Nissan VG33ER Specifications
| Engine Model: Nissan VG33ER |
| Engine Type: 4-cycle 6-cylinder SOHC 12-valve supercharged liquid-cooled gasoline |
| Total Displacement: 200 cu.in (3.27 L) |
| Rated Engine Power: 210 Hp (157 kW) at 4800 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Nissan VG33ER is a 3.3-liter supercharged V6 engine
introduced in 2001 as the high-output variant of the VG33E, itself a member of
Nissan’s long-running VG engine family. The engine represented a
factory-engineered forced induction solution for the compact truck and SUV
segment, utilizing an Eaton M62 Roots-type supercharger to deliver immediate
low-end torque enhancement suited to towing and off-road applications. The
VG33ER retained the robust cast iron block and single overhead camshaft
architecture of its naturally aspirated predecessor while incorporating a
lowered compression ratio and upgraded fuel system to accommodate positive
manifold pressure.
Produced for a relatively short production window in North America and
continuing in other markets such as China, the engine became recognizable for
its distinctive supercharger whine and proved exceptionally durable under
sustained high-load operation. Its simple valvetrain design and proven bottom
end construction contributed to a reputation for reliability despite the added
mechanical complexity of the supercharger system.
Engine Type: 4-stroke, 60° V6, water-cooled gasoline engine.
Displacement: 3,275 cc (3.3 L; 200 cu.in).
Bore: 91.5 mm (3.602 in).
Stroke: 83.0 mm (3.268 in).
Compression Ratio: 8.3:1.
Firing Order: 1-2-3-4-5-6.
Valvetrain: SOHC, 2 valves per cylinder, 12 valves total, timing belt drive.
Maximum Power: 157 kW (210 hp; 213 PS) at 4,800 rpm.
Maximum Torque: 334 Nm (246 lb-ft) at 2,800 rpm.
Redline: 5,600 rpm.
Maximum Boost Pressure: 62-69 kPa (9.0-10.0 psi) at wide-open throttle.
Combustion Chamber: Wedge design with compact combustion chamber optimized for
forced induction.
Aspiration: Supercharged with Eaton M62 Roots-type positive displacement
supercharger, air-to-air intercooler.
Compression Pressure
Standard: 1.20-1.45 MPa (174-210 psi).
Minimum service limit: 1.00 MPa (145 psi).
Maximum permissible variation between cylinders: 0.10 MPa (15 psi).
The cylinder block is constructed from high-strength
gray cast iron with a 60-degree included angle between cylinder banks. The block
features a deep-skirt design with the cylinder walls extending below the
crankshaft centerline, providing a rigid foundation for the reciprocating
assembly under elevated cylinder pressures from forced induction. Four main
bearings support the cast iron crankshaft, with bearing caps secured by four
vertical bolts each. The cylinders are cast directly into the block without
replaceable liners, finished with a plateau honing process.
Cast-in coolant passages surround each cylinder for the full depth of the
stroke, with a water jacket that extends between the cylinder banks to provide
uniform cooling of the combustion chamber surfaces. The block incorporates
structural ribbing on the outer casting to reduce vibration transmission. A cast
aluminum oil pan with integrated cooling fins forms the lower sump. The block
also includes mounting provisions for the supercharger drive belt tensioner
assembly on the front timing cover.
Each cylinder bank receives a separate aluminum alloy
cylinder head with a wedge-style combustion chamber designed to promote swirl
and efficient flame propagation under boosted conditions. The cross-flow design
positions intake ports on the inner side of the V-block and exhaust ports on the
outer side.
Each head features a single overhead camshaft supported by four bearing
journals, actuating the valves through rocker arms with hydraulic lash
adjusters, eliminating routine valve clearance maintenance. The camshafts are
driven by a toothed timing belt from the crankshaft, with an automatic tensioner
maintaining belt tension. Intake ports are designed with a high-swirl geometry
to enhance fuel atomization and mixture motion within the cylinder, critical for
combustion stability under boost.
Number of Valves: 12 total (2 per cylinder).
Intake Valve Diameter: 42.0 mm (1.654 in).
Exhaust Valve Diameter: 35.0 mm (1.378 in).
Valve Stem Diameter: 8.0 mm (0.315 in) for both intake and exhaust.
Valve Seat Inserts: Powder metal inserts for intake; heat-resistant alloy steel
inserts for exhaust.
Valve Clearance: Hydraulic lash adjusters; no manual adjustment required.
Valve Timing (nominal)
Intake Opens: 10° BTDC
Intake Closes: 40° ABDC
Exhaust Opens: 50° BBDC
Exhaust Closes: 5° ATDC
The fuel system employs a return-type sequential
multi-point fuel injection system designed to accommodate the increased fuel
demand under boost. A high-flow in-tank electric fuel pump delivers fuel through
stainless steel fuel rails mounted to each cylinder head. The system operates at
a nominal pressure regulated by a vacuum-referenced fuel pressure regulator that
increases fuel pressure proportionally with manifold pressure to maintain a
constant pressure differential across the injectors.
This rising-rate regulation ensures adequate fuel delivery under boost without
exceeding injector flow capacity. Each cylinder is served by a side-feed
injector with flow rating increased from the naturally aspirated VG33E to supply
the additional fuel required at maximum boost.
Injectors: Side-feed, high-impedance; flow rate of 320-350 cc/min at 300 kPa
base pressure. Fuel Filtration: In-tank primary strainer and replaceable inline
filter rated at 10 microns. Fuel Pressure (with vacuum line disconnected):
300-320 kPa (44-46 psi). Fuel Pressure (under boost): Increases 1:1 with
manifold pressure; maximum 380-420 kPa (55-61 psi) at full boost. Fuel
Specification: Premium unleaded 91 RON minimum; 95 RON recommended for maximum
performance.
The lubrication system utilizes a gear-type oil pump
mounted within the front timing cover and driven directly by the crankshaft. The
pump draws oil from a baffled steel sump through a strainer screen and delivers
it to a full-flow disposable cartridge oil filter mounted on the cylinder block.
An integral oil cooler, using engine coolant, maintains oil temperature under
sustained high-load operation.
The system incorporates a pressure relief valve calibrated to maintain stable
pressure across the operating range. Main galleries distribute oil to the
crankshaft main bearings, connecting rod bearings, camshaft bearings, and
hydraulic lash adjusters. The supercharger assembly receives lubrication from
its own sealed grease pack in the drive snout, separate from the engine oiling
system.
Oil Pump Type: Gear-type, crankshaft-driven.
Oil Pressure (hot, at 3,000 rpm): 300-400 kPa (44-58 psi).
Oil Pressure (hot, idle): 70 kPa (10 psi) minimum.
Oil Capacity (with filter): 4.3 L (4.5 US qt).
Oil Specification: API SL, SM, or higher; SAE 5W-30 for most climates; SAE
10W-30 or 10W-40 for sustained high ambient temperatures above 30 °C (86 °F) or
heavy towing.
The cooling system employs a belt-driven centrifugal
water pump mounted to the front of the engine block. Coolant flows from the
radiator through the pump, then through the cylinder block water jacket, upward
into the cylinder heads, and returns to the radiator through a thermostat
housing located at the front of the intake manifold. A wax-pellet thermostat
with a bypass circuit maintains operating temperature stability.
The system incorporates a cross-flow aluminum radiator with a pressure-type
filler cap rated at 108-127 kPa (16-18 psi). An air-to-air intercooler is
integrated into the supercharger system, with its own dedicated cooling airflow
path separate from the engine coolant circuit. A separate heater circuit draws
coolant from the cylinder heads through the heater core and returns to the water
pump inlet.
Water Pump Type: Belt-driven centrifugal pump with cast aluminum housing and
stamped steel impeller. Coolant Capacity (engine and radiator): 8.5-9.5 L
(9.0-10.0 US qt) depending on heater core configuration. Thermostat Opening
Temperature: 82 °C (180 °F). Thermostat Fully Open Temperature: 95 °C (203 °F).
Coolant Specification: Ethylene-glycol based with aluminum-compatible corrosion
inhibitors; 50% concentration.
| Intake and Exhaust Systems |
Intake System: Air enters through a paper-element air
cleaner housing with an integrated mass airflow sensor, then passes through the
supercharger where compression occurs. Compressed air is routed through an
air-to-air intercooler mounted in front of the radiator to reduce intake air
temperature before entering the intake manifold. The intake manifold is a cast
aluminum design with integrated mounting provisions for the supercharger
assembly.
Exhaust System: Cast iron exhaust manifolds with equal-length runners merge into
a dual-pipe system leading to a main catalytic converter and underfloor muffler.
The exhaust manifolds are designed with expansion joints to accommodate thermal
cycling without inducing cylinder head stress. The system incorporates a heated
oxygen sensor upstream of the catalytic converter and a downstream sensor for
catalyst efficiency monitoring.
| Ignition and Electrical System |
Ignition System: Distributor-type ignition system with
an optical crank angle sensor integrated into the distributor assembly. The
ignition timing is controlled by the engine control unit based on engine speed,
load, and knock sensor feedback. The knock sensor, mounted on the cylinder
block, allows the engine control unit to retard timing under boost conditions
when lower-octane fuel is detected.
Electrical System: 12 V negative-ground electrical architecture. Starter motor
is a reduction-gear type mounted to the transmission bellhousing. Alternator
output is 90 A or 110 A depending on vehicle specification. Engine control unit
is a Nissan-designed unit with integrated fuel injection, ignition, and
supercharger bypass valve control.
The engine is equipped with an Eaton M62 Roots-type
positive displacement supercharger mounted atop the intake manifold. The
supercharger is driven by a dedicated serpentine belt from the crankshaft,
operating at a drive ratio of approximately 2.4:1 relative to engine speed. The
unit produces a maximum boost pressure of 62-69 kPa (9.0-10.0 psi) at wide-open
throttle. An electromagnetic bypass valve, controlled by the engine control
unit, recirculates intake air around the supercharger under low-load conditions
to reduce parasitic drag and improve fuel economy. The supercharger incorporates
its own internal bypass for idle and deceleration conditions.
Length (front of accessory drive to rear of flywheel
housing): 700 mm (27.6 in).
Width (overall, across valve covers): 750 mm (29.5 in).
Height (from oil pan rail to top of supercharger): 750 mm (29.5 in).
Dry Weight (complete engine with flywheel, supercharger, and manifolds): 210 kg
(463 lb).
Dry Weight (complete engine with alternator, starter, and accessories): 225 kg
(496 lb).
Engine Oil: API SL, SM, or higher; SAE 5W-30 for
general use; SAE 10W-30 or 10W-40 for ambient temperatures consistently above 30
°C (86 °F) or severe service. Oil Change Interval: 5,000 km (3,100 mi) for
severe service (off-road, towing); 7,500 km (4,700 mi) for normal highway
operation. Oil Filter Replacement: Every oil change. Coolant Capacity: 8.5-9.5 L
(9.0-10.0 US qt). Coolant Change Interval: 48,000 km (30,000 mi) or 48 months.
Fuel Filter Replacement: 30,000 km (18,600 mi). Air Filter Replacement: 30,000
km (18,600 mi); more frequent under dusty or off-road conditions. Timing Belt
Replacement: 105,000 km (65,000 mi) or 84 months; interference engine; belt
failure results in valve-to-piston contact. Valve Clearance: Hydraulic lash
adjusters; no adjustment required. Spark Plugs: NGK PFR5G-11 or Denso PK20PR11
(platinum); gap: 1.0-1.1 mm (0.039-0.043 in). Spark Plug Replacement Interval:
100,000 km (62,000 mi) for platinum type.
Idle Speed (closed throttle, transmission in neutral): 650-750 rpm. Drive Belt
Inspection: 30,000 km (18,600 mi); supercharger drive belt separate from
accessory drive belt. Supercharger Oil: Sealed unit; no periodic oil change
specified; replacement required only if supercharger is disassembled for
service. Supercharger Bypass Valve Inspection: Check for smooth operation at
60,000 km (37,000 mi); valve should close under wide-open throttle conditions.
Cylinder Head Bolts (M11), Stage 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts (M11), Stage 2: 60 Nm (44 lb-ft)
Cylinder Head Bolts (M11), Stage 3: 90 Nm (66 lb-ft) + 90°
Main Bearing Cap Bolts (M12), 70 Nm (52 lb-ft)
Connecting Rod Cap Bolts (M9): 35-40 Nm (26-30 lb-ft) + 60°
Flywheel / Flexplate Bolts (M12): 100-110 Nm (74-81 lb-ft)
Camshaft Bearing Caps (M8): 18-22 Nm (13-16 lb-ft)
Camshaft Sprocket Bolts (M10): 80-90 Nm (59-66 lb-ft)
Intake Manifold Bolts (M8): 18-22 Nm (13-16 lb-ft)
Supercharger Mounting Bolts (M8): 20-25 Nm (15-18 lb-ft)
Exhaust Manifold Bolts (M10): 40-45 Nm (30-33 lb-ft)
Valve Cover Bolts (M6): 8-10 Nm (6-7 lb-ft)
Oil Pan Bolts (M6): 8-10 Nm (6-7 lb-ft)
Water Pump Bolts (M8): 20-25 Nm (15-18 lb-ft)
Thermostat Housing Bolts (M8): 20-25 Nm (15-18 lb-ft)
Spark Plugs: 25-30 Nm (18-22 lb-ft)
Engine Mount Bracket to Block (M10): 50-60 Nm (37-44 lb-ft)
Crankshaft Pulley Bolt (M16): 200-220 Nm (148-162 lb-ft)
Alternator Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Starter Motor Mounting Bolts (M10): 40-45 Nm (30-33 lb-ft)
Supercharger Drive Belt Tensioner: 25-30 Nm (18-22 lb-ft)
Knock Sensor Bolt (M8): 20-22 Nm (15-16 lb-ft)
Nissan Frontier (D22): 2001-2004 North American market;
Supercharged Crew Cab and extended cab models with 4x4 drivetrain.
Nissan Xterra (WD22): 2002-2004 North American market; Supercharged models in SE
and off-road trims.
Nissan Paladin: 2003-2013 Chinese market (Zhengzhou Nissan); Supercharged
variant of the SUV based on the Frontier platform, produced for government and
commercial fleets.
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