Nissan VK56VD Specifications
| Engine Model: Nissan VK56VD |
| Engine Type: 4-cycle 8-cylinder DOHC 32-valve CVTC liquid-cooled gasoline |
| Total Displacement: 338.8 cu.in (5.55 L) |
| Rated Engine Power: 390-428 Hp (291-319 kW) at 5800 rpm |
| Fuel System Type: Direct Injection Gasoline |
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The Nissan VK56VD is a 5.6-liter V8 gasoline engine
representing the most technologically advanced iteration of the VK family,
introduced in 2010 as a successor to the port-injected VK56DE. This powerplant
was engineered to deliver a combination of high specific output, refined power
delivery, and improved fuel efficiency through the integration of two advanced
valvetrain technologies: Direct Injection Gasoline (DIG) and Variable Valve
Event and Lift (VVEL).
The VVEL system, combined with Continuously Variable Valve Timing Control (CVTC)
on both intake and exhaust camshafts, enables continuously variable control of
intake valve lift and timing, eliminating the throttle plate’s role in load
control at lower engine speeds and reducing pumping losses.
The VK56VD’s architecture reflects a comprehensive redesign relative to earlier
VK engines. The aluminum cylinder block incorporates a high-rigidity bed-plate
structure supporting the crankshaft, enhancing bottom-end strength for the
increased cylinder pressures associated with direct injection.
The DOHC valvetrain operates 32 valves through a chain-driven camshaft
arrangement, with VVEL actuators on the intake camshafts providing variable lift
from 0.5 mm (0.02 in) at idle to 11.0 mm (0.43 in) at full load. This engine
became the exclusive powerplant for the Nissan Patrol Y62 and served as the
premium V8 option across Nissan’s full-size SUV and pickup truck ranges, as well
as Infiniti’s performance luxury models, delivering outputs ranging from 291 kW
(390 hp) to 319 kW (428 hp) depending on application and tuning.
The VK56VD is a four-stroke, water-cooled, naturally aspirated gasoline engine
configured for longitudinal mounting in rear-wheel-drive and four-wheel-drive
vehicle architectures. The engine utilizes direct fuel injection and dual
variable valvetrain systems.
Engine Type: 90° V8, 4-cycle, water-cooled, naturally aspirated.
Displacement: 5,552 cc (338.8 cu.in).
Bore: 98.0 mm (3.86 in).
Stroke: 92.0 mm (3.62 in).
Compression: 10.8:1 or 11.5:1 depending on model year and application.
Firing Order: 1-8-7-3-6-5-4-2.
Maximum Power: 291-319 kW (390-428 hp) at 5,800 rpm.
Maximum Torque: 534-560 Nm (394-413 lb-ft) at 4,000 rpm.
Redline: 6,500 rpm.
Engine Management: Nissan ECCS with direct injection control.
Valvetrain: DOHC, 32-valve (4 valves per cylinder) with VVEL (intake) and CVTC
(intake and exhaust).
The cylinder block is manufactured from aluminum alloy
using a high-pressure die-casting process, with cast-in-place iron cylinder
liners providing durable wear surfaces for the aluminum piston assemblies. The
block incorporates a 90-degree bank angle, a configuration that provides
inherent primary and secondary balance characteristics without requiring balance
shafts.
A distinguishing feature of the VK56VD is the bed-plate main bearing structure.
Rather than individual main bearing caps, a single cast aluminum bed-plate
secures all five main bearings to the lower crankcase, creating a rigid
structure that maintains crankshaft alignment under high cylinder pressures. The
bed-plate is secured to the block with multiple bolts per bearing position and
contributes to overall engine rigidity while controlling noise and vibration
emissions.
The block features a closed-deck design at the upper cylinder region, where the
water jacket does not extend to the top deck surface. This configuration
provides maximum support for the cylinder bores under head bolt clamping loads
and reduces bore distortion. Water jackets surround the full length of each
cylinder bore, with coolant flow directed from the water pump into the block
before rising into the cylinder heads. The block incorporates integrated oil
passages for the piston cooling jets and VVEL system.
Block Material: Aluminum alloy with cast iron cylinder liners
Bore Diameter: 98.0 mm (3.86 in)
Cylinder Bank Angle: 90 degrees
Main Bearing Quantity: 5
Main Bearing Structure: Bed-plate design with aluminum alloy cross-member
Piston Cooling: Oil jets directed at piston undercrowns
The cylinder heads are constructed from aluminum alloy
using a permanent mold casting process, with separate heads for each cylinder
bank. The DOHC valvetrain operates 32 valves - four per cylinder - with
independent camshafts for intake and exhaust functions on each bank. The
combustion chambers are of a pent-roof design with centrally located spark plugs
and a direct injector positioned between the intake valves.
The VVEL (Variable Valve Event and Lift) system is employed on the intake
camshafts. This electromechanical system utilizes an eccentric shaft and control
linkage to continuously vary intake valve lift from 0.5 mm (0.02 in) at idle to
11.0 mm (0.43 in) at full load. By controlling engine load through valve lift
rather than throttle plate restriction at lower engine speeds, VVEL reduces
pumping losses and improves fuel efficiency. The system is actuated by a DC
motor and reduction gear assembly, with a control shaft position sensor
providing feedback to the engine control unit.
CVTC (Continuously Variable Valve Timing Control) is applied to both intake and
exhaust camshafts. Hydraulic vane-type phasers mounted at the front of each
camshaft provide continuously variable adjustment of valve timing, advancing or
retarding camshaft position relative to the crankshaft based on operating
conditions. The combination of VVEL and CVTC enables precise control of intake
valve event timing and lift, optimizing volumetric efficiency across the entire
engine speed range.
Valve actuation is accomplished via roller-type finger followers that
incorporate hydraulic lash adjusters. This design eliminates the need for
periodic valve clearance adjustments. The camshafts are supported in bearing
journals machined directly into the cylinder head casting, with bearing caps of
identical construction to ensure uniform clamping.
Head Material: Aluminum alloy
Valve Configuration: DOHC, 32-valve with VVEL intake and CVTC intake/exhaust
Intake Valve Lift (VVEL Range): 0.5-11.0 mm (0.02-0.43 in)
Intake Valve Diameter: 35.0 mm (1.38 in)
Exhaust Valve Diameter: 30.0 mm (1.18 in)
Valve Stem Diameter: 5.5 mm (0.22 in)
Valve Seat Angle: 45 degrees
Camshaft Drive: Silent-type roller chain with automatic hydraulic tensioners
Hydraulic Lash Adjusters: Yes, integrated into roller finger followers
Interference Engine: Yes - valve-to-piston contact occurs if timing chain fails
The fuel system employs Direct Injection Gasoline (DIG)
technology, with fuel injectors mounted directly in the cylinder heads and
spraying fuel into the combustion chambers at pressures up to 20,000 kPa (2,900
psi). This high-pressure injection system enables precise fuel metering and
multiple injection events per combustion cycle, contributing to improved power
output, reduced emissions, and enhanced fuel economy.
A high-pressure fuel pump - a single-piston, cam-driven unit mounted on the
cylinder bank - draws fuel from the fuel tank through a low-pressure supply pump
and raises pressure to the operating range required for direct injection. The
high-pressure pump is driven by a lobe on the intake camshaft on one cylinder
bank. Fuel is distributed through a stainless steel common rail to each
injector, with the rail incorporating a pressure sensor that provides feedback
to the engine control unit for closed-loop pressure regulation.
The direct injectors are solenoid or piezoelectric units capable of delivering
fuel in multiple events per combustion cycle. The engine control unit selects
injection timing and duration based on engine speed, load, coolant temperature,
and combustion feedback from the wideband air-fuel ratio sensors. The system
operates in stratified charge mode at light loads, where fuel is injected late
in the compression stroke to create a concentrated fuel cloud near the spark
plug, permitting lean combustion and reduced fuel consumption.
Injection Type: Direct injection (DIG) with high-pressure common rail
Maximum Injection Pressure: 20,000 kPa (2,900 psi)
Injector Type: Solenoid or piezoelectric (generation-dependent)
High-Pressure Pump Type: Single-piston, cam-driven
Fuel Requirement: Premium unleaded 91 octane (RON) minimum; 95-98 octane (RON)
The lubrication system is a fully pressurized, wet-sump
design with a variable-displacement oil pump mounted internally within the
timing chain case and driven directly by the crankshaft. The
variable-displacement pump adjusts output based on engine operating conditions,
reducing parasitic losses at lower engine speeds while maintaining adequate flow
at high speeds and loads.
Oil is drawn from the cast aluminum oil pan through a mesh strainer positioned
at the sump’s lowest point. Pressurized oil passes through a full-flow,
replaceable oil filter mounted externally on the cylinder block. The filter
incorporates an anti-drainback valve to maintain gallery priming during engine
shutdown. From the filter, oil enters the main oil gallery machined through the
cylinder block bed-plate structure, supplying the crankshaft main bearings,
connecting rod bearings, camshaft bearings, hydraulic lash adjusters, and VVEL
system components.
The VVEL system requires clean, pressurized oil for operation of its control
mechanisms. Dedicated oil passages within the cylinder heads supply the VVEL
actuators and control shaft bearings. Piston cooling jets mounted in the
crankcase direct a continuous stream of oil to the underside of each piston
crown, managing thermal loads under high-output conditions.
An oil cooler - a water-to-oil heat exchanger integrated with the oil filter
housing - maintains oil temperature within operational limits. The lubrication
system capacity is sized to accommodate the thermal demands of high-performance
operation and extended service intervals.
Oil Type: Synthetic oil; SAE 5W-30 or 0W-20 viscosity depending on application
Oil Capacity (with filter): 6.2-6.8 L (6.5-7.2 US qt) depending on oil pan
configuration
Oil Pressure (at idle, warm): 100-200 kPa (15-29 psi)
Oil Pressure (at 3,000 rpm): 350-450 kPa (51-65 psi)
Oil Pump Type: Variable-displacement vane or gear-type, crankshaft-driven
Oil Cooler: Water-to-oil heat exchanger integrated with oil filter housing
Piston Cooling: Oil jets directed at piston undercrowns
The cooling system is a pressurized, liquid-cooled
design with a belt-driven centrifugal water pump mounted on the front of the
cylinder block. The water pump impeller circulates coolant through the cylinder
block water jackets, cylinder head passages, heater core, radiator, and oil
cooler. The system is designed to maintain consistent operating temperatures
across both cylinder banks under sustained high-load operation.
A wax-pellet thermostat mounted in a housing on the water pump inlet regulates
coolant flow to the radiator. The thermostat begins opening at a calibrated
temperature and achieves full opening within a defined temperature range. A
bypass circuit permits coolant circulation within the engine during warm-up,
bypassing the radiator until the thermostat opens.
The radiator is a cross-flow aluminum-plastic construction with a
high-efficiency multi-louvered core sized for the thermal demands of the V8
configuration. An electric cooling fan with variable-speed control provides
forced airflow through the radiator and condenser, with fan operation managed by
the engine control unit based on coolant temperature, vehicle speed, and air
conditioning system demand. The cooling system incorporates a separate expansion
tank with a pressure-rated cap to manage coolant expansion and system
pressurization.
Coolant Type: Ethylene-glycol based antifreeze meeting Nissan specification
Coolant Capacity: 12.0-13.5 L (12.7-14.3 US qt) depending on radiator
configuration
Thermostat Opening Temperature: 82 °C (180 °F)
Thermostat Full Opening Temperature: 95 °C (203 °F)
Radiator Cap Pressure: 110-130 kPa (16-19 psi)
Water Pump Type: Centrifugal, belt-driven
| Intake and Exhaust Systems |
Intake System: The intake system incorporates a
paper-element air cleaner with an integrated resonator to reduce induction
noise. Filtered air passes through dual throttle bodies - one per cylinder bank
- with electronically controlled butterfly valves. The throttle bodies are
drive-by-wire units with no mechanical cable connection to the accelerator
pedal. The intake manifold is a composite plastic or aluminum design with
variable-length intake runners that optimize intake tuning across the engine
speed range.
Exhaust System: The exhaust system utilizes stainless steel tubular exhaust
manifolds with equal-length runners for each cylinder bank. Four heated oxygen
sensors - two per bank - provide feedback to the engine control unit, with
pre-catalyst sensors controlling fuel trim and post-catalyst sensors monitoring
converter efficiency. The exhaust system incorporates dual three-way catalytic
converters.
The VK56VD employs a distributorless ignition system
with individual pencil-type ignition coils mounted directly over each spark plug
(coil-on-plug). The engine control unit controls ignition timing based on
crankshaft position, camshaft position, and knock sensor feedback. Two knock
sensors - one per cylinder bank - allow the ECU to retard ignition timing
independently on each bank under detonation conditions, protecting the engine
when lower-octane fuel is used.
Overall Length: 760 mm (29.9 in)
Overall Width: 860 mm (33.9 in)
Overall Height: 720 mm (28.3 in)
Dry Weight (complete engine): 230 kg (507 lb)
Engine Oil Change: 8,000-12,000 km (5,000-7,500 mi) or
1 year depending on application.
Engine Oil Filter Change: At every oil change.
Timing Chain: Inspection for noise and stretch; no scheduled replacement
interval.
Spark Plug Replacement: 160,000 km (100,000 mi) for platinum or iridium plugs.
Spark Plug Type: NGK DILKAR7B11 or equivalent.
Spark Plug Gap: 1.0-1.1 mm (0.039-0.043 in).
Coolant Replacement: 160,000 km (100,000 mi) or 8 years.
Drive Belt (Accessory) Inspection: Every 15,000 km (9,300 mi) for tension,
cracking, and glazing.
Air Filter Replacement: 30,000 km (18,600 mi) or as indicated by service
indicator.
Fuel Filter: Integrated with fuel pump assembly; no scheduled replacement.
Valve Clearance Adjustment: Not required due to hydraulic lash adjusters.
VVEL System Calibration: No scheduled maintenance; system self-calibrates.
Cylinder Head Bolts (M10 x 1.25): 40 Nm (30 lb-ft)
Main Bearing Bed-Plate Bolts (M10 x 1.25): 30 Nm (22 lb-ft)
Connecting Rod Cap Bolts (M9 x 1.0): 20 Nm (15 lb-ft)
Camshaft Bearing Cap Bolts (M8 x 1.25): 20-25 Nm (15-18 lb-ft)
Intake Manifold Bolts (M8 x 1.25): 20-25 Nm (15-18 lb-ft)
Exhaust Manifold Nuts (M8 x 1.25): 25-30 Nm (18-22 lb-ft)
Spark Plugs: 20-25 Nm (15-18 lb-ft)
Oil Pan Bolts (M6 x 1.0): 12-15 Nm (106-133 lb-in)
Water Pump Bolts (M8 x 1.25): 20-25 Nm (15-18 lb-ft)
Timing Chain Tensioner Bolts (M8 x 1.25): 20-25 Nm (15-18 lb-ft)
Crankshaft Pulley Bolt (M20 x 1.5): 100 Nm (74 lb-ft)
Flex Plate / Flywheel Bolts (M12 x 1.25): 40 Nm (30 lb-ft)
The Nissan VK56VD engine was deployed across a range of
full-size SUVs, pickup trucks, and luxury performance sedans from Nissan and its
Infiniti luxury division.
Nissan Patrol (Y62): 2010-present model years. The VK56VD was introduced with
the Y62 Patrol, replacing earlier inline-six and V8 engines. This application
features output of 298 kW (400 hp) and 560 Nm (413 lb-ft) with the 11.5:1
compression ratio. The engine is paired with a seven-speed automatic
transmission and is offered in both rear-wheel-drive and all-wheel-drive
configurations.
Nissan Titan (A61): 2016-2024 model years. The VK56VD was offered in the
second-generation Titan full-size pickup truck as the premium gasoline
powertrain option. Titan applications feature output of 291 kW (390 hp) and 534
Nm (394 lb-ft) with a 10.8:1 compression ratio, optimized for truck duty cycles.
The engine was available with both five-speed and seven-speed automatic
transmissions depending on model year.
Nissan Armada (Y62): 2017-2024 model years. The Armada full-size SUV received
the VK56VD as its sole powertrain following the Y62 platform adoption. Armada
output matches the Titan specification at 291 kW (390 hp) and 534 Nm (394
lb-ft).
Infiniti M56 / Q70 (Y51): 2011-2019 model years. The VK56VD powered the M56
sedan and its successor the Q70 as the top-performance powertrain option. This
application featured output of 309 kW (414 hp) and 560 Nm (413 lb-ft) with the
11.5:1 compression ratio. The engine was paired with a seven-speed automatic
transmission in a rear-wheel-drive or all-wheel-drive layout.
Infiniti QX56 / QX80 (Z62): 2011-2024 model years. The VK56VD was introduced in
the second-generation QX56 full-size SUV and continued in the QX80. QX56 and
early QX80 applications produced 298 kW (400 hp) and 560 Nm (413 lb-ft), with
later variants calibrated for 298 kW (400 hp) and 560 Nm (413 lb-ft). The engine
is paired with a seven-speed automatic transmission.
Infiniti QX70 (S51): 2014-2017 model years. The VK56VD was offered as the
premium powertrain option in the QX70 crossover SUV, producing 291 kW (390 hp)
and 534 Nm (394 lb-ft). This application represented the highest specific output
configuration in the QX70 range.
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