three cylinders. The B58 also runs much higher compression at 11.0:1 and, unlike either engine here, gained factory port injection with its 2022 revision. We cover it in the B58 engine guide, map the whole BMW straight-six family in B58 vs S58 vs P58, and explain why the letters mean what they mean in BMW engine codes explained.

Is the Hurricane engine reliable?

Too early for a verdict, and the honest answer is that its field record so far is a software record rather than a broken-metal one. There is no NHTSA safety recall touching the Hurricane engine, its turbochargers or its fuel system. What exists is a set of service bulletins with escalating build cutoffs covering misfire and catalyst-efficiency codes, purge-hose customer satisfaction notification 90C on High Output engines, and a thermostat bulletin. Stellantis has published no numeric durability claim of any kind — if you see a specific hours-at-full-load figure attributed to Stellantis, it is not from Stellantis.

What is the best inline six for tuning?

Ask it as a hardware question and the answer is the Stellantis Hurricane; ask it as a software question and it is not close. On hardware the Hurricane ships from the factory with a forged steel crankshaft, forged steel I-beam rods, cross-bolted steel main bearing caps and sprayed bores, and Stellantis will sell you the whole engine, from $7,995 for a HurriCrate Cat 1 long block as listed in August 2026. On software, as of August 2026 no established tuning house has shipped an ECU flash for the Hurricane inline-six, because ignition control lives in a separate controller from the PCM; the released market is piggybacks between $599 and $717. The BMW S58 is the mirror image: a factory-locked DME with a mail-in solution, four mature calibration platforms, and a documented order in which the stock parts give out. A tunable engine is one you can reach, and today only one of these two can be reached properly. Where that leaves you on the ladder is in Stage 1 vs Stage 2 vs Stage 3, and what a calibration does to the factory warranty is in tuning and your warranty.