Nissan VG engine#VG33ER

Development of the VG series began in 1979 by Nissan Machinery, a former member of the Nissan Group keiretsu. The objective was to replace the inline 6 Nissan L engine, which traces its roots back to the Mercedes-Benz M180 engine introduced in 1951, with an all-new V6.

Nissan engineers wanted the VG to have improved performance, fuel economy, reliability, and refinement, while being both lighter and more compact than its predecessor. The resulting engine was designed by Nissan from scratch, and shared few mechanical components with its predecessor, or with any other automaker. It was added to a new engine family name PLASMA (Powerful ＆ Economic, Lightweight, Accurate, Silent, Mighty, Advanced).

Extensive computer design techniques were used during development, which made the VG series one of the most advanced and high-tech engines of its day. It featured a sequential multi-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, and engine 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 the VG 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 for front-wheel-drive vehicles.

All VG engines use a timing belt to synchronize the camshafts with the crankshaft rather than a timing chain. The VG series engine was put into thousands of Nissan vehicles, debuting in Japan in the 1983 Nissan Gloria/Nissan Cedric, and in the US and other markets in the 1984 Nissan 300ZX.

When the Nissan VQ engine was introduced in 1994, the VG engine was slowly phased out in Nissan cars, and after 2002 it was only available in the Nissan Frontier and Nissan Xterra. The VG engine was retired in 2004, by which time all V6-powered Nissans had switched to the VQ.

{{Unreferenced section|date=November 2018}}File:Nissan VG20E engine.jpg]]

The VG20E is a {{convert|1998|cc|L|1|abbr=on}} SOHC engine produced from 1984 on. It produces between {{cvt|115|PS|kW hp|0}} and {{cvt|125|PS|kW hp|0}} net. In the earlier gross rating system, early eighties' models claim {{cvt|130|PS|kW hp|0}}.

Applications:

• 1983–1987 Nissan Gloria/Nissan Cedric Y30
• 1987–1999 Nissan Gloria/Nissan Cedric Wagon/Van Y30
• 1986-1988 Nissan Bluebird Maxima U11
• 1986-1992 Nissan Leopard F31
• 1987–2002 Nissan Gloria/Nissan Cedric Y31
• 1991–1995 Nissan Gloria/Nissan Cedric Y32
• 1996–2002 Nissan Gloria/Nissan Cedric Y33
• 1997-1999 Nissan Leopard JY33
• 2000–2005 Hongqi Century Star - based on Hongqi CA7180 and 7202 Audi 100 based

{{Unreferenced section|date=November 2018}}

The VG20ET was based on the VG20E, but with an added an Variable-geometry turbocharger. The VG20ET produces {{convert|170|hp|0|abbr=on}}. This SOHC motor debuted at the same time as the VG20E. Also coming with the Y30, this motor was known as the "Jet Turbo", and came with the Nissan 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 {{cvt|155|PS|kW hp|0}}, 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 {{convert|78x69.7|mm|abbr=on}}, it was thought to have insufficient low end torque. Nevertheless, the VG20ET was a great improvement over the VG20E.

Applications:

• 1984–1989 Nissan 200Z (Z31)
• 1984–1989 Nissan 200ZG (Z31)
• 1984–1989 Nissan 200ZS (Z31)
• 1984–1989 Nissan Laurel Medallist (C32)
• 1986–1988 Nissan Leopard (F31)
• 1984–1990 Nissan Bluebird (PU11)

{{Unreferenced section|date=November 2018}}

The VG20DET is an DOHC {{convert|1998|cc|L|1|abbr=on}} engine with a ceramic turbocharger and intercooler. It has a bore and a stroke of {{convert|78x69.7|mm|2|abbr=on}} and produces {{cvt|210|PS|kW hp|0}}. This engine features NVTCS (Nissan's Valve Timing Control System).

Applications:

• 1987—1999 Nissan Gloria/Nissan Cedric (Y31)
• 1988.08—1992.06 Nissan Leopard (F31)

{{Unreferenced section|date=November 2018}}

The VG20P is the Autogas (Liquified petroleum gas) version of the VG20. It produces {{convert|99|PS|kW hp|0|abbr=on}} at 5,600 rpm and {{Convert|149|Nm|lbft|0|abbr=on}} at 2,400 rpm. Later versions (2004–2005) produce {{convert|105|PS|kW hp|0|abbr=on}} at 6,000 rpm and {{convert|152|Nm|lbft|0|abbr=on}} at 2,400 rpm. It is an overhead cam, twelve-valve engine.

Applications:

• 1987–2005 Nissan Cedric Y31

{{Unreferenced section|date=November 2018}}

The VG30S is a {{convert|2960|cc|L|1|abbr=on}} SOHC twelve-valve engine with an electronic carburettor which produces {{convert|148|PS|kW hp|0|abbr=on}} at 4,800 rpm and {{convert|234|Nm|lbft|0|abbr=on}} 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:

• Nissan Cedric Y31
• Nissan Laurel C32

{{Unreferenced section|date=November 2018}}

The VG30i is a {{convert|2960|cc|L|1|abbr=on}} 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 {{convert|140|PS|kW hp|0|abbr=on}} at 4,800 rpm and {{convert|226|Nm|lbft|0|abbr=on}} at 2,800 rpm.

Applications:

• 1986–1989 D21 Hardbody Truck
• 1986–1989 Nissan Pathfinder/Nissan Terrano

{{Unreferenced section|date=November 2018}}File:VG30E.jpg

The {{convert|2960|cc|L|1|abbr=on}} VG30E produced {{convert|153|hp|0|abbr=on}} and {{convert|182|lbft|0|abbr=on}}. Bore and stroke is {{convert|87x83|mm|2|abbr=on}}. In the 300ZX, it produced {{convert|160|hp|kW|0|abbr=on}} and {{convert|173|lbft|Nm|0|abbr=on}} of torque. In April 1987 the "W" series VG30 was released, adding 5 horsepower but leaving torque unchanged. In 1989, the Maxima received the {{convert|160|hp|kW|0|abbr=on}} rating, but also used a variable intake plenum improving torque to {{convert|182|lbft|Nm|0|abbr=on}} at 3200 rpm.

Applications:

• 1984–1989 Nissan 300ZX {{convert|160|/|165|hp|kW|0|abbr=on}} 9.0:1 compression ratio for NA
• 1984–1989 Nissan Laurel
• 1985–1994 Nissan Maxima {{convert|160|hp|kW|0|abbr=on}}
• 1987–1988 Nissan 200SX SE
• 1988–1996 Nissan Homy & Caravan series E24
• 1990–1992 Infiniti M30/Nissan Leopard
• 1990–1995 D21 Hardbody Truck
• 1990–1996 Nissan Pathfinder/Nissan Terrano
• 1992–1999 Nissan Gloria/Nissan Cedric {{convert|179|hp|kW|0|abbr=on}}
• 1993–1998 Nissan Quest/Mercury Villager (modified to become a non-interference design)
• 2004-2006 Derways Cowboy

File:Nissan VG30ET engine (1984 300ZX Turbo).jpg

The {{convert|2960|cc|L|1|abbr=on}} VG30ET was available in early production with a single Garrett T3 turbocharger at {{Convert|6.8|psi|bar|abbr=on}} and a 7.8:1 compression ratio. The USDM and JDM version produced {{cvt|200|PS|kW hp|0}} and {{convert|227|lbft|0|abbr=on}}. European versions produced {{convert|230|hp|PS kW|0|abbr=on}} and {{convert|252|lbft|0|abbr=on}}. When "W"-Series VG30 was released in April 1987, horsepower was increased to {{cvt|205|PS|kW hp|0}}. All 1987 models featured a T3 turbocharger at {{Convert|6.8|psi|bar|abbr=on}}. In 1988 the compression ratio was changed to 8.3:1 and turbocharged with a single Garrett T25 turbocharger at {{Convert|4.5|psi|bar|abbr=on}} to reduce turbo lag.

The engine specified as the VG30ET engine in the Nissan GTP ZX-Turbo Racecar, was a heavily modified VG30ET producing over {{convert|551|kW|PS hp|0|abbr=on}} at 8,000 rpm, and over {{convert|686|Nm|lbft|0|abbr=on}} at 5,500 rpm.[https://nissan-heritage-collection.com/DETAIL/index.php?id=107] Nissan Heritage Collection - November 2019

Applications:

• 1984–1989 Nissan 300ZX Turbo (Z31)
• 1984–1986 Nissan Leopard F30
• 1984–1991 Nissan Cedric/Nissan Gloria
• 1985–1990 Nissan GTP ZX-Turbo (non-production)
• 1986 Nissan R86V Racecar (non-production)

{{clear}}

File:1990 300zx engine.jpg

The first DOHC 24 valve VG30DE engine was developed for the 1985 MID4 concept. The {{convert|2960|cc|L|1|abbr=on}} VG30DE produces {{convert|190|to|222|hp|0|abbr=on}} and {{convert|198|lbft|0|abbr=on}}. Bore and stroke is {{convert|87x83|mm|in|2|abbr=on}}. Original Japanese market units claimed {{convert|185|PS|kW|0|abbr=on}}.{{cite book | title = 別冊CG: 自動車アーカイヴ 80年代の日本 |trans-title=Car Graphic: Car Archives Vol. 11, '80s Japanese Cars | publisher = Nigensha | year = 2007 | language = ja | page = 129 | location = Tokyo | isbn = 978-4-544-91018-6 }} There are two versions of the VG30DE. The first was introduced in 1986 on the Japanese 300ZR (Z31) and Nissan Leopard F31, and were never sold in North America. 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 with N-VTC, 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:

The VG30DET is a {{convert|2960|cc|L|1|abbr=on|order=flip}}, 24-valve, DOHC, VTC-equipped engine equipped with a T3 (Nissan N1 Type) 4-bolt Garrett Turbo running between {{convert|7.5|and|11.5|psi|bar|abbr=on}}. Generating up to {{cvt|255|PS|kW hp|0}} and measuring {{convert|236|lbft|0|abbr=on}} depending on the production year and application.

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 VG30DE (non turbo). The engine was available in the Cedric, Gloria, Cima and Leopard chassis.[https://web.archive.org/web/20070704180046/http://www.nissanperformancemag.com/september03/ask_sarah/ Answers to Readers Questions] By: Sarah Forst NissanPerformanceMag.com - September 2003 It is a single-turbo engine that was used from 1987 through 1995 in the Japanese market, and the predecessor for the VG30DETT engine.

Applications:

• Nissan Cedric Y32 (1991–1994)
• Nissan Gloria Y32 (1991–1994)
• Nissan Cima FY31, FY32 (1988–1995)
• Nissan Leopard F31
• Autech Zagato Stelvio (based on the F31 Leopard) used a modified version with 280PS @ 6000rpm.

==VG30DETT==

File:VG30DETT 001.jpg

The VG30DETT is an iron block/aluminum head twin-turbo, twin intercooler {{convert|2960|cc|L CID|1|abbr=on}} version first seen in the 1987 MID4-II concept. Producing {{convert|330|PS|bhp kW|0|abbr=on}} in the MID-4 and coming in at a weight of {{cvt|523|lb|kg|0|disp=flip}}, it was the last of Nissan's DOHC belt driven 4 valve per cylinder turbocharged engines put into production, following the CA18DET and RB20DET.

The engine's hybrid T22/TB02 twin-turbos were developed exclusively for Nissan,{{usurped|1=[https://web.archive.org/web/20110611081938/http://jdmspecengines.com/nissan-engines/vg-series/vg30dett-engine.html Nissan VG30DETT Engine]}}, JDM Spec Engines and it came with Nissan's NVTCS valve timing control system).

The production engine develops {{convert|300|hp|PS kW|0|abbr=on}} at 6400 rpm and {{convert|283|lbft|Nm|0|abbr=on}} at 3600 rpm with a five-speed manual transmission, and {{convert|280|hp|PS kW|0|abbr=on}} and {{convert|283|lbft|Nm|0|abbr=on}} of torque with a four-speed automatic transmission.

JDM cars claimed {{convert|280|PS|bhp kW|0|abbr=on}}, as the Japanese automobile manufacturers were limited to that number.

Applications:

• 1987 Nissan MID4-II Concept (non-production)
• 1989–2000 Nissan 300ZX/Fairlady Z32
• 1990–1993 Nissan NPT-90/NPT-91 racecars (non-production)
• 1997 BRM P301 (non-production)

{{Unreferenced section|date=November 2018}}

The VG33E is a {{convert|3275|cc|L|1|abbr=on}} cast iron block, aluminum head, SOHC version produced between 1996 and 2004. It has sequential 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 {{convert|91.5x83|mm|in|2|abbr=on}}. Compression ratio is 8.9:1. Output is {{convert|170|or|180|hp|0|abbr=on}} at 4,800 rpm, depending on year/vehicle, with {{convert|202|lbft|Nm|0|abbr=on}} of torque at 2,800 rpm.

The VG33E was built in Smyrna, Tennessee, and used in SUVs, pickups, and minivans.

Applications:

• 1996–2000 Nissan Pathfinder
• 1996–2004 Nissan Pathfinder In Australian Models
• 2003–2006 Nissan Navara In Australian Models
• 1997–2000 Infiniti QX4
• 1999–2004 Nissan Frontier
• 2000–2004 Nissan Xterra
• 1997–2002 Nissan Elgrand
• 1999–2002 Nissan Quest/Mercury Villager
• 1999–2004 Nissan Paladin

The VG33E reportedly remained in production in the Nissan Paladin (rebadged as Dongfeng Oting) as an optional engine for the Chinese market until 2015.

{{Unreferenced section|date=November 2018}}

The {{convert|3275|cc|L|1|abbr=on}} VG33ER is a supercharged version of the VG33 only sold in North America. It produces {{convert|210|hp|kW|0|abbr=on}} at 4,800 rpm with {{convert|246|lbft|Nm|0|abbr=on}} of torque at 2,800 rpm.

Applications:

• 2001–2004 Nissan Frontier SC
• 2002–2004 Nissan Xterra SC

• List of Nissan engines

{{reflist}}

• [https://web.archive.org/web/20070202155743/http://autospeed.drive.com.au/cms/A_2815/article.html Vee Six Zed: Forget the relatively easy task of dropping a RB-series six into a classic Zed - try the quad-cam VG30DET for a challenge!] at AutoSpeed Issue: 368 16 February 2006 by Michael Knowling, Pix by Julian Edgar
• [http://www.autospeed.com/A_109870/cms/article.html The Nissan VG30DETT - Inside its development] AutoSpeed Issue: 469. 28 February 2008. By Julian Edgar.

{{Nissan Sportscar Racers}}

{{nissan}}

VG

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