Anybody know what's in this engine?

http://cgi.ebay.com/ebaymotors/ws/eB...e=STRK:MEWA:IT

 

RWD from what I suspect...

 

Looks like a VG30 of some sort

 

well... i think it might be the vq30de
VQ30DE 220hp @ 6400rpm 205ft-lbs @ 4400rpm 3.0 Liter DOHC 96-97 Nissan Gloria

here's a pic of the vq30det and it's similar + the turbo

 

thats a VQ30DET .. can't you guys tell by the engine cover

 

nope......it is the vq30de . . . .

the det is the one i posted....

the one on e-bay is vq30de
check out the second line from the bottom
VQ30(DE)

 

hmmmmmmmmmmmmmmmmmmmmmmm

 

i was able to find a couple of Russian websites about the nissan gloria and they came with either a vq30dd or a vq30de engine (that's from what I understood by trying to read it )

 

I said VQ30...I know it's not a DET or VG.

I'm thinking it's a direct injection NA with super high compression to get 260hp.

 

i don't think it has 260hp...

VQ30DE 220hp @ 6400rpm

the seller might be adding a couple horses to make a quicker sale... (just like nissan )

 

No...I know the DD versions have 240hp or more.

 

here's the specs on the one from e-bay
Displacement, cc 2987
Engine model VQ30DE
Max.power (Net), kw(PS)/rpm 220 ps (161.81 kw) / 6400 rpm
Max.torque(Net), N*m(kg*m)/rpm 28.5 kg*m (279.49 N*m) / 4400 rpm
Power density 7.14
Engine type V type 6 cylinder DOHC24 valve
Engine information
Fuel system NISSAN EGI (ECCS) (electronic gasoline injection)
Turbocharger No
Fuel type Unleaded premium gasoline
LEV system (Low emission vehicle) No
Compression ratio 10
Bore, mm 93
Stroke, mm 73.3
Final gear ratio
Fuel consumption at 10-15 modes, l/100km 10.9


i think the seller has it confused with the vq30det (as far as hp goes)
Displacement, cc 2987
Engine model VQ30DET
Max.power (Net), kw(PS)/rpm 270 ps (198.59 kw) / 6000 rpm
Max.torque(Net), N*m(kg*m)/rpm 37.5 kg*m (367.75 N*m) / 3600 rpm
Power density 5.96
Engine type V type 6 cylinder DOHC24 valve IC turbo
Engine information
Fuel system NISSAN EGI (ECCS) (electronic gasoline injection) with turbocharger
Turbocharger Turbo with intercooler
Fuel type Unleaded premium gasoline
LEV system (Low emission vehicle) No
Compression ratio 9
Bore, mm 93
Stroke, mm 73.3
Final gear ratio
Fuel consumption at 10-15 modes, l/100km 11.6
Fuel consumption at 60 km/h, l/100km 6

 

this is not the DD this is the DE

and the DD actually pushes 240hp
Displacement, cc 2987
Engine model VQ30DD LEV
Max.power (Net), kw(PS)/rpm 240 ps (176.52 kw) / 6400 rpm
Max.torque(Net), N*m(kg*m)/rpm 31.5 kg*m (308.91 N*m) / 3600 rpm
Power density 6.67
Engine type V type 6 cylinder DOHC
Engine information NEO Di
Fuel system NISSAN Di
Turbocharger No
Fuel type Unleaded premium gasoline
LEV system (Low emission vehicle) Yes
Compression ratio 11
Bore, mm 93
Stroke, mm 73.3
Final gear ratio
Fuel consumption at 10-15 modes, l/100km 8.9
Fuel consumption at 60 km/h, l/100km

 

I agree....thanks.

 

The JDM V35 Skyline sedans (G35) use a 217hp VQ25DD in the 250GT and optional 260hp VQ30DD (DE w/ Direct Injection). These engines are also available in the Cefiro and Gloria.



Sorry, I missed the two preceding posts.

 

Man...I wonder what is involved to convert to DD.

Injectors
Fuel rail
Fuel pump
ECU

Besides the extra power, it would be less detonation prone/more boost friendly.

 

good info....where'd you find it???
i should stop trying to read russian

 

so my guess is that the guy thinks this is a vq30DD ??? even though it clearly says on the frame that's it's a DE?

 

Yes you should you Communist!
I found it here: V35 Skyline
Scroll down to the "V35 specs" part.

 

You forgot about the cylinder heads, which might have relocated spark plugs. Technically, you would only need injectors that could withstand being exposed to combustion. As long as the fuel demands were within spec of the original fuel system, you wouldn't need to upgrade anything else.

 

The direct injection would be a vq30dd.

 

I believe the DD systems run a much higher fuel pressure.

 

Very nice info., thanks. 3848lbs though - geez, solid steel?

 

Why don't they have DD over here anyway? What's the deal with it? (and how does it reduce the probability of detonation?)

 

The injector is able to distribute fuel throughout the entire combustion chamber, whereas port injection relies on a swirling intake charge coming from the intake valves to distribute the fuel/air charge evenly so as not to create numerous rich/lean pockets of air. It probably costs too damn much to service over here, but I can't really think of why it would need higher fuel pressure. It's not like you'd need more fuel, since the more even distribution would provide better cooling with slightly less fuel than port injection.

 

Ah, gotcha. I was thinking it used some form of Diesel process
That's retarded though. If it'd cost too much to service over here, why would it cost any less overseas?

 

5 sec on google search:
http://oee.nrcan.gc.ca/english/programs/Doc3e.cfm

And to quote:

Sophisticated high-pressure injectors capable of producing very fine, well-defined fuel sprays, coupled with advanced charge air control techniques, now make stable GDI combustion feasible

 

You need super high pressure injectors/pumps/lines, since DD is forcing fuel DIRECTLY into the combustion chamber which has far greater pressure then the lower intake manifold. Higher fuel pressure behind the injector is necessary to force the same amount of fuel through the injector inorder to overcome the combustion chamber pressure.

This is somewhat why 1:1 FPRs are useful for raising fuel pressure in the rail directly with boost. For example, if 5psi of boost pressure is seen in the intake, you need 5psi of additional fuel pressure to flow the same amount of fuel during the injector opening time.

It is also more detonation resistant, since fuel is not introduced until the piston is already on its upward stroke. Detonation is most likely to occur at BDC when the pressure in the cylinder is lowest. So, with no fuel introduced until compression has began, the majority of detonation can be avoided.

 

I read somewhere that we can't have DD over here because our fuel is a different chemical make-up than in japan and europe and we would'n't be able to pass emissions. I am thinking sulfur content or something like that. I could be wrong.

 

I'd bet it's emissions related.

Man...upto 20% better fuel economy to boot.

 

Correct. Our fuel quality is worse. So it's not compatible with DD systems yet.

 

Can anyone confirm that the plate says VQ30DET if it is a DET? The only engine offerd in a Cedric/Gloria was hte DET with 270hp. Maybe he typed it wrong.

 

It won't be long before they reduce the sulfer content in our gasoline so we can use direct injection engines.

The plate reads VQ30(DE) . Again there is no "T".

 

Yes, but that doen't mean the plate would say DET. Has anyone seen hte plate off any other cedric/gloria or DET cima? We don't know if Nissan put the DET on the plate. Thye may have only put DE on all of them

 

now that is funny as hell! Good one.

 

A major advantage of Direct Injection engines, is that they can function as lean-burn engines. They can safely funtion with a very lean air/fuel (below stoich, as low as 40:1) ratio at lighter loads, because the fuel is not injected until late in the compression stroke. This extreme detonation resistance also allows for very high compression ratios (11.0:1 up to 12.5:1). The lean fuel mixtures have a big effect on reducing fuel consumption and hydrocarbons, but causes an increase in oxides of nitrogen. This requires a special catalytic converter, which is not compatible with our high sulpher fuels here in the US.

Other things of interest with DI gas engines.
-The injector will also double as a spark plug in some applications
-The throttle body is no longer needed, as fuel flow will now determine engine speed (ala Diesel).
-Volumetic efficiency. For one, fuel is not occupying the intake charge. Instead of the charge containing ~93% air, and ~7% fuel, it's 100% air. Also, a small amount of fuel can be injected into the charge on the intake stroke to reduce the charge temps, allowing for a denser charge.

 

loved the article and a conversion to the dd motor would beinteresting, just imagine the capability (power and maintanance wise) if this was possible true the nissan techs here would be like wtf but imagine, i fyou had a well tuned motor with a techie that new what the hell he/she was doing.

 

Hmmm....so is it feasible to convert say a VQ30de or VQ35de to DD? Does economy/det. resistance/power > cost to do it? Project maybe?

 

cedric/glorias did not only come with vq30det

http://english.auto.vl.ru/catalog/nissan/cedric/1996_8/

2 Gran Tourismo Hardtop 2790 FR AT G 2.0 VG20E E-Y33
3 Gran Tourismo Hardtop 3030 FR AT G 3.0 VG30E E-PY33
4 Brougham J Hardtop 3040 FR AT G 3.0 VG30E E-PY33
5 Brougham J Hardtop 3140 FR AT D 2.8 RD28 KD-UY33
6 Gran Tourismo LV Hardtop 3250 FR AT G 3.0 VG30E E-PY33
7 Brougham LV Hardtop 3290 FR AT G 3.0 VG30E E-PY33
8 Gran Tourismo S Hardtop 3400 FR AT G 3.0 VG30E E-PY33
9 Brougham Hardtop 3440 FR AT G 3.0 VG30E E-PY33
10 Brougham Hardtop 3470 FR AT D 2.8 RD28 KD-UY33
11 Gran Tourismo SV Hardtop 3620 FR AT G 3.0 VQ30DE E-HY33
12 Brougham Hardtop 3660 FR AT G 3.0 VQ30DE E-HY33
13 Gran Tourismo ultima Hardtop 3950 FR AT G 3.0 VQ30DET E-HY33
14 Gran Tourismo ultima Hicas Hardtop 4040 FR AT G 3.0 VQ30DET E-HBY33
15 Brougham Hardtop 4040 FR AT G 3.0 VQ30DET E-HY33
16 Gran Tourismo ultima type X Hardtop 4300 FR AT G 3.0 VQ30DET