Nissan VQ35HR Specifications
| Engine Model: Nissan VQ35HR |
| Engine Type: 4-cycle 6-cylinder V-block DOHC 24-valve liquid-cooled gasoline |
| Total Displacement: 213 cu.in (3.49 L) |
| Rated Engine Power: 306-313 Hp (228-233 kW) at 6800 rpm |
| Fuel System Type: Multi-point fuel injection |
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The Nissan VQ35HR is a 3.5-liter V6 engine introduced
in 2006 as a comprehensive redesign of the VQ35DE, the powerplant that
established the VQ family as one of the most acclaimed engine series in
automotive history. The "HR" designation denotes High Response and High
Revolution, reflecting the engineering focus on elevated engine speed capability
and immediate throttle response. Approximately 80% of the components were newly
designed for this variant, including a symmetrical twin-intake system with dual
throttle bodies, a reinforced aluminum block with a structural ladder frame, and
continuously variable valve timing on both intake and exhaust camshafts.
The VQ35HR achieved a 7,500 rpm redline while delivering a flatter torque curve
across the operating range, characteristics suited to both performance-oriented
rear-wheel drive platforms and premium sedans. Its production spanned
applications from the Nissan 350Z sports car to the Infiniti FX crossover and
the later Fuga hybrid variant, demonstrating the architecture's adaptability to
both high-performance and hybridized configurations.
Engine Type: 4-stroke, 60° V6, water-cooled gasoline engine.
Displacement: 3,498 cc (3.5 L; 213 cu.in).
Bore: 95.5 mm (3.760 in).
Stroke: 81.4 mm (3.205 in).
Compression Ratio: 10.6:1.
Firing Order: 1-2-3-4-5-6.
Combustion Chamber: Pent-roof design with centrally located spark plugs.
Aspiration: Naturally aspirated.
Maximum Power: 228-233 kW (306-313 hp) at 6,800 rpm.
Maximum Torque: 363 Nm (268 lb-ft) at 4,800 rpm.
Redline: 7,500 rpm.
Maximum Engine Speed (momentary): 7,600 rpm (fuel cut).
Compression Pressure
Standard: 1.45-1.65 MPa (210-239 psi).
Minimum service limit: 1.25 MPa (181 psi).
Maximum permissible variation between cylinders: 0.10 MPa (15 psi).
Valvetrain: DOHC (double overhead camshaft per cylinder bank), 4 valves per
cylinder, 24 valves total, chain-driven camshafts with CVTC (Continuous Variable
Valve Timing Control) on intake and exhaust camshafts.
The cylinder block is constructed from cast aluminum
alloy with a 60-degree included angle between cylinder banks. The block features
an open-deck design to reduce weight while maintaining structural integrity
through a high-strength alloy formulation and optimized ribbing. A structural
ladder frame, manufactured from cast aluminum, bolts to the lower block surface
and incorporates the main bearing caps, creating a rigid assembly that minimizes
crankshaft flex and reduces vibration at elevated engine speeds.
Four main bearings support the forged steel crankshaft, with the ladder frame
providing cross-bolted reinforcement. The cylinders are cast directly into the
block with a high-silicon aluminum formulation, finished with a plateau honing
process that produces a surface finish optimized for the cast aluminum pistons.
Cast-in iron cylinder liners are employed for wear resistance. The cylinder bore
spacing is 103.0 mm (4.055 in). The block incorporates a dedicated oil passage
network for the dual CVTC system, with supply galleries feeding the intake and
exhaust camshaft actuators.
Each cylinder bank receives a separate aluminum alloy
cylinder head with pent-roof combustion chambers and a cross-flow design
positioning intake ports on the inner side of the V-block and exhaust ports on
the outer side. The dual overhead camshafts per head are supported by five
bearing journals each, with the intake and exhaust camshafts each incorporating
a CVTC actuator that allows continuously variable adjustment of valve timing up
to 45 degrees of crankshaft rotation.
The camshafts are driven by a silent chain system from the crankshaft, utilizing
a three-chain configuration: a primary chain driving the exhaust camshaft of the
right bank and a secondary chain linking the intake camshafts on each bank, with
a hydraulic tensioner maintaining optimal tension. Valve actuation occurs
through bucket-type tappets with shim adjustment. The intake ports are designed
with a high-flow, straight-shot geometry optimized for the symmetrical
twin-intake system, while the exhaust ports feature a compact design to promote
rapid catalyst light-off.
Number of Valves: 24 total (4 per cylinder).
Intake Valve Diameter: 35.0 mm (1.378 in).
Exhaust Valve Diameter: 30.0 mm (1.181 in).
Valve Stem Diameter: 6.0 mm (0.236 in) for both intake and exhaust.
Intake Valve Clearance (cold): 0.26-0.34 mm (0.010-0.013 in).
Exhaust Valve Clearance (cold): 0.29-0.37 mm (0.011-0.015 in).
Valve Seat Inserts: Powder metal inserts for both intake and exhaust; exhaust
seats feature nickel-based alloy. Valve Clearance: Shim adjustment under bucket;
clearance measured with engine cold.
Valve Timing (CVTC at maximum advance)
Intake Opens: 30° BTDC
Intake Closes: 70° ABDC
Exhaust Opens: 60° BBDC
Exhaust Closes: 20° ATDC
The fuel system employs a returnless electronic
multipoint fuel injection design with sequential injection timing. A high-flow
in-tank electric fuel pump delivers fuel through dual stainless steel fuel
rails, one per cylinder bank, mounted to the intake manifold. The system
operates at a nominal pressure regulated by a pressure regulator integrated with
the fuel pump module.
Each cylinder is served by a side-feed injector with a 12-hole nozzle design to
produce a finely atomized spray pattern for improved combustion efficiency. The
engine management system uses dual mass airflow sensors, one per intake tract,
and dual heated oxygen sensors upstream of the catalytic converters to maintain
closed-loop fuel control independently for each cylinder bank.
Injectors: Side-feed, high-impedance; flow rate of 310-340 cc/min at 350 kPa;
12-hole nozzle. Fuel Filtration: In-tank primary strainer and replaceable inline
filter rated at 10 microns. Fuel Pressure: 330-370 kPa (48-54 psi) at idle;
maintained by returnless system. Fuel Specification: Premium unleaded 95 RON
minimum; 91 RON permissible with reduced ignition timing.
The lubrication system utilizes a gear-type oil pump
mounted within the front timing cover and driven directly by the crankshaft. The
pump draws oil from a baffled aluminum sump through a strainer screen and
delivers it to a full-flow disposable cartridge oil filter mounted on the
cylinder block. An integral oil cooler, using engine coolant, maintains oil
temperature under sustained high-load operation.
The system incorporates a pressure relief valve calibrated to maintain stable
pressure across the operating range. Main galleries distribute oil to the
crankshaft main bearings, connecting rod bearings, camshaft bearings, and the
dual CVTC control mechanisms. The hydraulic circuits for the CVTC system include
dedicated oil control valves that advance or retard the intake and exhaust
camshaft timing independently based on commands from the engine control unit.
Oil Pump Type: Gear-type, crankshaft-driven.
Oil Pressure (hot, at 6,000 rpm): 400-550 kPa (58-80 psi).
Oil Pressure (hot, idle): 100 kPa (15 psi) minimum.
Oil Capacity (with filter): 5.1 L (5.4 US qt).
Oil Specification: API SN or higher; ILSAC GF-5; SAE 5W-30 for most climates;
SAE 10W-40 for track use or sustained high ambient temperatures above 30 °C (86
°F).
The cooling system employs a belt-driven centrifugal
water pump mounted to the front of the engine block. Coolant flows from the
radiator through the pump, then through the cylinder block water jacket, upward
into the cylinder heads, and returns to the radiator through a thermostat
housing located at the front of the intake manifold. A wax-pellet thermostat
with a bypass circuit maintains operating temperature stability.
The system incorporates a cross-flow aluminum radiator with a pressure-type
filler cap rated at 108-127 kPa (16-18 psi). A separate heater circuit draws
coolant from the cylinder heads through the heater core and returns to the water
pump inlet. The cooling system is designed to maintain consistent cylinder head
temperatures to support the CVTC mechanisms’ reliable operation across varying
load and engine speed conditions.
Water Pump Type: Belt-driven centrifugal pump with cast aluminum housing and
stamped steel impeller. Coolant Capacity (engine and radiator): 8.0-9.0 L
(8.5-9.5 US qt) depending on heater core configuration. Thermostat Opening
Temperature: 82 °C (180 °F). Thermostat Fully Open Temperature: 95 °C (203 °F).
Coolant Specification: Ethylene-glycol based with aluminum-compatible corrosion
inhibitors; 50% concentration.
| Intake and Exhaust Systems |
Intake System: The engine employs a symmetrical
twin-intake system with two independent air cleaner assemblies, two mass airflow
sensors, and dual electronically controlled throttle bodies - one per cylinder
bank. Each throttle body has a bore diameter of 65 mm (2.56 in). The intake
manifold is a dual-stage composite design with variable-length runners
controlled by intake manifold tuning valves that alter effective runner length
based on engine speed. The twin-intake architecture reduces airflow restriction
and improves volumetric efficiency at high engine speeds.
Exhaust System: Stainless steel exhaust manifolds with equal-length, tuned
runners for each cylinder bank merge into dual-pipe systems leading to separate
catalytic converters and a common underfloor muffler. The exhaust manifolds are
designed with a 4-2-1 collector configuration to optimize exhaust pulse tuning.
The system incorporates heated oxygen sensors upstream and downstream of each
catalytic converter for individual bank fuel control and catalyst monitoring.
| Ignition and Electrical System |
Ignition System: Direct ignition system with individual
coil-on-plug units mounted to each cylinder head, eliminating spark plug wires.
The engine control unit provides individual cylinder timing control with dual
knock sensors, one per cylinder bank, to maintain optimal ignition advance
across varying fuel qualities and operating conditions.
Electrical System: 12 V negative-ground electrical architecture. Starter motor
is a reduction-gear type with 1.8 kW output mounted to the transmission
bellhousing. Alternator output is 130 A or 150 A depending on vehicle
specification. Engine control unit is a Nissan-designed unit with integrated
knock control, sequential fuel injection, dual CVTC management, and electronic
throttle control.
CVTC System: The Continuous Variable Valve Timing
Control system operates on both intake and exhaust camshafts independently. Each
camshaft is equipped with a vane-type hydraulic actuator with a range of 45
degrees of crankshaft rotation. The engine control unit determines optimal
timing for each camshaft based on engine speed, load, and coolant temperature,
allowing overlapping valve timing strategies that enhance low-end torque,
high-end power, and internal exhaust gas recirculation for emissions reduction.
Length (front of accessory drive to rear of flywheel
housing): 710 mm (28.0 in).
Width (overall, across valve covers): 790 mm (31.1 in).
Height (from oil pan rail to top of intake manifold): 720 mm (28.3 in).
Dry Weight (complete engine with flywheel, without accessories): 175 kg (386
lb).
Dry Weight (complete engine with alternator, starter, and manifolds): 190 kg
(419 lb).
Engine Oil: API SN or ILSAC GF-5; SAE 5W-30 for general
use; SAE 10W-40 for track use or sustained high ambient temperatures above 30 °C
(86 °F). Oil Change Interval: 5,000 km (3,100 mi) for severe service; 10,000 km
(6,200 mi) for normal highway operation. Oil Filter Replacement: Every oil
change; use OEM or equivalent high-efficiency filter. Coolant Capacity: 8.0-9.0
L (8.5-9.5 US qt).
Coolant Change Interval: 60,000 km (37,000 mi) or 48 months. Fuel Filter
Replacement: 40,000 km (25,000 mi). Air Filter Replacement: 30,000 km (18,600
mi); two independent filters required. Timing Chain: Silent chain design with
hydraulic tensioner; no routine replacement interval specified; inspection
recommended if engine exhibits timing correlation faults. Valve Clearance
Inspection: 100,000 km (62,000 mi); shim adjustment required if clearance
exceeds specification.
Spark Plugs: NGK PLFR5A-11 or Denso FXE22HR11 (iridium); gap: 1.0-1.1 mm
(0.039-0.043 in). Spark Plug Replacement Interval: 100,000 km (62,000 mi) for
iridium type. Idle Speed (closed throttle, transmission in neutral): 650-750
rpm. Drive Belt Tension: Automatic tensioner; no manual adjustment required.
CVTC System Inspection: Confirmed by engine control unit; engine speed-dependent
activation audible under acceleration.
Cylinder Head Bolts (M11), Stage 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts (M11), Stage 2: 60 Nm (44 lb-ft)
Cylinder Head Bolts (M11), Stage 3: 90 Nm (66 lb-ft)
Main Bearing Cap Bolts (M10 - ladder frame to block), Stage 1: 20 Nm (15 lb-ft)
Main Bearing Cap Bolts (M10 - ladder frame to block), Stage 2: 60 Nm (44 lb-ft)
Main Bearing Cap Bolts (M12 - ladder frame cross-bolts): 40-45 Nm (30-33 lb-ft)
Connecting Rod Cap Bolts (M9), Stage 1: 20 Nm (15 lb-ft)
Connecting Rod Cap Bolts (M9), Stage 2: 50 Nm (37 lb-ft)
Flywheel / Flexplate Bolts (M12): 100-110 Nm (74-81 lb-ft)
Camshaft Bearing Caps (M8): 20-25 Nm (15-18 lb-ft)
Camshaft Sprocket Bolts (M10 - CVTC actuator): 80-90 Nm (59-66 lb-ft)
Intake Manifold Bolts (M8): 20-25 Nm (15-18 lb-ft)
Throttle Body Mounting Bolts (M6): 8-10 Nm (6-7 lb-ft)
Exhaust Manifold Bolts (M10): 45-50 Nm (33-37 lb-ft)
Valve Cover Bolts (M6): 8-10 Nm (6-7 lb-ft)
Oil Pan Bolts (M6 - upper pan): 12-15 Nm (9-11 lb-ft)
Oil Pan Bolts (M6 - lower pan): 8-10 Nm (6-7 lb-ft)
Water Pump Bolts (M8): 20-25 Nm (15-18 lb-ft)
Thermostat Housing Bolts (M8): 20-25 Nm (15-18 lb-ft)
Spark Plugs: 25-30 Nm (18-22 lb-ft)
Engine Mount Bracket to Block (M10): 50-60 Nm (37-44 lb-ft)
Crankshaft Pulley Bolt (M18): 400-450 Nm (295-332 lb-ft)
Alternator Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Starter Motor Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Knock Sensor Bolts (M8): 20-22 Nm (15-16 lb-ft)
Oil Filter Housing to Block (M10): 40-45 Nm (30-33 lb-ft)
Nissan 350Z (Z33): 2007-2008 model years; North
American and Japanese markets; HR variant distinguished by revised engine cover
and higher redline. Nissan Skyline (V36): 2006-2008 sedan (V36) with VQ35HR in
350GT and 350GT Type SP trims; Japanese Domestic Market. Nissan Fuga (Y50):
2007-2009 with VQ35HR in 350GT and 350GT Type S trims; Japanese Domestic Market.
Nissan Fuga Hybrid (Y51): 2011-2019; hybrid variant combining VQ35HR with a
7-speed automatic and integrated electric motor.
Infiniti G35 (V36): 2007-2008 sedan; North American market with VQ35HR replacing
the VQ35DE. Infiniti EX35 (J50): 2008-2012 crossover; North American and
international markets.Infiniti FX35 (S51): 2009-2012 crossover;
second-generation FX with VQ35HR engine. Infiniti M35 (Y50): 2009-2010 sedan;
VQ35HR in M35 and M35x trims for North American market. Infiniti M35h (Y51):
2011-2019; hybrid variant of the M35 with VQ35HR engine and electric motor
assist.
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