Stellantis is targeting one of the most persistent challenges in high-performance engines: turbo lag. The company’s SRT division has introduced eBoost Air, an electric compressor system designed to deliver immediate throttle response in the Hurricane 3.0 inline-six biturbo engine. Still in the prototype stage, the technology signals a new approach to balancing power and drivability in modern combustion engines.
The Hurricane gives the experiment a large performance baseline. In 2025 Ram 1500 specifications, the 2.993-liter twin-turbo inline-six is offered in Standard-Output and High-Output configurations. Both use direct fuel injection and pair with the TorqueFlite 8HP75 eight-speed automatic transmission. The Standard-Output version is rated at 420 horsepower and 469 lb-ft of torque, with a 10.4:1 compression ratio; the High-Output version produces 540 horsepower and 521 lb-ft, with a 9.5:1 compression ratio. The Standard-Output engine also exceeds the cited 395 horsepower and 410 lb-ft ratings of the 5.7-liter HEMI V8.
Traditional turbochargers rely on exhaust gases to spin a turbine, which then compresses air into the engine. This setup works well at high revs, but large turbos often struggle at low speeds, leaving a noticeable delay between pressing the accelerator and feeling the surge of power: a phenomenon known as turbo lag. Over the years, manufacturers have tried various solutions. SRT’s latest move addresses the problem from the intake side instead of the exhaust.
The eBoost Air system places an electric compressor ahead of the Hurricane’s two conventional turbochargers. Unlike electric turbos that directly spin the basic turbines, this device pre-compresses air and pushes it toward the turbos, helping them reach optimal speed much faster. When the driver demands instant acceleration and the turbos are not yet fully spooled, electronically controlled valves reroute intake air through the e-compressor. This delivers boost pressure almost instantly, allowing the basic turbos to engage sooner. Once exhaust flow is sufficient, the system disengages and air returns to its normal path.
This approach differs from those of other manufacturers that have opted to electrify the turbo itself. Stellantis aims to give the Hurricane engine a response reminiscent of a supercharged V8: immediate and forceful, while retaining the benefits of large turbos for high-end power. SRT says eBoost Air does not increase the engine’s peak horsepower, but enables the Hurricane to reach its maximum performance levels more quickly and consistently.
The system requires a 48-volt electrical supply to power the compressor. Unlike more complex energy recovery systems, eBoost Air draws electricity only during the brief window when the turbos need assistance and does not recapture energy when idle. Integrating the technology into the Jeep Grand Cherokee prototype posed a challenge: engineers had to find space for the new compressor and add a third air intake route. Despite these hurdles, SRT developed the prototype in just seven weeks, a rapid pace for technology still in the demonstration phase.
Some purists may see this as a departure from traditional gasoline engines, but Stellantis North America’s Tim Kuniskis argues that enthusiasts embrace technology when it delivers real performance benefits without drawbacks. The company aims to combine the immediacy of classic supercharged engines with the efficiency and power potential of modern turbocharging.
Stellantis continues to use Hurricane-derived turbocharged engines in performance applications. In an official media release, the company described the 550-horsepower Dodge Charger Scat Pack as powered by a 3.0-liter twin-turbo SIXPACK High-Output engine, calling it “the most powerful Hurricane engine in production.” That production specification provides further context for the family’s performance range, alongside the 540-horsepower High-Output Hurricane listed for the Ram 1500.
In the future, eBoost Air could make way for even larger turbochargers in future engines, as the electric compressor helps offset the increased lag typically associated with bigger units. This would give engineers more freedom to pursue higher power outputs without sacrificing low-end response. The move reflects a broader industry trend toward electrified solutions for traditional engine challenges, also seen in recent innovations like the electric trailer system for diesel trucks, as highlighted in coverage of hybrid freight technology.
For now, eBoost Air remains a prototype. Its fast development and promising results suggest Stellantis is serious about redefining what drivers can expect from turbocharged engines. As the automotive sector evolves, such hybrid solutions may become more common, bridging the gap between classic performance and modern efficiency.
