Nissan VG30ET Specifications
| Engine Model: Nissan VG30ET |
| Engine Type: 4-cycle 6-cylinder SOHC 12-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 181 cu.in (2.96 L) |
| Rated Engine Power: 200-230 Hp (149-172 kW) at 5200 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Nissan VG30ET is a 3.0-liter V6 turbocharged
gasoline engine produced from 1983 through 1989, distinguished as Japan’s first
mass-produced V6 turbocharged powerplant. Developed as the forced-induction
variant within the VG engine family, this engine combined the compact 60° V6
architecture with a Garrett T3 series turbocharger to deliver elevated power
output while maintaining the smoothness inherent to the six-cylinder
configuration.
The VG30ET represented a significant technological achievement for Nissan during
the mid-1980s, establishing a performance benchmark that would define the
company’s turbocharged offerings across multiple vehicle platforms.
The engine’s architecture centers on a 60° V6 configuration with a cast iron
cylinder block and aluminum cylinder heads. The single overhead camshaft (SOHC)
valvetrain operates two valves per cylinder through rocker arms, a design chosen
for its compact dimensions and reduced complexity relative to double overhead
camshaft (DOHC) configurations.
Early variants utilized a compression ratio of 7.8:1 with an oil-cooled
turbocharger, while later “W-Series” versions introduced in 1987 received a
compression ratio of 8.3:1, a fully water-cooled turbocharger bearing housing,
and hydraulic valve lash adjusters that eliminated the need for periodic valve
clearance maintenance.
Power output across the VG30ET production range spanned 149 to 172 kW (200 to
230 hp) at 5,200 rpm, with torque ranging from 308 to 334 Nm (227 to 246 lb-ft)
at 3,600 rpm. The engine’s torque curve was optimized for mid-range response,
providing strong acceleration from low engine speeds while maintaining a 6,000
rpm redline.
The electronic multi-point fuel injection system provided precise fuel delivery
across the operating range, a critical requirement for forced-induction
applications. The VG30ET earned a reputation for robust bottom-end construction,
with the forged steel crankshaft and reinforced block capable of withstanding
sustained high-load operation, attributes that have contributed to its continued
popularity in performance and enthusiast applications.
The VG30ET operates on a four-stroke gasoline cycle with turbocharged induction
and electronic fuel injection. The engine utilizes a 60° V6 configuration with a
single overhead camshaft (SOHC) per cylinder bank.
Engine Type: 60° V6, water-cooled, 4-stroke, turbocharged gasoline.
Displacement: 2,960 cc (181 cu.in).
Bore: 87.0 mm (3.43 in).
Stroke: 83.0 mm (3.27 in).
Compression Ratio (early, 1983-1987): 7.8:1.
Compression Ratio (late, 1987-1989): 8.3:1.
Firing Order: 1-2-3-4-5-6.
Idle Speed: 700-750 rpm, electronically controlled.
Maximum Engine Speed: 6,000 rpm governed; fuel cut-off at 6,500 rpm.
Maximum Power (early): 149 kW (200 hp) @ 5,200 rpm.
Maximum Power (late, W-Series): 172 kW (230 hp) @ 5,200 rpm.
Maximum Torque (early): 308 Nm (227 lb-ft) @ 3,600 rpm.
Maximum Torque (late, W-Series): 334 Nm (246 lb-ft) @ 3,600 rpm.
Fuel System: Electronic multi-point fuel injection (EFI) with sequential
injection.
Aspiration: Single turbocharger with air-to-air intercooler on select variants.
The cylinder block is constructed from high-strength
cast iron with a 60° bank angle between the two cylinder banks. This V6
configuration provides inherent primary balance without requiring balancer
shafts, contributing to the engine’s smooth operation across the rev range. The
block features a deep-skirt design that extends below the crankshaft centerline,
providing rigidity under the elevated cylinder pressures associated with
turbocharged operation.
The cylinder bores are integrally cast into the block with no replaceable
liners. Each bore is induction-hardened to a depth of 1.0 mm (0.039 in) to
provide a durable wear surface for the piston rings. The water jackets
surrounding each cylinder bank are separate but interconnected through passages
in the block casting to ensure uniform cooling across all six cylinders. The
turbocharged variants received additional reinforcement in the main bearing
bulkheads to accommodate the increased loads.
Main bearing caps are manufactured from nodular cast iron and are secured with
two bolts each. The center three main bearing caps incorporate additional
cross-bolts in select high-output variants to provide enhanced crankshaft
support under peak torque conditions.
Crankshaft: Forged steel with four main bearings, fully counter-weighted with
four counterweights. The crankshaft features induction-hardened bearing surfaces
and is dynamically balanced to minimize vibration. Main Bearing Journal
Diameter: 60.0 mm (2.36 in). Connecting Rod Journal Diameter: 50.0 mm (1.97 in)
Connecting Rods: Forged steel with a fracture-split cap design on later
variants; machined mating surfaces with locating dowels on early production.
Piston Material: Cast aluminum alloy with anodized ring grooves and a
low-friction skirt coating. Turbocharged variants utilize a thicker piston crown
and improved ring land design to withstand elevated combustion temperatures.
Piston Cooling: Oil spray jets mounted in the crankcase direct engine oil to the
underside of each piston crown. These jets are calibrated to activate at oil
pressures above 150 kPa (22 psi).
The VG30ET utilizes two separate cylinder heads, one
for each bank of cylinders, each manufactured from aluminum alloy. The SOHC
configuration places a single camshaft in each head, operating two valves per
cylinder through rocker arms.
Valvetrain: Single overhead camshaft (SOHC) per cylinder bank, with two valves
per cylinder, totaling 12 valves. Each camshaft operates the valves through
shaft-mounted rocker arms. Early variants utilized mechanical valve lash
adjusters requiring periodic clearance adjustment; later “W-Series” variants
incorporated hydraulic lash adjusters (HLA) integrated into the rocker arms,
eliminating valve clearance maintenance.
Intake Valve Diameter: 45.0 mm (1.77 in).
Exhaust Valve Diameter: 38.0 mm (1.50 in).
Valve Lift (Intake): 9.5 mm (0.374 in).
Valve Lift (Exhaust): 9.5 mm (0.374 in).
Valve Clearance (cold): Intake 0.25 mm (0.010 in); Exhaust 0.30 mm (0.012 in).
Valve Seat Material: Sintered steel alloy with induction-hardened contact
surfaces. Valve Spring Material: High-tensile steel with a conventional
cylindrical design; turbocharged variants utilize heavier spring rates to
prevent valve float under boost pressure.
Camshaft Drive: Belt-driven system utilizing a single toothed timing belt. The
belt drives the right cylinder bank camshaft directly from the crankshaft
sprocket, with a second belt or gear transferring drive to the left bank
camshaft. An automatic spring-loaded tensioner maintains belt tension.
The fuel system is an electronic multi-point fuel
injection system with sequential injection. Each cylinder receives fuel from an
individual injector mounted in the intake manifold runner, positioned
immediately upstream of the intake valve.
Fuel Injectors: High-impedance solenoid-type injectors with a flow rate
calibrated to the turbocharged application. Early variants utilized
low-impedance injectors with an external dropping resistor; later variants
employed high-impedance injectors with direct ECU drive.
Fuel Pressure: 250-280 kPa (36-41 psi) regulated by a vacuum-referenced pressure
regulator mounted on the fuel rail. Fuel pressure increases under boost
conditions to maintain the pressure differential across the injectors. Fuel
Rail: Aluminum rail shared across each cylinder bank.
Intake Manifold: Cast aluminum manifold with a plenum chamber feeding six
individual runners. The turbocharged intake system incorporates a charge air
cooler (intercooler) on select variants, mounted between the turbocharger outlet
and the throttle body.
Throttle Body: Single throttle body with a bore diameter of 60 mm (2.36 in),
cable-actuated with integrated throttle position sensor and idle air control
valve. Fuel Requirement: Minimum octane rating of 95 RON (91 AKI) for early
7.8:1 compression variants; 98 RON (93 AKI) recommended for later 8.3:1
compression variants to prevent detonation under boost.
The lubrication system is a fully pressurized wet-sump
design with a gear-type oil pump mounted on the front of the engine. The pump is
driven directly by the crankshaft through the timing belt system. Oil Pump Type:
Gear-type pump with integrated pressure relief valve set at 550 kPa (80 psi).
Recommended Oil Viscosity: 10W-30, 10W-40, or 20W-50 conventional or synthetic
oil meeting API SF, SG, SH, or higher specifications. Synthetic oil is
recommended for turbocharged applications to resist thermal degradation in the
turbocharger bearing housing.
Oil Capacity (including filter): 4.0 liters (4.2 qt).
Oil Pressure (at idle, warm): 70 - 150 kPa (10 - 22 psi).
Oil Pressure (at 3,000 rpm, warm): 350 - 450 kPa (51 - 65 psi).
Oil Filter Type: Spin-on full-flow filter with integral bypass valve and
anti-drainback valve.
Oil Cooler: Water-to-oil heat exchanger integrated into the oil filter mounting
base on turbocharged variants, utilizing engine coolant to stabilize oil
temperatures under sustained boost operation. Oil Pan: Stamped steel with
integrated baffling.
The cooling system is a pressurized, thermostatically
controlled circuit utilizing a belt-driven centrifugal water pump. The system is
designed to manage the additional thermal load generated by turbocharged
operation. Water Pump Type: Centrifugal with a mechanical seal, mounted to the
front of the cylinder block and driven by the timing belt.
Coolant Type: Ethylene-glycol based antifreeze meeting Nissan specification.
Coolant Capacity (engine and radiator): 7.5 - 8.5 liters (7.9 - 9.0 qt)
depending on radiator configuration and intercooler presence. Thermostat:
Wax-type thermostat with an opening temperature of 82 °C (180 °F) and a
full-open temperature of 95 °C (203 °F). Radiator: Cross-flow aluminum radiator
with plastic tanks, sized for turbocharged thermal loads.
Cooling Fan: Electric fan(s) controlled by engine coolant temperature sensor and
air conditioning system demand; earlier variants utilized an engine-driven
viscous clutch fan. Turbocharger Cooling: Later “W-Series” variants incorporate
a fully water-cooled turbocharger bearing housing, with coolant circulating
through the housing even after engine shutdown via thermal siphon action to
prevent localized oil coking.
Timing Drive: Belt-driven system with a toothed rubber
timing belt reinforced with fiberglass cords. The belt drives the water pump,
the right bank camshaft, and an intermediate shaft that drives the left bank
camshaft through a secondary belt. This is an interference engine; timing belt
failure results in valve-to-piston contact requiring extensive engine repair.
Accessory Drive: Multiple V-belts or a single serpentine belt depending on
vehicle application, driving the alternator, power steering pump, and air
conditioning compressor
Turbocharger: Single Garrett T3 series turbocharger with a 60 mm compressor
wheel and 52 mm turbine wheel. Early variants utilized an oil-cooled bearing
housing with a 7.8:1 compression ratio. Later “W-Series” variants received a
fully water-cooled bearing housing with improved durability, accompanied by the
increased 8.3:1 compression ratio. Maximum boost pressure is 0.45 - 0.55 bar
(6.5 - 8.0 psi) in stock configuration.
Ignition System: Distributor-based electronic ignition with an optical or
magnetic pickup. The distributor is driven by the left bank camshaft. Ignition
timing is controlled by the engine control unit, with a base timing setting of
20° BTDC at idle with the timing advance control disconnected. Spark Plugs: NGK
PFR6B-11 or equivalent platinum for later variants; NGK BCPR6ES-11 for standard
configurations. Spark Plug Gap: 1.0-1.1 mm (0.039-0.043 in).
Engine Management System: Nissan ECCS (Electronic Concentrated Control System)
with an engine control unit managing fuel injection, ignition timing, boost
pressure control (through a wastegate solenoid), and idle speed control
Exhaust System: Cast iron exhaust manifolds, one per cylinder bank, feeding into
a single turbocharger inlet. The exhaust system incorporates a catalytic
converter on markets where emissions regulations required.
Overall Length: 640 mm (25.2 in).
Overall Width: 680 mm (26.8 in).
Overall Height: 700 mm (27.6 in).
Dry Weight (complete engine): 180 kg (397 lb).
Engine Oil and Filter Change: 5,000 km (3,000 mi) or 6
months for conventional oil; 7,500 km (4,500 mi) for synthetic oil. Turbocharged
operation demands strict adherence to oil change intervals to prevent coking in
the turbocharger bearing housing.
Timing Belt Replacement: 100,000 km (60,000 mi) or 5 years, whichever occurs
first. Failure to replace the belt within this interval risks belt fracture and
consequent valve damage due to the interference design.
Valve Clearance Inspection (mechanical lifter variants): Every 30,000 km (18,000
mi). Adjustment is performed by replacing the appropriate thickness shim under
the rocker arm pivot. Valve Clearance (hydraulic lifter variants): Hydraulic
lash adjusters eliminate the need for valve clearance inspection or adjustment.
Fuel Filter Replacement: 20,000 km (12,000 mi) or 2 years.
Engine Air Filter Element: Replace every 20,000 km (12,000 mi) or when visibly
contaminated.
Coolant Replacement: 40,000 km (24,000 mi) or 2 years.
Drive Belt Inspection: Every 5,000 km (3,000 mi) for cracks, fraying, glazing,
and proper tension.
Drive Belt Replacement: 40,000 km (24,000 mi) or 2 years.
Spark Plug Replacement: 30,000 km (18,000 mi) for conventional plugs.
Spark Plug Replacement: 100,000 km (60,000 mi) for platinum equivalents.
Cylinder Head Bolts, Step 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts, Step 2: 60 Nm (44 lb-ft) + 90° turn
Main Bearing Cap Bolts: 60 Nm (44 lb-ft) + 90° turn
Connecting Rod Cap Bolts: 35 Nm (26 lb-ft) + 90° turn
Camshaft Bearing Caps: 20 Nm (15 lb-ft)
Camshaft Sprocket Bolts: 80 Nm (59 lb-ft)
Intake Manifold to Cylinder Head: 25 Nm (18 lb-ft)
Exhaust Manifold to Cylinder Head: 35 Nm (26 lb-ft)
Turbocharger to Exhaust Manifold: 40 Nm (30 lb-ft)
Turbocharger Oil Feed Line: 25 Nm (18 lb-ft)
Turbocharger Water Lines (W-Series): 25 Nm (18 lb-ft)
Oil Pan Bolts: 15 Nm (11 lb-ft)
Valve Cover Bolts: 8 Nm (6 lb-ft)
Spark Plugs: 20 Nm (15 lb-ft)
Crankshaft Pulley Bolt: 180 Nm (133 lb-ft)
Flywheel / Flexplate Bolts: 100 Nm (74 lb-ft)
Engine Mount Brackets to Block: 45 Nm (33 lb-ft)
The VG30ET engine was installed across Nissan’s
performance-oriented and luxury vehicle lines from 1983 through 1989, with the
turbocharged configuration reserved for higher-specification variants.
Nissan 300ZX Turbo (Z31, 1984-1989): The VG30ET served as the flagship
powerplant for the Z31-generation 300ZX in North American and export markets.
The engine was offered with the 7.8:1 compression ratio in early models and the
8.3:1 “W-Series” configuration from 1987 onward. The 300ZX application utilized
a longitudinal mounting with rear-wheel drive and an air-to-air intercooler on
select variants.
Nissan Fairlady Z Turbo (Z31, 1983-1989): The Japanese domestic market Fairlady
Z received the VG30ET as the high-performance variant, with the engine
calibrated to Japanese market fuel and emissions requirements. The Fairlady Z
application included the same turbocharger and intercooler configurations as
export models but with different ECU mapping.
Nissan Leopard (F31, 1986-1988): The Leopard luxury coupe received the VG30ET in
the Ultimate and Ultra trims, where the engine was mounted longitudinally for
rear-wheel drive. This application emphasized refined power delivery over raw
performance, with a focus on low-end torque characteristics.
Nissan Cedric / Gloria (Y30, Y31, 1983-1989): The Cedric and Gloria executive
sedans received the VG30ET in the Gran Turismo and Grand Touring trims. The
engine was mounted longitudinally in these rear-wheel-drive platforms, with the
turbocharged configuration providing elevated performance in the luxury sedan
segment.
Nissan Cima (FY31, 1988-1991): The Cima luxury sedan, positioned above the
Cedric in Nissan’s Japanese market lineup, received the VG30ET in early
production years. The engine was tuned for refined power delivery with
additional sound insulation and a calibrated exhaust system to minimize cabin
noise while maintaining performance.
Nissan 200Z (Z31, 1984-1985): The European market 200Z received a detuned
version of the VG30ET with reduced boost pressure and power output calibrated to
European fuel availability and taxation structures. This variant utilized the
same engine architecture but with different ECU programming and a lower boost
threshold.
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