Nissan VG30DET Specifications
| Engine Model: Nissan VG30DET |
| Engine Type: 4-cycle 6-cylinder DOHC 24-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 180.6 cu.in (2.96 L) |
| Rated Engine Power: 252 Hp (188 kW) at 6000 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
____________________________________________________________________________________
The Nissan VG30DET is a 3.0-liter V6 engine from the VG
family, representing the single-turbocharged, dual overhead camshaft (DOHC)
variant of the VG30 series. Produced primarily for the Japanese Domestic Market
between 1987 and 1999, the VG30DET was engineered for luxury grand tourers and
high-end sedans where smooth power delivery and effortless torque were
prioritized over the higher peak output of the twin-turbo DETT configuration.
The engine features a 60-degree cast iron cylinder block, aluminum alloy
cylinder heads, and Nissan’s NVCS (Nissan Valve Timing Control System) on the
intake camshafts to broaden the torque curve. The VG30DET powered the Cedric,
Gloria, Cima, and Leopard models across three generations, establishing a
reputation for refinement and durability in premium applications.
Engine Type: 60° V6, 4-cycle, water-cooled, single-turbocharged gasoline.
Displacement: 2,960 cc (180.6 cu.in).
Bore: 87.0 mm (3.43 in).
Stroke: 83.0 mm (3.27 in).
Compression Ratio: 8.5:1.
Firing Order: 1-2-3-4-5-6 (right bank cylinders 1, 3, 5; left bank cylinders 2,
4, 6).
Maximum Power Output: 255 PS (252 hp / 188 kW) @ 6,000 rpm.
Maximum Torque Output: 343 Nm (253 lb-ft) @ 3,200 rpm.
Redline: 6,500 rpm.
Valvetrain Configuration: Dual Overhead Camshaft (DOHC) per cylinder bank,
operating 24 valves (4 valves per cylinder). The intake camshafts are equipped
with Nissan Valve Timing Control System (NVCS), a hydraulically actuated
variable valve timing mechanism that advances intake cam timing at low to medium
engine speeds to improve torque and throttle response. Camshafts are driven by a
toothed timing belt.
The cylinder block is manufactured from cast iron with
a 60-degree V-angle configuration. Bore diameter measures 87.0 mm (3.43 in). The
block features a deep-skirt design with reinforced bulkheads to withstand the
elevated cylinder pressures generated by forced induction. Pressed-in cast iron
cylinder liners are utilized. The crankshaft is forged steel with eight
counterweights, supported by four main bearings.
The block incorporates an integrated oil gallery system feeding the main
bearings, connecting rods, and hydraulic valve timing components. An oil jet
system directs lubricant to the underside of each piston crown for thermal
management under turbocharged operation.
Each cylinder head is manufactured from aluminum alloy
with pent-roof combustion chambers and cross-flow port architecture.
Valves: 24 total; 12 intake, 12 exhaust.
Intake Valve Diameter: 34.0 mm (1.34 in).
Exhaust Valve Diameter: 30.0 mm (1.18 in).
Valve Stem Diameter: 6.0 mm (0.24 in) for both intake and exhaust.
Valve Seat Inserts: Powder metal sintered alloy with multi-angle seat geometry.
Valve Guides: Press-fit sintered iron guides.
Hydraulic Lash Adjusters: Direct-acting units mounted in the cylinder head
casting, operating on bucket-type cam followers. These adjusters automatically
maintain zero valve clearance throughout engine life.
Camshafts: Chilled cast iron camshafts with induction-hardened lobes. Each bank
contains separate intake and exhaust camshafts. The intake camshaft incorporates
the NVCS actuator, which hydraulically advances cam timing by approximately 20
degrees at low engine speeds.
NVCS System: Oil pressure controlled by a solenoid valve engages the variable
timing mechanism. The system is active below 4,500 rpm and under partial
throttle conditions, retarding to the base position at higher engine speeds.
Valve Springs: Progressive-rate springs designed for the elevated engine speeds
and forced induction environment.
The fuel system employs electronic multi-point fuel
injection with sequential injection timing. Injection Type: Sequential
multi-port injection with fuel injectors positioned in the intake manifold
runners adjacent to each intake port.
Engine Management System: Nissan ECCS (Electronic Concentrated Control System)
ECU utilizing inputs from a mass airflow sensor (hot-wire type), throttle
position sensor, coolant temperature sensor, intake air temperature sensor,
crankshaft position sensor, camshaft position sensors, and an oxygen sensor.
Fuel Pressure: Regulated to 2.5-3.0 bar (36-44 psi) via a vacuum-referenced fuel
pressure regulator mounted on the fuel rail. Under boost conditions, fuel
pressure rises proportionally to manifold pressure. Injector Flow Rate: 370-400
cc/min at standard operating pressure.
Fuel Pump: High-flow in-tank electric fuel pump with flow rate calibrated for
forced induction operation. Intake Manifold: Aluminum manifold with individual
runners per cylinder, designed for single-turbocharger configuration. The
manifold incorporates a resonance chamber and is equipped with a throttle body
positioned centrally.
The lubrication system is a full-flow, pressurized
design utilizing a rotor-type oil pump driven by the crankshaft. Oil Pump Type:
Internal gear (gerotor) pump mounted to the front of the crankshaft, housed
within the front timing cover assembly. Oil Capacity: 4.5-5.0 liters (4.8-5.3
qt) including oil filter replacement.
Recommended Oil Viscosity: 10W-30 or 10W-40. Synthetic oil is recommended for
turbocharger protection. Oil Quality Requirement: API SG, SH, SJ, or later
classifications. Oil Pressure: At warm idle, pressure ranges from 1.0-1.5 bar
(14-22 psi). At 3,000 rpm, pressure reaches 3.5-4.5 bar (51-65 psi). Oil Cooler:
Liquid-to-oil plate-type heat exchanger is integrated into the oil filter
housing on turbocharged variants to manage oil temperatures under sustained
boost.
Oil Filter: Full-flow spin-on canister type mounted to the cylinder block.
Piston Cooling Jets: Oil squirters are integrated into the cylinder block,
directing a continuous stream of oil to the underside of each piston crown to
manage thermal loads. Crankcase Ventilation: Closed PCV system with a PCV valve
and a breather hose routed to the turbocharger compressor inlet.
The cooling system is pressurized and utilizes a
centrifugal water pump driven by the timing belt. Water Pump Type: Centrifugal
pump with a die-cast aluminum housing and stamped steel impeller. Thermostat:
Wax-pellet type located in the coolant outlet housing. Opening temperature is
76.5-82.5 °C (170-181 °F). Coolant Capacity: 8.0-9.0 liters (8.5-9.5 qt)
inclusive of engine block, heater core, and radiator.
Radiator: High-capacity cross-flow aluminum core with plastic end tanks. Cooling
fan configuration consists of an engine-driven mechanical fan with a viscous
clutch on longitudinal applications; electric fans are used on transverse
applications. System Pressure: Radiator cap rated at 0.9-1.1 bar (13-16 psi).
Coolant Specification: Ethylene glycol-based coolant with corrosion inhibitors
suitable for mixed-metal (cast iron and aluminum) engine construction.
| Intake and Exhaust Systems |
Exhaust System: Cast iron exhaust manifold with
integrated turbocharger mounting flange on the right bank; separate cast
manifold on the left bank merging into the exhaust downpipe. A single catalytic
converter is utilized for emissions control.
Intake System: Air induction utilizes a large-volume air cleaner housing with a
replaceable paper element. A mass airflow sensor is positioned upstream of the
turbocharger compressor inlet.
Distributorless ignition system with individual
ignition coils (coil-on-plug) for each cylinder. The system utilizes a
crankshaft position sensor and dual camshaft position sensors for sequential
ignition timing. A separate ignition control module manages coil dwell and
firing order. Spark Plug Type: NGK PFR6B-11 or equivalent (platinum-tipped for
extended service). Spark Plug Gap: 1.0-1.1 mm (0.039-0.043 in).
Timing System: Toothed timing belt constructed from
high-tensile rubber with fiber reinforcement. The belt drives the intake and
exhaust camshafts on both banks, as well as the water pump. An automatic
spring-loaded tensioner maintains belt tension. Replacement interval is 100,000
km (60,000 miles) or 5 years.
Turbocharger System: Single Garrett T3-series turbocharger mounted on the
exhaust manifold of the right cylinder bank. The turbocharger features a
water-cooled bearing housing for thermal management after engine shutdown. Boost
pressure is regulated by an internal wastegate controlled by manifold pressure.
NVCS Control: The engine control unit activates the NVCS solenoid valve based on
engine speed, throttle position, and coolant temperature. Oil pressure routed
through the camshaft sprocket advances intake cam timing by approximately 20
degrees at engine speeds below 4,500 rpm.
Overall Length: 710 mm (28.0 in) measured from
accessory drive pulley face to transmission mounting flange.
Overall Width: 690 mm (27.2 in) inclusive of intake manifold, throttle body, and
turbocharger assembly.
Overall Height: 720 mm (28.3 in) from oil pan bottom surface to valve cover top
surface.
Dry Weight: 165-175 kg (364-386 lb) depending on turbocharger configuration and
accessory drive components.
Engine Oil Change Interval: 5,000 km (3,100 miles) or 6
months for turbocharged applications. Idle Speed (warm, neutral): 650-700 rpm.
Drive Belt Tension (Accessory): 8-10 mm (0.31-0.39 in) deflection under 10 kg
(22 lb) of force at the midpoint of the longest span. Automatic tensioners are
used on later variants. Coolant Change Interval: 40,000 km (25,000 miles) or 2
years.
Valve Clearance: Hydraulic lash adjusters operate automatically. No periodic
adjustment required. Timing Belt Replacement Interval: 100,000 km (60,000 miles)
or 5 years, whichever occurs first. Replacement includes belt, tensioner, and
idler pulleys. Spark Plug Replacement Interval: 100,000 km (60,000 miles) for
platinum-tipped plugs.
Ignition Timing: Electronically controlled with no manual adjustment provision.
Fuel Pressure: 2.5-3.0 bar (36-44 psi) at idle with vacuum line connected;
increases 1:1 with boost pressure. Boost Pressure: Factory boost setting is
0.5-0.6 bar (7.3-8.7 psi) at full load.
Cylinder Head Bolts (cold): Step 1: 30 Nm (22 lb-ft).
Cylinder Head Bolts (cold): Step 2: 60 Nm (44 lb-ft) plus 90° rotation.
Crankshaft Damper Pulley Bolt: 200-220 Nm (148-162 lb-ft).
Connecting Rod Cap Bolts: 45-50 Nm (33-37 lb-ft).
Main Bearing Cap Bolts: 60-65 Nm (44-48 lb-ft) plus 90° rotation.
Camshaft Bearing Cap Bolts: 20-25 Nm (15-18 lb-ft).
Camshaft Sprocket Bolts: 80-90 Nm (59-66 lb-ft).
NVCS Sprocket Bolts: 80-90 Nm (59-66 lb-ft).
Valve Cover Bolts: 8-10 Nm (6-7 lb-ft).
Intake Manifold Nuts/Bolts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 30-35 Nm (22-26 lb-ft).
Turbocharger Mounting Nuts: 40-45 Nm (30-33 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Oil Pump Mounting Bolts: 12-15 Nm (9-11 lb-ft).
Timing Belt Tensioner Bolt: 25-30 Nm (18-22 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 90-100 Nm (66-74 lb-ft).
Engine Mount Bracket Bolts: 45-55 Nm (33-41 lb-ft).
Spark Plugs: 20-25 Nm (15-18 lb-ft).
Nissan Cedric (Y31, Y32, Y33 series): 1987-1999. The
VG30DET powered the high-end Gran Turismo and Gran Turismo SV variants of the
Cedric sedan across three generations, providing the flagship gasoline
powertrain alongside diesel and VG30E offerings.
Nissan Gloria (Y31, Y32, Y33 series): 1987-1999. The Gloria, marketed as the
Cedric’s counterpart, received the VG30DET in Gran Turismo and Brougham VIP
trims. The engine was paired exclusively with a four-speed automatic
transmission in these applications.
Nissan Cima (FY31, FY32 series): 1988-1996. The VG30DET served as the
entry-level V6 powertrain in the Cima luxury sedan, positioned below the
VG30DETT (twin-turbo) and VH41DE V8 offerings.
Nissan Leopard (F31 series): 1988-1992. The Leopard, a luxury grand tourer,
utilized the VG30DET in the Ultima and Gran Turismo trims. This application
featured a sportier engine calibration and was available with a five-speed
manual transmission in addition to the automatic.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
