Less weight over the front wheels which in turn allows for quicker response especially, with turn in on a curve.....main benefit would be on the RWD cars. AWD would negate a lot of the weight savings.....
2022 Stinger GT-Line 2.5L Turbo. G4KR engine GDI with MPI
- Thread starter Snatchell
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Snatchell
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Less weight up front is my guess. Turn in would be better - more nimble feel.
Not just less, but typically centered a little further back, although the engine orientation for both is the same, but the dual turbos and associated tubing for intercooler and intakes means more weight further forward. That contributes to under-steer.
The problem is the better handling thing is true, but they also don't really maximize it either, likely to prevent eating into the more expensive car's sales. So you generally don't see the wheel/tire/brake and suspension packages that are possible on the more powerful car, at least here in the US. In europe, all the european cars will tend to offer a lot more possibilities with a lot more engine choices. Some light wheels, wider tires, stiffer sways, better brakes could have a lighter 2.5 stinger getting around a smaller course faster than the more powerful one, like autocross courses, etc. 225 all seasons ain't going to do it though.
I would doubt that, you are likely going to have the same problem most cars have if you tune for more torque, the torque will fall off way more at higher RPMs. Peak torque may get higher, but torque under the curve will get lower as it's forced to boost past it's optimal volumetric efficiency. This is why BMWs have killed it with their turbo-6 engines for so long. Well, that and their HP is always the "wheel HP", but their torque curves have been flat from ~1500 all the way up. Now most cars are made like that, but they've been doing it longer. Although another car may have more HP or the same torque, if it doesn't have the same area under the curve, it's likely (not always) slower. When the turbo runs out of breath because you've pushed it further than intended, that's where you tend to end up, with a higher but earlier peak, then rapidly falling off. There's a lot of parts that have to work together to hold higher boost and not fry the engine as well. Your injectors need the bandwidth to be able to deliver enough fuel to support the power and not fry the engine, turbo engines require a LOT of fuel to do this and crazy rich mixtures under power. In short, your 4 injectors would need to be able to flow as much as the 6 do in the V6. Fuel pump and rail needs to be able to support this higher pressure. Intercooler may need to be increased. BOV or recirc may need to be stronger. Solenoids may need to be stronger to hold the increased pressure. This usually requires an axle-back exhaust to do it properly and at least high flow cats, if not cat deletes. And there's those pesky spark plugs.
And that's why the V6 has TT, to deliver that torque across the range and maximize that area under the curve.
Although it can be "relatively easy" to tune a turbo engine, the ECU tune is only part of it and if you want to reach those higher numbers (without changing turbos and major changes) it generally takes a bit of changes. I had my 2.0 WRX which made "230hp" up around the 280hp mark, but that took a full turbo-back exhaust, short ram intake (ok, that part probably did nothing), bigger intercooler, and a few other mods I can't remember. My big limitation was the fuel injectors, I couldn't go too far without frying the engine, or I needed bigger injectors. The turbo was also tiny so even though I was getting much better acceleration, it ran out of breath super fast.
But, the 2.5 may get close with a few mods and it may only have to get close, being lighter...
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First, your profile name is right up there with one of the best in the forum......neck and neck with @MerlintheMad ........
Second, I agree with the majority of your post and no argument here comparing the two drivetrains. I am a big fan of the 2.5 and thought Kia did right by the Stinger by upgrading the engine. Now, buyers don't have to suffer the "little guy" syndrome because they bought the 4cyl. i will say that I still believe that the cost of getting the 2.5 in the neighborhood of the 3.3 won't be nearly as high or complex as it would have been for the 2.0.....
Maintaining reliability would be more difficult than getting the power out of it......F1 cars are pushing 700hp from a 1.8L 6cyl but it only has last for 50 - 70 laps....
From interior to exterior to high performance - everything you need for your Stinger awaits you...
