A little VQ history
07-06-2003 | 04:41 PM
#1
Thread Starter
Supporting Maxima.org Member
Joined: Nov 2000
Posts: 2,909
From: Reno, NV
A little VQ history
www.wardsauto.com
Repost but still a good read.
Although almost all mainstream automotive engines are designed for a long production run, precious few ever enjoy benchmark status, even when they’re the newest engine in the market. Nissan’s VQ, meanwhile, continues as a benchmark nine years after its launch.
It’s a remarkable feat, readers, one that bears re-emphasis: the very first VQ available in the U.S., a 3L DOHC V-6, was a winner in Ward's first 10 Best Engines competition in 1995. In the eight subsequent years that include this 2003 win, Nissan has won a Best Engines spot every time.
We like to believe it was divine insight nine years ago when we identified the original 3L VQ as something special – but in truth, it was hard NOT to know that engine was special.
Nissan engineers got it right – incredibly, resolutely right – from the very beginning, the day they signed off on the final design for what was to become the best V-6 engine the auto industry’s ever seen.
Today, although Nissan has dropped the original 3L in favor of the brawnier 3.5L VQ, the engine family’s unique qualities remain: an acute attention to detail, starting with microfinished internals and a goal to seriously reduce reciprocating mass.
At its launch, the 3L VQ weighed an astounding 108 lbs. (49 kg) less than the iron-block 3L V-6 it replaced – some 20 lbs. (9 kg) was shaved from the upper engine alone – and the design reduced friction losses by 20%.
The VQ has been improved several times since that groundbreaking original, to the point that Nissan’s 3.5L VQ still is the V-6 the competition wishes it had created.
Although we’re convinced a noticeable portion of the original 3L engine’s supernatural smoothness and NVH has been sacrificed in the ’02-model boring and stroking to 3.5L, the VQ remains a convincing combination of power, broad torque delivery and refinement.
We’re still flabbergasted at how easy it was for pragmatic Nissan engineers – convinced that the sweet 3L VQ wasn’t enough for the power-hungry U.S. market – to abandon their much-acclaimed baby and punch it out to 3.5L.
The "new" 3.5L VQ is incredibly versatile, currently being used in seven different horsepower ratings and four torque specifications. The company uses it in no less than nine distinct vehicles – everything from the all-new Murano SUV to the muscular 350Z, with three upscale Infiniti-badged models to boot.
Repost but still a good read.
Although almost all mainstream automotive engines are designed for a long production run, precious few ever enjoy benchmark status, even when they’re the newest engine in the market. Nissan’s VQ, meanwhile, continues as a benchmark nine years after its launch.
It’s a remarkable feat, readers, one that bears re-emphasis: the very first VQ available in the U.S., a 3L DOHC V-6, was a winner in Ward's first 10 Best Engines competition in 1995. In the eight subsequent years that include this 2003 win, Nissan has won a Best Engines spot every time.
We like to believe it was divine insight nine years ago when we identified the original 3L VQ as something special – but in truth, it was hard NOT to know that engine was special.
Nissan engineers got it right – incredibly, resolutely right – from the very beginning, the day they signed off on the final design for what was to become the best V-6 engine the auto industry’s ever seen.
Today, although Nissan has dropped the original 3L in favor of the brawnier 3.5L VQ, the engine family’s unique qualities remain: an acute attention to detail, starting with microfinished internals and a goal to seriously reduce reciprocating mass.
At its launch, the 3L VQ weighed an astounding 108 lbs. (49 kg) less than the iron-block 3L V-6 it replaced – some 20 lbs. (9 kg) was shaved from the upper engine alone – and the design reduced friction losses by 20%.
The VQ has been improved several times since that groundbreaking original, to the point that Nissan’s 3.5L VQ still is the V-6 the competition wishes it had created.
Although we’re convinced a noticeable portion of the original 3L engine’s supernatural smoothness and NVH has been sacrificed in the ’02-model boring and stroking to 3.5L, the VQ remains a convincing combination of power, broad torque delivery and refinement.
We’re still flabbergasted at how easy it was for pragmatic Nissan engineers – convinced that the sweet 3L VQ wasn’t enough for the power-hungry U.S. market – to abandon their much-acclaimed baby and punch it out to 3.5L.
The "new" 3.5L VQ is incredibly versatile, currently being used in seven different horsepower ratings and four torque specifications. The company uses it in no less than nine distinct vehicles – everything from the all-new Murano SUV to the muscular 350Z, with three upscale Infiniti-badged models to boot.
: 
07-06-2003 | 09:01 PM
#6
Senior Member
Joined: Nov 2000
Posts: 3,883
Re: A little VQ history
Originally posted by Maximam
www.wardsauto.com
Repost but still a good read.
Although almost all mainstream automotive engines are designed for a long production run, precious few ever enjoy benchmark status, even when they’re the newest engine in the market. Nissan’s VQ, meanwhile, continues as a benchmark nine years after its launch.
It’s a remarkable feat, readers, one that bears re-emphasis: the very first VQ available in the U.S., a 3L DOHC V-6, was a winner in Ward's first 10 Best Engines competition in 1995. In the eight subsequent years that include this 2003 win, Nissan has won a Best Engines spot every time.
We like to believe it was divine insight nine years ago when we identified the original 3L VQ as something special – but in truth, it was hard NOT to know that engine was special.
Nissan engineers got it right – incredibly, resolutely right – from the very beginning, the day they signed off on the final design for what was to become the best V-6 engine the auto industry’s ever seen.
Today, although Nissan has dropped the original 3L in favor of the brawnier 3.5L VQ, the engine family’s unique qualities remain: an acute attention to detail, starting with microfinished internals and a goal to seriously reduce reciprocating mass.
At its launch, the 3L VQ weighed an astounding 108 lbs. (49 kg) less than the iron-block 3L V-6 it replaced – some 20 lbs. (9 kg) was shaved from the upper engine alone – and the design reduced friction losses by 20%.
The VQ has been improved several times since that groundbreaking original, to the point that Nissan’s 3.5L VQ still is the V-6 the competition wishes it had created.
Although we’re convinced a noticeable portion of the original 3L engine’s supernatural smoothness and NVH has been sacrificed in the ’02-model boring and stroking to 3.5L, the VQ remains a convincing combination of power, broad torque delivery and refinement.
We’re still flabbergasted at how easy it was for pragmatic Nissan engineers – convinced that the sweet 3L VQ wasn’t enough for the power-hungry U.S. market – to abandon their much-acclaimed baby and punch it out to 3.5L.
The "new" 3.5L VQ is incredibly versatile, currently being used in seven different horsepower ratings and four torque specifications. The company uses it in no less than nine distinct vehicles – everything from the all-new Murano SUV to the muscular 350Z, with three upscale Infiniti-badged models to boot.
www.wardsauto.com
Repost but still a good read.
Although almost all mainstream automotive engines are designed for a long production run, precious few ever enjoy benchmark status, even when they’re the newest engine in the market. Nissan’s VQ, meanwhile, continues as a benchmark nine years after its launch.
It’s a remarkable feat, readers, one that bears re-emphasis: the very first VQ available in the U.S., a 3L DOHC V-6, was a winner in Ward's first 10 Best Engines competition in 1995. In the eight subsequent years that include this 2003 win, Nissan has won a Best Engines spot every time.
We like to believe it was divine insight nine years ago when we identified the original 3L VQ as something special – but in truth, it was hard NOT to know that engine was special.
Nissan engineers got it right – incredibly, resolutely right – from the very beginning, the day they signed off on the final design for what was to become the best V-6 engine the auto industry’s ever seen.
Today, although Nissan has dropped the original 3L in favor of the brawnier 3.5L VQ, the engine family’s unique qualities remain: an acute attention to detail, starting with microfinished internals and a goal to seriously reduce reciprocating mass.
At its launch, the 3L VQ weighed an astounding 108 lbs. (49 kg) less than the iron-block 3L V-6 it replaced – some 20 lbs. (9 kg) was shaved from the upper engine alone – and the design reduced friction losses by 20%.
The VQ has been improved several times since that groundbreaking original, to the point that Nissan’s 3.5L VQ still is the V-6 the competition wishes it had created.
Although we’re convinced a noticeable portion of the original 3L engine’s supernatural smoothness and NVH has been sacrificed in the ’02-model boring and stroking to 3.5L, the VQ remains a convincing combination of power, broad torque delivery and refinement.
We’re still flabbergasted at how easy it was for pragmatic Nissan engineers – convinced that the sweet 3L VQ wasn’t enough for the power-hungry U.S. market – to abandon their much-acclaimed baby and punch it out to 3.5L.
The "new" 3.5L VQ is incredibly versatile, currently being used in seven different horsepower ratings and four torque specifications. The company uses it in no less than nine distinct vehicles – everything from the all-new Murano SUV to the muscular 350Z, with three upscale Infiniti-badged models to boot.
07-07-2003 | 06:32 AM
#9
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Joined: Jul 2001
Posts: 7,060
Yup, the VQ rules. 
I've owned the mainstream V6's from all of Japan (VQ in my Maxima, Honda J-series V6 in my old Accord, and Toyota's 1MZ-FE in our Highlander), and the Nissan VQ is by far the best engine IMHO.
The Honda J30A1 in my Accord V6 was relatively smooth and NVH was pretty low, but it lacked a ton of torque and required constant flogging to keep it moving. Overall it just wasn't a very good engine. It was designed to spin marketing numbers, not to have good driveability. Killed by internal politics at Honda I bet.
The new J30A4 in the new Accord V6 is TONS better and is also a Ward's 10 Best engine this year.
The 1MZ-FE in our Highlander is very powerful, but not as smooth as the Honda. Power delivery is awesome though. It has tons of low-end and makes nearly peak torque as low as 2700-3000rpm. You'd think there's a much bigger engine in our Highlander, but nope, still only a 3.0L. Cruising around town there is no need to go beyond 3000rpm, and acceleration rarely requires going beyond about 3500rpm, and this is a 3900 lb AWD SUV we're talking about! This engine was a Ward's 10 Best in 1996 I think. Ours is pretty much the same except we have VVT-i.
Then we have the Nissan VQ30DE. I called the Honda relatively smooth above, but it's nothing compared to the VQ. The VQ is so damned smooth that it makes the Honda V6 seem like a domestic! There is no other V6 out there that even comes close to matching the silky smoothness and nearly ZERO NVH of the VQ, at least the 3.0L versions. I was merging onto the highway the other day when my phone rang - damn bad timing! I just put it in 4th and left it there. So much low and mid-range torque that it was able to accelerate itself up to highway speed without a problem at all. Power delivery is simply amazing. I've even merged onto highways in 5th without much of a problem before. Then I was cruising beyond 80 after my phone call and the engine was so smooth and quiet that I didn't even realize that I was still in 4th. The VQ was just purring away sliently away not even compaining. At 4500rpm! 
Gotta love the VQ.
I've owned the mainstream V6's from all of Japan (VQ in my Maxima, Honda J-series V6 in my old Accord, and Toyota's 1MZ-FE in our Highlander), and the Nissan VQ is by far the best engine IMHO.
The Honda J30A1 in my Accord V6 was relatively smooth and NVH was pretty low, but it lacked a ton of torque and required constant flogging to keep it moving. Overall it just wasn't a very good engine. It was designed to spin marketing numbers, not to have good driveability. Killed by internal politics at Honda I bet.
The new J30A4 in the new Accord V6 is TONS better and is also a Ward's 10 Best engine this year.The 1MZ-FE in our Highlander is very powerful, but not as smooth as the Honda. Power delivery is awesome though. It has tons of low-end and makes nearly peak torque as low as 2700-3000rpm. You'd think there's a much bigger engine in our Highlander, but nope, still only a 3.0L. Cruising around town there is no need to go beyond 3000rpm, and acceleration rarely requires going beyond about 3500rpm, and this is a 3900 lb AWD SUV we're talking about! This engine was a Ward's 10 Best in 1996 I think. Ours is pretty much the same except we have VVT-i.
Then we have the Nissan VQ30DE.
I called the Honda relatively smooth above, but it's nothing compared to the VQ. The VQ is so damned smooth that it makes the Honda V6 seem like a domestic! There is no other V6 out there that even comes close to matching the silky smoothness and nearly ZERO NVH of the VQ, at least the 3.0L versions. I was merging onto the highway the other day when my phone rang - damn bad timing! I just put it in 4th and left it there. So much low and mid-range torque that it was able to accelerate itself up to highway speed without a problem at all. Power delivery is simply amazing. I've even merged onto highways in 5th without much of a problem before. Then I was cruising beyond 80 after my phone call and the engine was so smooth and quiet that I didn't even realize that I was still in 4th. The VQ was just purring away sliently away not even compaining. At 4500rpm! Gotta love the VQ.
07-07-2003 | 07:34 AM
#11
Hrmm, I love my VQ30DE :-D (I can rev that baby up to 4K RPM with barely a blip of the throttle... which sometimes annoys me when I'm taking off; I'm a newbie at stick :-D)
But I'm somewhat disappointed at the lack of power around 1.5-2.5K RPM or so... seems that I only really get decent acceleration starting at 3K RPM, which is fine except it feels weird coming off a tight ramp in 3rd gear and having to wait until it hits 3K before I can blow everyone away
Guess that's just the character behind the engine...
But I'm somewhat disappointed at the lack of power around 1.5-2.5K RPM or so... seems that I only really get decent acceleration starting at 3K RPM, which is fine except it feels weird coming off a tight ramp in 3rd gear and having to wait until it hits 3K before I can blow everyone away
Guess that's just the character behind the engine...
07-07-2003 | 08:26 AM
#12
Dyno plot says I have the most area under the Administrator curve
Joined: Jul 2001
Posts: 7,060
Originally posted by spirilis
But I'm somewhat disappointed at the lack of power around 1.5-2.5K RPM or so... seems that I only really get decent acceleration starting at 3K RPM, which is fine except it feels weird coming off a tight ramp in 3rd gear and having to wait until it hits 3K before I can blow everyone away
Guess that's just the character behind the engine...
But I'm somewhat disappointed at the lack of power around 1.5-2.5K RPM or so... seems that I only really get decent acceleration starting at 3K RPM, which is fine except it feels weird coming off a tight ramp in 3rd gear and having to wait until it hits 3K before I can blow everyone away
Guess that's just the character behind the engine...
If you're trying to accelerate away from a ramp at 1.5k in 3rd then why not just downshift to 2nd, though? The VQ will pull down low, but if you really want to get going, that's what 2nd is for.
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