 | This articleneeds additional citations forverification. Please helpimprove this article byadding citations to reliable sources. Unsourced material may be challenged and removed. Find sources: "Nissan VG engine" – news ·newspapers ·books ·scholar ·JSTOR(November 2018) (Learn how and when to remove this message) |
| Nissan VG engine | |
|---|---|
.jpg) VG30E engine in a 1987300ZX GL | |
| Overview | |
| Manufacturer | Nissan (Nissan Machinery) |
| Production | 1983–2004 |
| Layout | |
| Configuration | 60°V6 |
| Displacement | 2.0 L; 121.9 cu in (1,998 cc) 3.0 L; 180.6 cu in (2,960 cc) 3.3 L; 199.9 cu in (3,275 cc) |
| Cylinder bore | 78 mm (3.07 in) 87 mm (3.43 in) 91.5 mm (3.60 in) |
| Piston stroke | 69.7 mm (2.74 in) 83 mm (3.27 in) |
| Cylinder block material | Cast iron |
| Cylinder head material | Aluminum |
| Valvetrain | SOHC 2 valves x cyl. DOHC4 valves x cyl. withNVTCS |
| Valvetrain drive system | Timing belt |
| Combustion | |
| Supercharger | SingleEatonRoots-type M62 (2001-2004 VG33ER) |
| Turbocharger | SingleGarrett T3 (1983–1987 VG30ET; all VG30DET) Single Garrett T25 (1988-1989 VG30ET) Twin Garrett/Mitsubishi T22/TB02 (1989-2000 VG30DETT) |
| Fuel type | Gasoline |
| Oil system | Wet sump |
| Cooling system | Water-cooled |
| Output | |
| Power output | 99–330 PS (98–325 hp; 73–243 kW) |
| Torque output | 149–388 N⋅m (15–40 kg⋅m; 110–286 lb⋅ft) |
| Chronology | |
| Predecessor | Nissan L engine (Straight-six) |
| Successor | Nissan VQ engine |
TheVG engine is a family ofV6engines designed and produced byNissan between 1983 and 2004. It was added to a new engine family name PLASMA (Powerful ＆ Economic, Lightweight, Accurate, Silent, Mighty, Advanced).
Produced as Japan's (as well as Nissan's) first mass-produced V6 engines, the iron block/aluminum head 60° VG engine was produced in displacements between 2.0 and 3.3 liters. Early versions usedSOHC cylinder heads with two valves per cylinder; later models featuredDOHC cylinder heads, four valves per cylinder, a slightly different engine block andN-VCT, Nissan's own version ofvariable valve timing, delivering a smoother idle and more torque at low to medium engine speeds.
Both production blocks and head castings were used successfully in theNissan GTP ZX-Turbo andNPT-90 race cars which won theIMSA GT Championship three years in a row.
Development of theVG series began in 1979 byNissan Machinery, a former member of theNissan Groupkeiretsu. The objective was to replace theinline 6L engine, which traces its roots back to theMercedes-Benz M180 engine introduced in 1951, with an all-new V6 engine.
Nissan engineers wanted theVG to have improved performance, fuel economy, reliability, and refinement, while being both lighter and more compact than its predecessor. The resulting engine was designed from scratch, sharing little to no mechanical components with its predecessor or any other automaker. Extensive computer design techniques were used during development, which made theVG series one of the most advanced and high-tech engines of its day.
TheVG engine series featured a sequentialmulti-port fuel injection system, and Nissan's Electronic Concentrated Control System (ECCS). ECCS used a microprocessor and an oxygen sensor to control fuel delivery, spark timing, exhaust gas recirculation rate, andengine idle speed, depending on the current operating conditions of the engine. This system reduced carbon emissions, improved fuel economy, and improved engine performance during cold-start and warm-up conditions.
The advantages of theVG engine over its inline 6 predecessor was that its V6 configuration would have greater torsional rigidity for higher performance potential, and its shorter length would give Nissan designers and engineers more freedom for vehicle design, allowing for both more frontal crush zone space and transverse mounting forfront-wheel-drive vehicles.
AllVG engines use atiming belt to synchronize the camshafts with the crankshaft rather than atiming chain. TheVG series engine was put into thousands of Nissan vehicles, debuting in Japan in the 1983Nissan Gloria/Nissan Cedric and in the US and other markets in the 1984Nissan 300ZX, making it the first V6 engines made by a Japanese manufacturer to be produced in mass-production.
After the introduction of theVQ engine in 1994, theVG engine was slowly phased out in Nissan cars, and after 2002 it was only available in theNissan Frontier andNissan Xterra. TheVG engine was retired in 2004, by which time all V6-powered Nissans had switched to theVQ. The last vehicle powered by aVG series engine was theY31 Nissan Cedric for fleet use, which kept use of the VG20P engine for more than 20 years until it was retired in 2007.
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
TheVG20E is a 1,998 cc (2.0 L)SOHC engine produced from 1983 on. It produces between 115 PS (85 kW; 113 hp) and 125 PS (92 kW; 123 hp) net. In the earlier gross rating system, early eighties' models claim 130 PS (96 kW; 128 hp).
Applications:
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
The VG20ET was based on the VG20E, but with an addedvariable-geometry turbocharger. The VG20ET produces 170 hp (127 kW). This SOHC motor debuted after the VG20E in 1984. Also coming with the Y30, this motor was known as the "Jet Turbo", and came with theNissan Leopard models XS, and XS-II Grand Selection. Contrary to the VG30ET that came out in the US, the VG20ET came with an intercooler in certain models to push the horsepower output to 155 PS (114 kW; 153 hp), a great jump from the normally aspirated VG20E. The turbo included with the VG20ET had two different settings. At low speeds, the turbo's wastegate would stay closed improving the response at low rpm. At high speeds, the flap would stay open, decreasing resistance and increasing exhaust flow. At its maximum flow, the flap would open at an angle of 27 degrees, while the A/R ranged from 0.21–0.77. Being that the VG20ET had a short stroke 78 mm × 69.7 mm (3.07 in × 2.74 in), it was thought to have insufficient low end torque. Nevertheless, the VG20ET was a great improvement over the VG20E.
Applications:
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
The VG20DET is anDOHC 1,998 cc (2.0 L) engine with a ceramicturbocharger and intercooler. It has a bore and a stroke of 78 mm × 69.7 mm (3.07 in × 2.74 in) and produces 210 PS (154 kW; 207 hp). This engine featuresNVTCS (Nissan's Valve Timing Control System).
Applications:
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
The VG20P is theAutogas (Liquified petroleum gas) version of the VG20. It produces 99 PS (73 kW; 98 hp) at 5,600 rpm and 149 N⋅m (110 lb⋅ft) at 2,400 rpm. Later versions (2004–2005) produce 105 PS (77 kW; 104 hp) at 6,000 rpm and 152 N⋅m (112 lb⋅ft) at 2,400 rpm. It is an overhead cam, twelve-valve engine.
Applications:
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
The VG30S is a 2,960 cc (3.0 L) SOHC twelve-valve engine with an electroniccarburettor which produces 148 PS (109 kW; 146 hp) at 4,800 rpm and 234 N⋅m (173 lb⋅ft) at 3,600 rpm. This engine was mainly offered in export markets with more lenient environmental regulations, such as the Middle East and Africa.
Applications:
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
TheVG30i is a 2,960 cc (3.0 L) engine produced from 1986 through 1989. It features a throttle body fuel injection system. It has a long crank snout, a cylinder head temperature sensor positioned behind the timing belt cover, and a knock sensor in the cylinder valley (on California models only). It produces 140 PS (103 kW; 138 hp) at 4,800 rpm and 226 N⋅m (167 lb⋅ft) at 2,800 rpm.
Applications:
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
The 2,960 cc (3.0 L)VG30E produced 153 hp (114 kW) and 182 lb⋅ft (247 N⋅m). Bore and stroke is 87 mm × 83 mm (3.43 in × 3.27 in). In the 300ZX, it produced 160 hp (119 kW) and 173 lb⋅ft (235 N⋅m) of torque. In April 1987 the "W" series VG30 was released, adding 5 horsepower but leaving torque unchanged. In 1989, the Maxima received the 160 hp (119 kW) rating, but also used a variable intake plenum improving torque to 182 lb⋅ft (247 N⋅m) at 3200 rpm.
Applications:
.jpg)
The 2,960 cc (3.0 L)VG30ET was available in early production with a singleGarrett T3turbocharger at 6.8 psi (0.47 bar) and a 7.8:1 compression ratio. The USDM and JDM version produced 200 PS (147 kW; 197 hp) and 227 lb⋅ft (308 N⋅m). European versions produced 230 hp (233 PS; 172 kW) and 252 lb⋅ft (342 N⋅m). When "W"-Series VG30 was released in April 1987, horsepower was increased to 205 PS (151 kW; 202 hp). All 1987 models featured a T3 turbocharger at 6.8 psi (0.47 bar). In 1988 the compression ratio was changed to 8.3:1 and turbocharged with a single Garrett T25 turbocharger at 4.5 psi (0.31 bar) to reduceturbo lag.
The engine specified as theVG30ET engine in theNissan GTP ZX-Turbo Racecar, was a heavily modifiedVG30ET producing over 551 kW (749 PS; 739 hp) at 8,000 rpm, and over 686 N⋅m (506 lb⋅ft) at 5,500 rpm.[1]
Applications:
The firstDOHC 24 valveVG30DE engine was developed for the 1985MID4 concept. The 2,960 cc (3.0 L)VG30DE produces 190 to 222 hp (142 to 166 kW) and 198 lb⋅ft (268 N⋅m). Bore and stroke is 87 mm × 83 mm (3.43 in × 3.27 in).[2] Original Japanese market units claimed 185 PS (136 kW).[3] There are two versions of the VG30DE. The first was introduced in 1986 and was never sold in North America or other countries, and was exclusively offered on the Japanese300ZR (Z31) andNissan Leopard F31. The second was introduced in 1989, this time being sold outside of Japan and into North America and other countries in the300ZX (Z32) and the Japan-onlyCima. The VG30DE has two throttle bodies facing the front of the vehicle (Nissan 300ZX and Fairlady Z) or two throttle bodies to the left (sedans and 300ZR). It was also installed withN-VCT, an early form of variable valve timing.
Early VG30DEs used large oval intake ports, and round exhaust ports, though the flange was similar to the SOHC VG engine, bolt spacing was slightly different. Late VG30DE's used slightly smaller oval intake ports, and oval exhaust ports. The bolt spacing was shared with the round-port variant from earlier years.
Applications:
| Years | Model | Power output |
|---|---|---|
| 1985 | Nissan MID4 | Concept (Not-Production) |
| 1986–1989 | Nissan 300ZX Z31 (300ZR only) | 190 hp (142 kW; 193 PS) |
| 1990–1997 | Nissan 300ZX Z32 | 222 hp (166 kW; 225 PS) |
| 1989–2000 | NissanFairlady Z Z32 | 222 hp (166 kW; 225 PS) |
| 1986–1992 | Nissan Leopard F31 | 190 hp (142 kW; 193 PS) |
| 1992–1998 | Infiniti J30/Nissan Leopard J Ferie | 210 hp (157 kW; 213 PS) |
| 1992–1995 | Nissan Gloria and Cedric | 190 hp (142 kW; 193 PS) |
| 1989–1991 | Nissan Cima | 190 hp (142 kW; 193 PS) |
TheVG30DET is a 3.0 L (2,960 cc), 24-valve,DOHC, VTC-equipped engine equipped with a non-intercooled T3 (Nissan N1 Type) 4-bolt Garrett Turbo running between 7.5 and 11.5 psi (0.52 and 0.79 bar). Generating up to 255 PS (188 kW; 252 hp) and measuring 236 lb⋅ft (320 N⋅m) depending on the production year and application, it is a single-turbo engine that was used from 1987 through 1995 in the Japanese market, and the predecessor to the VG30DETT engine.
While this engine is similar to the VG30DE, it used different heads and inlet manifold. Contrary to popular belief, it was not available in the Nissan 300ZR model - the 300ZR only had an early version of the (non-turbo) VG30DE. The engine was available in the Cedric, Gloria, Cima and Leopard chassis.[4]
Applications:
TheVG30DETT is an iron block/aluminum headtwin-turbo, twinintercooler 2,960 cc (3.0 L; 180.6 cu in) version first seen in the 1987MID4-II concept. Producing 330 PS (325 bhp; 243 kW) in the MID-4 and coming in at a weight of 237 kg (523 lb), it was the last of Nissan'sDOHCbelt-driven4 valve per cylinderturbocharged engines put into production, following theCA18DET andRB20DET.
The engine's hybrid T22/TB02 twin-turbos were developed exclusively for Nissan,[5] and it came with Nissan'sNVTCS valve timing control system).
The production engine as used in the 1989–2000300ZX (Z32) develops 304 PS (300 bhp; 224 kW) at 6400 rpm and 283 lb⋅ft (384 N⋅m) at 3600 rpm with a five-speedmanual transmission, and 284 PS (280 bhp; 209 kW) and 283 lb⋅ft (384 N⋅m) of torque with a four-speedautomatic transmission.JDM cars claimed 280 PS (276 bhp; 206 kW), due to agentlemen's agreement by Japanese automobile manufacturers that was in effect at the time until 2005.
Applications:
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
TheVG33E is a 3,275 cc (3.3 L) cast iron block, aluminum head,SOHC version produced between 1996 and 2004. It hassequential fuel injection, two valves per cylinder with self-adjusting hydraulic followers, forged steel connecting rods, one-piece cast camshafts, and a cast aluminum lower intake manifold, with either a cast aluminum or plastic/composite upper intake manifold plenum.
Bore and stroke are 91.5 mm × 83 mm (3.60 in × 3.27 in). Compression ratio is 8.9:1. Output is 170 or 180 hp (127 or 134 kW) at 4,800 rpm, depending on year/vehicle, with 202 lb⋅ft (274 N⋅m) of torque at 2,800 rpm.
The VG33E was built in Smyrna, Tennessee, and used in SUVs, pickups, and minivans.
Applications:
The VG33E reportedly remained in production in the Nissan Paladin (rebadged as Dongfeng Oting) as an optional engine for the Chinese market until 2015.
| This sectiondoes notcite anysources. Please helpimprove this section byadding citations to reliable sources. Unsourced material may be challenged andremoved.(November 2018) (Learn how and when to remove this message) |
The 3,275 cc (3.3 L)VG33ER is asupercharged version of the VG33 only sold in North America. It produces 210 hp (157 kW) at 4,800 rpm with 246 lb⋅ft (334 N⋅m) of torque at 2,800 rpm.
Applications:
