Nissan TB42E Specifications
| Engine Model: Nissan TB42E |
| Engine Type: 4-cycle inline 6-cylinder OHV 12-valve liquid-cooled gasoline |
| Total Displacement: 254.4 cu.in (4.16 L) |
| Rated Engine Power: 173-175 Hp (129-130 kW) at 4200 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Nissan TB42E is a 4.2-liter straight-six gasoline
engine produced between 1987 and 1997, serving as the electronic fuel-injected
variant of the TB42 family. Developed as the successor to the carbureted TB42S,
the TB42E was engineered for heavy-duty applications where low-end torque and
durability were prioritized over high-rpm power.
The engine shares its bottom-end architecture with the renowned TD42 diesel
engine, utilizing a cast iron cylinder block and an aluminum alloy cylinder head
in an overhead valve (OHV) configuration with two valves per cylinder. The TB42E
was the preferred gasoline powertrain for the Nissan Patrol GQ (Y60) and early
Y61 series, offering the robustness required for off-road use, towing, and
long-term service in demanding environments.
Engine Type: Inline 6-cylinder, 4-cycle, water-cooled, naturally aspirated
gasoline.
Displacement: 4,169 cc (254.4 cu.in).
Bore: 96.0 mm (3.78 in).
Stroke: 96.0 mm (3.78 in).
Compression Ratio: 8.3:1 to 8.5:1 depending on market and production year.
Firing Order: 1-5-3-6-2-4.
Maximum Power: 173-175 hp (129-130 kW) @ 4,200 rpm.
Maximum Torque: 320 Nm (236 lb-ft) @ 3,200 rpm.
Valvetrain Configuration: Overhead Valve (OHV) with pushrod actuation, operating
12 valves (2 valves per cylinder). The camshaft is located within the cylinder
block and driven by a silent timing chain. Valve clearances are adjusted
manually using threaded adjusters on rocker arms with locking nuts.
The cylinder block is manufactured from cast iron with
a deep-skirt design extending below the crankshaft centerline. Bore diameter
measures 96.0 mm (3.78 in). The block features a closed-deck design with
pressed-in cast iron cylinder liners that are replaceable during major
overhauls. The crankshaft is forged steel with eight counterweights, supported
by seven main bearings.
The block incorporates an integrated oil gallery system feeding the main
bearings, connecting rods, camshaft bearings, and hydraulic components. The
cylinder block architecture is shared with the TD42 diesel engine, contributing
to the TB42E’s exceptional structural rigidity and resistance to thermal
distortion under sustained high-load operation.
The cylinder head is manufactured from aluminum alloy
with a wedge-style combustion chamber design optimized for the OHV valvetrain
configuration.
Valvest: 12 total; 6 intake, 6 exhaust.
Intake Valve Diameter: 44.0 mm (1.73 in).
Exhaust Valve Diameter: 38.0 mm (1.50 in).
Valve Stem Diameter: 8.0 mm (0.31 in) for both intake and exhaust.
Valve Seat Inserts: Press-fit inserts; exhaust valve seats are manufactured from
heat-resistant alloy.
Valve Guides: Cast iron guides pressed into the cylinder head.
Valve Adjustment: Mechanical adjusters with threaded rocker arms and lock nuts.
Valve clearance is set with the engine cold. Intake clearance: 0.30-0.35 mm
(0.012-0.014 in); Exhaust clearance: 0.35-0.40 mm (0.014-0.016 in). Adjustment
interval is 40,000 km (25,000 miles).
Camshaft: Chilled cast iron camshaft with induction-hardened lobes, located
within the cylinder block. The camshaft is driven by a silent timing chain and
operates the valves through hydraulic lifters or mechanical lifters depending on
production year, with pushrods transferring motion to the rocker arms. Valve
Springs: Progressive-rate springs with damper elements to control valve motion
across the engine’s operating range.
Combustion Chamber: Wedge-style chamber with the valves arranged in a single row
along the cylinder head centerline. This design, combined with the 96.0 mm
square bore and stroke, promotes efficient flame propagation and low-end torque
production.
The fuel system employs electronic multi-point fuel
injection with sequential injection timing. Injection Type: Sequential
multi-port injection with fuel injectors positioned in the intake manifold
runners adjacent to each intake port.
Engine Management System: Nissan-engineered ECU utilizing inputs from a mass
airflow sensor (hot-wire type), throttle position sensor, coolant temperature
sensor, intake air temperature sensor, crankshaft position sensor, and oxygen
sensor.
Fuel Pressure: Regulated to 2.5-3.0 bar (36-44 psi) via a vacuum-referenced fuel
pressure regulator mounted on the fuel rail. Injector Flow Rate: Approximately
200-220 cc/min at standard operating pressure. Fuel Pump: In-tank electric fuel
pump with a flow rate calibrated for the engine’s maximum output.
Intake Manifold: Cast aluminum manifold with individual runners per cylinder,
tuned for low-end torque production. The manifold incorporates a resonance
chamber and is equipped with a throttle body positioned centrally along the
manifold.
The lubrication system is a full-flow, pressurized
design utilizing a rotor-type oil pump driven by the crankshaft. Oil Pump Type:
Internal gear (gerotor) pump mounted to the front of the crankshaft, housed
within the front timing cover assembly. Oil Capacity: 5.5-6.0 liters (5.8-6.3
qt) including oil filter replacement.
Recommended Oil Viscosity: 15W-40 or 20W-50 for standard operating conditions;
10W-40 for colder climates. Oil Quality Requirement: API SG, SH, SJ, or later
classifications. Oil Filter: Full-flow spin-on canister type mounted to the
cylinder block.
Oil Pressure: At warm idle, pressure ranges from 1.0-1.8 bar (14-26 psi). At
3,000 rpm, pressure reaches 3.5-4.5 bar (51-65 psi). Oil Cooler: Liquid-to-oil
plate-type heat exchanger is incorporated on certain applications, particularly
those equipped for towing or heavy-duty operation. Crankcase Ventilation:
Positive Crankcase Ventilation (PCV) system with a PCV valve mounted in the
intake manifold.
The cooling system is pressurized and utilizes a
centrifugal water pump driven by the accessory drive belt. Water Pump Type:
Centrifugal pump with a cast iron housing and stamped steel impeller.
Thermostat: Wax-pellet type located in the coolant outlet housing. Opening
temperature is 76.5-82.5 °C (170-181 °F).
Coolant Capacity: 10.0-11.0 liters (10.6-11.6 qt) inclusive of engine block,
heater core, and radiator. Coolant Specification: Ethylene glycol-based coolant
with corrosion inhibitors suitable for mixed-metal (cast iron and aluminum)
engine construction. System Pressure: Radiator cap rated at 0.9-1.1 bar (13-16
psi).
Radiator: Heavy-duty cross-flow aluminum or copper-brass core with plastic end
tanks. Cooling fan configuration consists of an engine-driven mechanical fan
with a viscous clutch, sized for sustained low-speed operation and high ambient
temperatures.
Ignition System: Electronic ignition system with a
distributor, external igniter, and single ignition coil. The distributor houses
a crankshaft angle sensor and is driven by the camshaft. Spark timing is
electronically controlled by the engine control unit based on engine speed,
throttle position, and coolant temperature inputs. Mechanical and vacuum advance
mechanisms are not utilized. Spark Plug Type: NGK BPR5ES or equivalent. Spark
Plug Gap: 0.9-1.1 mm (0.035-0.043 in).
Timing System: Silent timing chain constructed from multiple-row rollers. The
chain drives the camshaft and, on certain variants, the oil pump. A hydraulic
chain tensioner maintains tension. The chain system is maintenance-free under
normal operating conditions, with no scheduled replacement interval.
Exhaust System: Cast iron exhaust manifold with a single exhaust outlet. A
single catalytic converter is utilized for emissions control, with an oxygen
sensor mounted upstream of the converter.
Intake System: Air induction utilizes a large-volume air cleaner housing with a
replaceable paper element. The air cleaner incorporates a cold-air intake duct
positioned to draw ambient air from outside the engine compartment.
Starting System: 12-volt electric starter with a heavy-duty solenoid. A
cold-start enrichment circuit within the engine control unit increases injector
pulse width during engine warm-up.
Overall Length: 850 mm (33.5 in) measured from
accessory drive pulley face to transmission mounting flange.
Overall Width: 620 mm (24.4 in) inclusive of intake manifold, throttle body, and
exhaust manifold.
Overall Height: 780 mm (30.7 in) from oil pan bottom surface to valve cover top
surface.
Dry Weight: 210-225 kg (463-496 lb) depending on accessory drive components and
sump configuration.
Valve Clearance (cold): Intake 0.30-0.35 mm
(0.012-0.014 in); Exhaust 0.35-0.40 mm (0.014-0.016 in). Adjustment interval is
40,000 km (25,000 miles). Timing Chain Inspection: Chain and tensioner
inspection recommended at 80,000 km (50,000 miles). Replacement is
condition-based; no scheduled replacement interval. Spark Plug Replacement
Interval: 30,000 km (18,600 miles) for standard plugs.
Drive Belt Tension (Accessory): 10-12 mm (0.39-0.47 in) deflection under 10 kg
(22 lb) of force at the midpoint of the longest span. An automatic tensioner is
used for the serpentine belt on later variants. Coolant Change Interval: 40,000
km (25,000 miles) or 2 years. Idle Speed (warm, neutral): 650-700 rpm. Ignition
Timing: Electronically controlled with no manual adjustment provision. Base
timing is set by the crankshaft position sensor mounting.
Engine Oil Change Interval: 5,000-7,500 km (3,100-4,700 miles) depending on
operating conditions and oil quality. Fuel Pressure: 2.5-3.0 bar (36-44 psi)
with vacuum line disconnected from fuel pressure regulator. Compression
Pressure: Standard 1.2-1.5 MPa (174-218 psi) per cylinder; minimum 0.9 MPa (131
psi). Maximum variation between cylinders is 0.1 MPa (14 psi).
Cylinder Head Bolts (cold), Step 1: 30 Nm (22 lb-ft).
Cylinder Head Bolts (cold), Step 2: 60 Nm (44 lb-ft).
Crankshaft Damper Pulley Bolt: 250-270 Nm (184-199 lb-ft).
Connecting Rod Cap Bolts: 55-60 Nm (41-44 lb-ft).
Main Bearing Cap Bolts: 85-95 Nm (63-70 lb-ft).
Camshaft Thrust Plate Bolts: 15-20 Nm (11-15 lb-ft).
Camshaft Sprocket Bolt: 80-90 Nm (59-66 lb-ft).
Valve Cover Nuts: 5-8 Nm (4-6 lb-ft).
Rocker Arm Shaft Bolts: 20-25 Nm (15-18 lb-ft).
Intake Manifold Nuts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 30-35 Nm (22-26 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Oil Pump Mounting Bolts: 12-15 Nm (9-11 lb-ft).
Timing Chain Tensioner Bolt: 25-30 Nm (18-22 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
Fuel Rail Mounting Bolts: 20-25 Nm (15-18 lb-ft).
Injector Hold-Down Clamps: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 120-130 Nm (89-96 lb-ft).
Engine Mount Bracket Bolts: 45-55 Nm (33-41 lb-ft).
Spark Plugs: 25-30 Nm (18-22 lb-ft).
Nissan Patrol (GQ / Y60 series): 1992-1997. The TB42E
replaced the carbureted TB42S in the GQ Patrol across global markets. This
application utilized the engine in both wagon and utility body configurations,
paired with either a five-speed manual transmission or a four-speed automatic
transmission.
Nissan Patrol (Y61 series, early production): 1997-2000. The TB42E continued
into the early Y61 Patrol production before being superseded by the TB45E and
later TB48DE engines in most markets.
Nissan Safari (Y60, Y61): 1992-2000. The Japanese Domestic Market Safari,
equivalent to the Patrol, received the TB42E as the premium gasoline powertrain
option alongside diesel variants.
Ford Maverick (Australia): 1992-1997. The rebadged Nissan Patrol GQ sold as the
Ford Maverick in the Australian market utilized the TB42E as its sole gasoline
engine offering.
Komatsu Forklifts (CX series): The TB42E was adapted for industrial use in
Komatsu CX-series forklifts, where the engine’s low-end torque and durability
were suited to heavy material handling applications.
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