When the facelifted Range Rover Sport and Land Rover Discovery 3 (LR3 in the U.S.) take their bows later this year, in addition to the new faces they'll also be showing off new engines. The 2.7-liter TDV6 currently used is good for 190 hp and 324 lb-ft. The new engine will be Jaguar's 3.0-liter twin turbocharged V6 diesel and will come in two flavors: one with 237 hp for the Discovery 3, and one with 272 hp and 420 lb-ft for the Range Rover Sport.

Those numbers are down on the figures achieved by the same lump in the Jaguar, at 275 hp and 443 lb-ft, but even the 237 hp variant should give the 190 hp 2.7-liter a proper shellacking. Even though the 2.7-liter, might remain as an option, the same engine swap yielded a 12% increase in gas mileage in the Jaguar. With the 3.0-liter providing more power on less fuel, it makes us think the 2.7-liter will be shown the door either by Land Rover or its customers.

[Source: Autocar]

We've been enamored with the idea of stuffing a Suzuki Hayabusa-derived V8 engine into an appropriately light and sporty four-wheeled conveyance since we first learned of such a powerplant's existence last Spring. The task of creating a 'Zuki-powered sled is set to become significantly easier now that Hartley Engineering has managed to rework the 'Busa block a bit. An entirely new crankcase has been designed and hewn from a huge chunk of 6061 T6 aluminum. It may not be a V8, but this new inline-four engine, known as the H2, is a diminutive powerhouse that can bolt right up to a standard automotive transmission. Why is this a big deal? Motorcycle gearboxes generally don't have a dedicated reverse gear and usually output their high-revving power via a chain. Now, the prospect of a 140-pound engine with over 200 horses powering something along the lines of a Super 7 has us salivating once again. Those with equally imaginative minds can now begin plotting their next projects, as the H2 is expected to be ready for purchase in early '09.

[Source: Hartley Enterprises via The Kneeslider]

Ward's Auto has released its annual list of Ten Best Engines for the new year, and our first assessment is that it's just as interesting for what isn't present as for what is. First of all, let's get the official list out of the way:

• Audi AG: 2.0L TFSI turbocharged DOHC I-4 (A4 Avant)
• BMW AG: 3.0L turbocharged DOHC I-6 (135i Coupe)
• BMW AG: 3.0L DOHC I-6 Turbodiesel (335d)
• Chrysler LLC: 5.7L Hemi OHV V-8 (Dodge Ram/Challenger R/T)
• Ford Motor Co.: 2.5L DOHC I-4 HEV (Escape Hybrid)
• General Motors Corp.: 3.6L DOHC V-6 (Cadillac CTS)
• Honda Motor Co. Ltd.: 3.5L SOHC V-6 (Accord Coupe)
• Hyundai Motor Co. Ltd.: 4.6L DOHC V-8 (Genesis)
• Toyota Motor Corp.: 3.5L DOHC V-6 (Lexus IS 350)
• Volkswagen AG: 2.0L SOHC I-4 Turbodiesel (Jetta TDI)
  

Take a good look. Nissan's ubiquitous VQ, which up to this point, was the only engine series that had made Ward's Ten Best ever since the list's inception in 1995, is conspicuously absent. That's a big deal. We also note a couple of turbodiesel engines, one in BMW's favored inline-six configuration and one that powers VW's Jetta TDI. Ford's updated 2.5L hybrid four cylinder is also recognized, rounding out this year's trio of green powerplants. We also note that there's only one American V8 engine, the redesigned HEMI from Chrysler. More snubs? How'd they miss the amazing powerplants that sit under the hoods of the Corvette ZR1 and the Nissan GT-R? Update: Thanks goes to our commentators, who point out that the ZR1 and GT-R are too expensive to make the list.

[Source: Ward's Auto]

Mercedes-Benz, longtime stalwarts of the V12 engine, is considering lowering its preferred cylinder count by a third. While our first inclination is to assume that this change is being made to increase the fuel efficiency and lower the emissions of the overall Daimler line, the real reason that the bent-12 engine program is being dropped is simply because the block is too long. A V12 is, for all intents and purposes, the same length as an inline-six, and the German automaker's latest line of mainstream engines are all in a V-design, so its cars are no longer being designed with an engine compartment large enough to house such a lengthy engine. Fear not, power fans, as the company isn't abandoning high horsepower in general. The V12 program is apparently being shifted towards twin-turbo V8s, and the magic of forced-induction means there's no reason to assume that fewer cylinders will equal fewer ponies. Expect the moratorium on V12s to begin the next few years.

[Source: Auto Bild]

"You've got to have the right tool for the job." "You can't bring a knife to a gun-fight." Etcetera, etcetera, etcetera. We've heard it all before. Honda makes some excellent engines, there's no doubt about that, from small displacement four-pots that rev through the roof to gloriously smooth and reliable V6 units. Unfortunately, the fun stops there, as the Japanese automaker has steadfastly stuck to its guns, not building an eight-cylinder engine when it can do just as well with fewer pistons.

Regardless of how competent its six may be, nearly all of Honda's competitors offer V8 engines in their top-level models, and Acura fanatics have been begging for a range-topper to compete with the likes of Audi, BMW, Lexus and Mercedes-Benz for years. They may soon get their wish, as Honda's CEO Takeo Fukui has stated once and for all that Acura will indeed be getting an eight for its next top-level sedan.

What good is a beefy engine if you can't get the power to the ground? A big, heavy V8 engine over the front tires is a recipe for a horribly unbalanced front-driver, and Honda realizes this. So expect the aforementioned sedan to get rear-wheel-drive to go along with its newfound infusion of displacement. When? Not until 2015 according to some industry sources. That's a veritable eternity in the auto biz, so we have to wonder if Fukui has let the cat out of the bag a bit prematurely.

[Source: Auto Observer]

Fisker Automotive has apparently decided that 260 hp and 260 lb-ft of torque should be plenty of power to recharge some batteries. Those 260 galloping ponies will come courtesy of the General in the form of its 2.0L direct injected and turbocharged Ecotec four banger, an engine that we've sampled ourselves plenty of times. We feel well qualified, therefore, to suggest that this is an excellent motor, but it really sounds like a major case of overkill for this particular application. Perhaps that's better than "underkill" (if such a word actually existed) as that powerful engine ought to be able to recharge the Fisker Karma's on-board lithium ion batteries at an extremely brisk pace. The faster the internal combustion engine can charge up the battery pack, the quicker the car can revert back to its native electric-only operation. Plus, that engine is a relatively light chunk of alloy, so the Karma's motor shouldn't be burdened by the gasoline-fed boat anchor too horribly under electric power.

We also find it a bit interesting that Fisker chose GM as its powertrain supplier, which means that the Karma and GM's own Chevy Volt are now even closer cousins than before. Both vehicles will sport four doors, lithium ion batteries and an extended-range electric vehicle drivetrain; and with this announcement, both are now slated to share four cylinder engines from GM. This kinda makes 'em second-cousins through marriage, no?

Sirius and XM have buried the hatchet and merged their content, to the likely displeasure of many. XM closes 15 stations while simultaneously adding 22 new selections to the lineup, and Sirius pretty much broke even, trading 11 stations for 10 new ones. As has always been the case, the sports fans fare the best. Reception is reportedly better, too, though we're sure the lossy-codec lack of fidelity still makes it all virtually unlistenable to anyone that pays attention. If you don't care that cymbal crashes on SatRad sound like a pair of metal trash cans being hurled down a fire escape, you'll likely be pleased with the shuffling; though we hope they've left our beloved Soulsville alone.

[Source: Kicking Tires]

Not too long ago, Hyundai didn't compete directly with anything coming out of Germany (or perhaps that's the other way around). Now Hyundai is determined not to let up on its recently-made foes. Today it unveiled the R-Engine, a new diesel in two capacities that the company says "can comfortably beat the power outputs of all German and French competitors." So there.

The Euro-V compliant, common-rail lumps come in 2.0-liter and 2.2-liter flavors, each with piezo-electric fuel injectors and electronic variable geometry turbos. Refinement comes via an internal, silent steel timing chain and a lower balance shaft housed in a stiffened ladder-frame housing. Weight has also been reduced thanks to a head cover, intake manifold and oil filter housing all made from plastic.

The 2.0-liter R-Engine puts out 181 hp and 289 lb-ft. That compares to 170 hp and 258 lb-ft for Audi's 2.0-liter TDI. The 2.2 liter Hyundai diesel pushes 197 hp and 321 lb-ft. , which compares with 215 hp and 398 lb.-ft. for Mecedes' 3.2-liter BLUETEC CDI.

Hyundai says the first vehicles to get the new diesel R engine will be SUVs and large sedans sold in Europe. Unfortunately, there appear to be no plans to bring it to the U.S. where our diesel emissions standards are higher than the Old Country's, at least for now.

[Source: Hyundai]

If current rumors prove accurate, General Motors has big plans for its line of high-feature V6s, and with good reason. These six-cylinder engines make class competitive power and are very smooth. Thanks to direct injection, the engine range also offers excellent fuel efficiency when mated to GM's equally new six-speed automatic transmission. We recently heard that a new 3.0-liter version of this powertrain duo would make an appearance in the new 2010 Buick LaCrosse, and now we're hearing the engine will also be optional in the upcoming Chevy Equinox and standard in Cadillac's new SRX. Expect the new 3.0-liter V6 to offer around 250 horses and fuel efficiency slightly under 30 mpg on the highway. The Equinox's standard engine will be a new 2.3-liter direct-inject inline four-cylinder unit making something north of 200-horsepower, while the uplevel Caddy SRX should get the optional 300-plus horsepower 3.6L powerplant as found in the CTS.

[Source: GM Inside News]

One of the highlights of the recent Audi Mileage Marathon for participating journalists was the in-car internet connectivity. The Q7s and other vehicles used in the marathon were equipped with a Cradlepoint mobile WiFi router and USB wireless broadband adapter. We were able to open up our laptops (when we were in the passenger seat, of course!) and connect to the net to write our stories while on the go.

Delphi is now teaming up Autonet mobile to market in-car internet their connectivity products. Autonet is the company providing the in-car WiFi uConnect system that will become available from Chrysler dealers this fall. That unit is basically a standard WiFi router with a broadband adapter installed inside the box. The Delphi-Autonet partnership will take this technology and go a few steps further to add a variety of telematics services as well as improving the robustness of the systems. One of the issues that automotive engineers have to deal with on modern cars is radio frequency interference. Delphi will be using its experience in automotive electronics to help Autonet harden its systems and meet the requirements of carmakers for factory installation.

[Source: Autonet Mobile]