VQ Article
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VQ Article
FARMINGTON HILLS, MI - It started innocently enough in Japan at a Nissan Motor Co. Ltd. advanced-powertrain discussion in 1990. Engineers believed the company needed to replace its iron-block V-6 engines with a new-generation V-6 design that would be lighter and markedly more emissions-friendly.
Five years of painstaking development later, Nissan launched the first of its all-new "VQ" modular V-6 engine family. The VQ's development was initiated to satisfy pragmatic engineering dictates, and it seems nobody at Nissan predicted the VQ's far-reaching impact on the softer side of the business.
It turned out the 3L DOHC VQ was one fabulous V-6 to drive. So special, in fact, that in 1994 when I first experienced the all-new 3L VQ fitted in the redesigned '95 Maxima, I was, to borrow a phrase from Dennis Hopper, "blown away."
The VQ - along with another spectacular V-6 launched that year, Mazda Motor Corp.'s 2.3L Miller-cycle engine - convinced me that the industry was poised for a renaissance in powertrain development, one driven by huge advances in design, manufacturing and electronics. Nissan's launch of the VQ precipitated the idea that evolved as the Ward's 10 Best Engines awards.
In an unhurried Japanese restaurant here last November, I'm a little troubled because it's now clear that Nissan is all but discontinuing the 3L VQ - the engine that inspired Ward's 10 Best Engines.
Motohiro Matsumura, having lunch with me that day, isn't nearly as misty eyed. He views things in hard terms - as you might expect from a man who started five years ago as the VQ family's manager of engineering, working specifically on the direct-injection versions of the engine sold only in Japan. Only months ago, he was reassigned here to be manager of technology planning, engine testing and emission certification, at Nissan's North American technical center.
"The market always needs more, more, more," he comforts me, saying that the 3.5L VQ V-6 taking the original 3L engine's place simply is the natural evolution of providing what buyers want.
He reminds me about the subtle "generations" through which the original 3L evolved: first, the original concept that called for an all-alloy construction, weight-optimized reciprocating masses and microfinished internal components, all teaming for the free-revving VQ "signature."
Then in '98, the 3L VQ got a variable intake manifold and variable-backpressure muffler, good for a 32 hp to 37 hp increase.
Now, the 3L displacement is discontinued, says Matsumura, in most world markets. The more powerful, even torquier 3.5L VQ35DE-K2 takes its place.
He says that although the original VQ achieved considerable acclaim, the development program never considered external critical review as a factor.
I leave lunch surprised that Matsumura-san isn't more nostalgic about discontinuing the original VQ. As with the many engineers connected with the VQ I've encountered over the years, he is humble to a fault, proud only of the fact that the original design brief was acute enough that eight years later, the VQ continues as a world-class effort.
For me, though, I'll always remember that first Arizona drive with the original VQ. Maybe I'll ask to borrow senior editor Tom Murphy's '96 Maxima tonight - just for old time's sake.
Five years of painstaking development later, Nissan launched the first of its all-new "VQ" modular V-6 engine family. The VQ's development was initiated to satisfy pragmatic engineering dictates, and it seems nobody at Nissan predicted the VQ's far-reaching impact on the softer side of the business.
It turned out the 3L DOHC VQ was one fabulous V-6 to drive. So special, in fact, that in 1994 when I first experienced the all-new 3L VQ fitted in the redesigned '95 Maxima, I was, to borrow a phrase from Dennis Hopper, "blown away."
The VQ - along with another spectacular V-6 launched that year, Mazda Motor Corp.'s 2.3L Miller-cycle engine - convinced me that the industry was poised for a renaissance in powertrain development, one driven by huge advances in design, manufacturing and electronics. Nissan's launch of the VQ precipitated the idea that evolved as the Ward's 10 Best Engines awards.
In an unhurried Japanese restaurant here last November, I'm a little troubled because it's now clear that Nissan is all but discontinuing the 3L VQ - the engine that inspired Ward's 10 Best Engines.
Motohiro Matsumura, having lunch with me that day, isn't nearly as misty eyed. He views things in hard terms - as you might expect from a man who started five years ago as the VQ family's manager of engineering, working specifically on the direct-injection versions of the engine sold only in Japan. Only months ago, he was reassigned here to be manager of technology planning, engine testing and emission certification, at Nissan's North American technical center.
"The market always needs more, more, more," he comforts me, saying that the 3.5L VQ V-6 taking the original 3L engine's place simply is the natural evolution of providing what buyers want.
He reminds me about the subtle "generations" through which the original 3L evolved: first, the original concept that called for an all-alloy construction, weight-optimized reciprocating masses and microfinished internal components, all teaming for the free-revving VQ "signature."
Then in '98, the 3L VQ got a variable intake manifold and variable-backpressure muffler, good for a 32 hp to 37 hp increase.
Now, the 3L displacement is discontinued, says Matsumura, in most world markets. The more powerful, even torquier 3.5L VQ35DE-K2 takes its place.
He says that although the original VQ achieved considerable acclaim, the development program never considered external critical review as a factor.
I leave lunch surprised that Matsumura-san isn't more nostalgic about discontinuing the original VQ. As with the many engineers connected with the VQ I've encountered over the years, he is humble to a fault, proud only of the fact that the original design brief was acute enough that eight years later, the VQ continues as a world-class effort.
For me, though, I'll always remember that first Arizona drive with the original VQ. Maybe I'll ask to borrow senior editor Tom Murphy's '96 Maxima tonight - just for old time's sake.
Originally Posted by NmexMAX
Wheres that from?
VQ35DE-K2
.. Nissan needs to adopt a more honda-like engine identification code.
VQ35DE-K2
.. Nissan needs to adopt a more honda-like engine identification code.
it's bad form to quote an article without citing the reference.
Originally Posted by NmexMAX
Wheres that from?
VQ35DE-K2 .. Nissan needs to adopt a more honda-like engine identification code.
VQ35DE-K2
.. Nissan needs to adopt a more honda-like engine identification code.
Nissan
Nissan is perhaps the easiest to understand, and one of the most complete in the information the codes give. Older Nissan engines--those that just as often said Datsun on the valve cover--are an exception, giving relatively little information. The L16 for example, was an L-series engine displacing 1.6 liters and appearing in the 510. There were a variety of L-series engines ranging from the L-13 to the L-28, but the engine codes at that time gave very little information. You might guess for example, that the L-13 and L-28 are related, and probably have some parts interchangeability, but you have no way of knowing that the L-13 was a four cylinder, and the L-28 was a straight six.
Newer Nissans make more sense, however. Engine families are now two letters, such as SR, VG, VQ, or RB. A number after the engine family tells the engine's approximate displacement. The SR20 is 2.0-liters, the VG30 is 3.0, and the RB26 is 2.6. After the displacement, a series of letters tells all the details. The SR20DE is a dual overhead cam ("D" for Dual), and is fuel injected ("E" for Electronic fuel injection). The SR20DET is all that plus a turbo, while the SR20VE has no turbo, but uses variable valve timing. (Not all variable valve timing engines get a V, however.)
Knowing this, you can now tell that a VQ30DE is a 3.0-liter twin-cam, fuel-injected engine, and that an RB26DETT is a twin-turbocharged 2.6 liter. You still can't tell that the RB26DETT is a straight six, and the VQ30DE is a V6, or that the VQ is an aluminum block while the RB is an iron block, but that information is for the real know-it-alls.
Nissan is perhaps the easiest to understand, and one of the most complete in the information the codes give. Older Nissan engines--those that just as often said Datsun on the valve cover--are an exception, giving relatively little information. The L16 for example, was an L-series engine displacing 1.6 liters and appearing in the 510. There were a variety of L-series engines ranging from the L-13 to the L-28, but the engine codes at that time gave very little information. You might guess for example, that the L-13 and L-28 are related, and probably have some parts interchangeability, but you have no way of knowing that the L-13 was a four cylinder, and the L-28 was a straight six.
Newer Nissans make more sense, however. Engine families are now two letters, such as SR, VG, VQ, or RB. A number after the engine family tells the engine's approximate displacement. The SR20 is 2.0-liters, the VG30 is 3.0, and the RB26 is 2.6. After the displacement, a series of letters tells all the details. The SR20DE is a dual overhead cam ("D" for Dual), and is fuel injected ("E" for Electronic fuel injection). The SR20DET is all that plus a turbo, while the SR20VE has no turbo, but uses variable valve timing. (Not all variable valve timing engines get a V, however.)
Knowing this, you can now tell that a VQ30DE is a 3.0-liter twin-cam, fuel-injected engine, and that an RB26DETT is a twin-turbocharged 2.6 liter. You still can't tell that the RB26DETT is a straight six, and the VQ30DE is a V6, or that the VQ is an aluminum block while the RB is an iron block, but that information is for the real know-it-alls.
Originally Posted by NmexMAX
I just wish it was easier to identify the various VQ35's.
VQ35-MUR
VQ35-FX35
VQ35-G35
VQ35-350Z
VQ35-QU
VQ35-G35C
VQ35-ALT
VQ35-I35
Damn-it Nissan... did I miss any?
Originally Posted by njmodi
VQ35-MAX
VQ35-MUR
VQ35-FX35
VQ35-G35
VQ35-350Z
VQ35-QU
VQ35-G35C
VQ35-ALT
VQ35-I35
Damn-it Nissan... did I miss any?
VQ35-MUR
VQ35-FX35
VQ35-G35
VQ35-350Z
VQ35-QU
VQ35-G35C
VQ35-ALT
VQ35-I35
Damn-it Nissan... did I miss any?The second version gets more power from better IM's and the CVTCS on all 4 cams instead of just on the intake cams.
Originally Posted by nismology
It's not that difficult to understand. The 3.5 in the murano, maxima, altima, quest, and I35 is one version and the 3.5 in the FX35, G35/G35c and 350Z is the other. Simple...
I just wanted to clarify since it seemed both you and NmexMAX thought there were like 10 different versions of the 3.5. If i'm wrong, then the info will serve to inform others who are confused.
he said the vq got a variable intake mani in 98...I'm pretty sure the maxima only got it in 2000, with the de-k. Perhaps he is talking about the mevi, or the intake manifold on the vq30det?
Originally Posted by nismology
I just wanted to clarify since it seemed both you and NmexMAX thought there were like 10 different versions of the 3.5. If i'm wrong, then the info will serve to inform others who are confused.
The part that is "confusing" I guess is the use of tuning and varying intakes/exhaust systems to provide different output. So it's really the combination of block, intake and exhaust that is unique across a lot of the models... or at least that's my understanding.
Originally Posted by njmodi
Understood
The part that is "confusing" I guess is the use of tuning and varying intakes/exhaust systems to provide different output. So it's really the combination of block, intake and exhaust that is unique across a lot of the models... or at least that's my understanding.
The part that is "confusing" I guess is the use of tuning and varying intakes/exhaust systems to provide different output. So it's really the combination of block, intake and exhaust that is unique across a lot of the models... or at least that's my understanding.
I was pointing out the fact that there are different power output levels. And not all those engines are the same. The 04+ Maxima, not sure about the Altima, but IIRC the 05+ version(Altima) have different heads than the rest of the bunch. As well as the Z track has a few high revving internal goodies too.
Honda has their A1/A2, and C1/C5 of the same engine but with different power output levels.
Honda has their A1/A2, and C1/C5 of the same engine but with different power output levels.
Thanks! 
Originally Posted by NmexMAX
And not all those engines are the same. The 04+ Maxima, not sure about the Altima, but IIRC the 05+ version(Altima) have different heads than the rest of the bunch. As well as the Z track has a few high revving internal goodies too.
And the Z track has a upgraded oil pump. Not quite for power but it can support the higher revs. Upgraded rod bolts as well.
Originally Posted by nismology
And the Z track has a upgraded oil pump. Not quite for power but it can support the higher revs. Upgraded rod bolts as well.
From Dave B
They have an upgraded valve train, stronger rod bolts, a 7,100rpm limiter instead of the 6,600rpm limiter, a different lower intake manifold, and variable cam timing on the intake cam
Originally Posted by tavarish
he said the vq got a variable intake mani in 98...I'm pretty sure the maxima only got it in 2000, with the de-k. Perhaps he is talking about the mevi, or the intake manifold on the vq30det?
he sure is talking about the mevi. all eastern vq30de's got mevi on them...
The Honda system's only advantage over Nissan is that it accounts for different versions of an engine that have the same displacement and are in the same family.
If you add the -k suffix, which I have never seen used before for anything except the 00-01 Maxima engine, then it is far superior since Nissan other suffixes have logic and decribe the cam and fuel setup as opposed to Honda which are just random. Nissan also tries to use fewer engine designs and keep their engines more compatible both part wise and usability in different vehicles (one reason they discontinued the RB) while Honda has dozens of different Civic/Integra engines of the 90's and early 00's. While the honda style does allow for more frankenstein engines when modding them, it makes it more expensive to produce from a manufacturing standpoint and it makes them harder to service and produce parts both OEM and aftermarket.
I assume the VQ3xDE-K setup would work out to something like this:
VQ30DE : Maxima 95-99
VQ30DE-k : Maxima 00-01
VQ35DE : Pathfinder 00-04 (different heads from others, VQ30 style/size intake ports and valves)
VQ35DE-k1 : Maxima 02-04?, Altima 02-04?, 350Z 02-04, etc. (only manifolds and orientation are different within this version)
VQ34DE-K2 : 05 350Z Track and AE, G35 Coupe, or "Rev up" VQ35
Now I just want Nissan to start to blow the IS350 away and put a VQ35DD in the 350Z and G35.
If you add the -k suffix, which I have never seen used before for anything except the 00-01 Maxima engine, then it is far superior since Nissan other suffixes have logic and decribe the cam and fuel setup as opposed to Honda which are just random. Nissan also tries to use fewer engine designs and keep their engines more compatible both part wise and usability in different vehicles (one reason they discontinued the RB) while Honda has dozens of different Civic/Integra engines of the 90's and early 00's. While the honda style does allow for more frankenstein engines when modding them, it makes it more expensive to produce from a manufacturing standpoint and it makes them harder to service and produce parts both OEM and aftermarket.
I assume the VQ3xDE-K setup would work out to something like this:
VQ30DE : Maxima 95-99
VQ30DE-k : Maxima 00-01
VQ35DE : Pathfinder 00-04 (different heads from others, VQ30 style/size intake ports and valves)
VQ35DE-k1 : Maxima 02-04?, Altima 02-04?, 350Z 02-04, etc. (only manifolds and orientation are different within this version)
VQ34DE-K2 : 05 350Z Track and AE, G35 Coupe, or "Rev up" VQ35
Now I just want Nissan to start to blow the IS350 away and put a VQ35DD in the 350Z and G35.
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