Nissan VG engine
The VG engine family consists of V6 engines designed and produced by Nissan for several vehicles in the Nissan lineup. The VG series was introduced in 1983, becoming Nissan's and Japan's first mass-produced V6 engine. VG engines displace between 2.0 L and 3.3 L and featured an iron block and aluminum heads at a 60° vee-angle. The early VG engines featured a SOHC arrangement with 2 valves per cylinder. Later versions featured a slightly different block, a DOHC arrangement with 4 valves per cylinder, and N-VCT, Nissan's own version of  variable valve timing, for a smoother idle and more torque at low to medium engine speeds. The production blocks and production head castings were used successfully in the Nissan GTP ZX-Turbo and NPT-90 race cars which won the IMSA GT Championship three years in a row. Origins. Development of the "VG" series began in 1979 by Nissan Machinery, a former member of the Nissan Group "keiretsu". The objective during development was to replace the Nissan L engine, an engine that was influenced by the Prince G engine, with an all-new V6 engine. The "VG" engine was fully designed  by Nissan from scratch, and shared little mechanical components with its predecessor, or with another automaker's engine. Nissan engineers wanted the "VG" engine to have improved performance, fuel economy, reliability, and refinement, as well as being lighter and more compact than its predecessor. 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 predecessor was that its V6 configuration would allow greater torsional rigidity for higher performance potential, and its shorter length would give Nissan designers and engineers more freedom for vehicle design, allowing them to design vehicles that had frontal crush zone space, and allowed transverse mounting. All "VG" engines use a timing belt to synchronize the camshafts  with the crankshaft, in comparison to the L engine, which uses a timing chain. Most "VG" engines use an interference design; in the event of a timing belt failure, The pistons will likely bend the valves, and can cause major engine damage. 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 2000 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 engine. VG20E. The VG20E is a SOHC engine produced from 1984 on. It produces between and net. In the earlier gross rating system, early eighties' models claim . Applications: VG20ET. The VG20ET was based on the VG20E, but with an added turbocharger. The VG20ET produces . 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 , 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 , it was thought to have insufficient low end torque. Nevertheless, the VG20ET was a great improvement over the VG20E. Applications: VG20DET. The VG20DET is an DOHC engine with a ceramic turbocharger and intercooler. It has a bore and a stroke of and produces . This engine features NVTCS (Nissan's Valve Timing Control System). Applications: VG20P. The VG20P is the Autogas (Liquified petroleum gas) version of the VG20. It produces at 5,600 rpm and at 2,400 rpm. Later versions (2004–2005) produce at 6,000 rpm and at 2,400 rpm. It is an  overhead cam, twelve-valve engine. Applications: VG30S. The VG30S is a SOHC twelve-valve engine with an electronic carburettor that produces at 4,800 rpm and 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: VG30i. The VG30i is a 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 at  4,800 rpm and at 2,800 rpm. Applications: VG30E. The VG30E produced and . Bore and stroke is . In the 300ZX, it produced and of torque. In April 1987 the "W" series VG30 was released, adding 5 horsepower but leaving torque unchanged. In 1989, the Maxima received the rating, but also used a variable intake plenum improving torque to at 3200 rpm. Applications: VG30ET. The VG30ET was available in early production with a single Garrett T3 turbocharger at and a 7.8:1 compression ratio. The USDM and JDM version produced and . European versions produced and . When "W"-Series VG30 was released in April 1987 , horsepower was increased to . All 1987 models featured a T3 turbocharger at . In 1988 the compression ratio was changed to 8.3:1 and turbocharged with a single Garrett T25 turbocharger at 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 at 8,000 rpm, and over at 5,500 rpm. Applications: VG30DE. The first quad cam 24 valve VG30DE engine was developed for the 1985 MID4 concept. The VG30DE produces and . Bore and stroke is . Original Japanese market units claimed . There are two versions of the VG30DE . The first was introduced in 1986 on the Japanese 300ZR (Z31) and Nissan Leopard F31, and was 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-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: VG30DET. The VG30DET is a , 24-valve, quad-cam, VTC-equipped engine equipped with a T3 (Nissan N1 Type) 4-bolt Garrett Turbo running between . Generating up to and measuring 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. 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: VG30DETT. The production VG30DETT develops at 6400 rpm and at 3600 rpm of torque when mated with a five-speed manual transmission. When mated with the four-speed automatic transmission, it was rated at and of torque. The VG30DETT was first developed for the 1987 MID4-II concept and produced . Coming in at a weight of 523lb it was the last of Nissan's DOHC belt driven 4 valves  per cylinder turbocharged engines put into production, being preceded by the CA18DET and RB20DET. It is equipped with hybrid T22/TB02 twin-turbochargers which were developed exclusively for Nissan, twin intercoolers, and NVTCS (Nissan's Valve Timing Control System). The VG30DETT utilizes an iron block with aluminum heads. JDM cars claimed , as the Japanese automobile manufacturers were limited to that number. Applications: VG33E. The VG33E is a version built in Smyrna, TN. Bore and stroke is . Output is at 4,800 rpm, depending on year/vehicle, with of torque at 2,800 rpm. It has a cast iron engine block and aluminum  SOHC cylinder heads. Compression ratio is 8.9:1. 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 plenum (upper intake manifold). 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. VG33ER. The VG33ER is a supercharged version of the VG33, and produces at 4,800 rpm with of torque at 2,800 rpm. Applications: Nissan VG engine The VG