Nissan VH41DE Specifications
| Engine Model: Nissan VH41DE |
| Engine Type: 4-cycle 8-cylinder DOHC 32-valve VTC liquid-cooled gasoline |
| Total Displacement: 252.1 cu.in (4.13 L) |
| Rated Engine Power: 266-278 Hp (199-207 kW) at 5600 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Nissan VH41DE is a 4.1-liter, 90-degree V8 gasoline
engine produced from 1991 to 2001 as part of Nissan’s VH engine family.
Developed as a smaller-displacement companion to the VH45DE, this powerplant was
engineered to deliver a balance of high-rpm power, exceptional smoothness, and
refined operation for Nissan’s flagship luxury sedans. The VH41DE incorporates
advanced design elements for its era, including an aluminum alloy block and
cylinder heads, a double overhead camshaft (DOHC) valvetrain with 32 valves, and
variable valve timing control (VTC) on the intake camshafts.
The VH41DE features a short-stroke architecture with a bore of 89.0 mm and a
stroke of 82.7 mm, a configuration that favors high-rpm power delivery and
reduced piston speeds. The engine utilizes a chain-driven valvetrain,
sodium-filled exhaust valves for improved heat dissipation, and a sequential
multi-point fuel injection system. While sharing its basic architecture with the
VH45DE, the VH41DE employs a shorter stroke, a different intake manifold
configuration, and distinct engine control calibration.
The engine was installed in the Nissan Cima, Leopard, President, and the North
American-market Infiniti Q45, where its combination of power, refinement, and
reliability earned a strong reputation. In subsequent years, the VH41DE gained
popularity as a swap candidate for performance and drift applications due to its
compact dimensions, robust internals, and high-revving character.
The VH41DE is a water-cooled, four-stroke, naturally aspirated V8 gasoline
engine configured for longitudinal mounting in rear-wheel-drive vehicle
architectures. Its design prioritizes smoothness, high-rpm power, and mechanical
refinement.
Engine Type: 90-degree V8, 4-cycle, water-cooled, naturally aspirated.
Displacement: 4,130 cc (252.1 cu.in).
Bore and Stroke: 89.0 mm (3.50 in) x 82.7 mm (3.26 in).
Compression Ratio: 10.5:1.
Fuel System: Sequential multi-point fuel injection (SMPFI).
Firing Order: 1-8-4-3-6-5-7-2.
Idle Speed: 650 ± 50 rpm.
Engine Redline: 6,800 rpm.
Maximum Power: 199-207 kW (266-278 hp) at 5,600 rpm.
Maximum Torque: 377-390 Nm (278-288 lb-ft) at 4,000 rpm.
Valvetrain: DOHC, 32-valve (4 valves per cylinder) with chain drive and VTC
(Variable Timing Control) on intake camshafts.
The cylinder block is constructed from aluminum alloy,
a material selection that reduces overall engine mass and improves heat
dissipation compared to cast iron alternatives. The 90-degree V-angle provides
inherent primary and secondary balance, eliminating the need for balance shafts
and contributing to the engine’s exceptional smoothness. The block features a
closed-deck design at the upper cylinder region, providing robust support for
the cylinder head gaskets and minimizing bore distortion under high thermal and
mechanical loads.
Cast-in-place cylinder bores are machined directly into the aluminum block. The
block incorporates five main bearing webs with four-bolt main bearing caps - two
bolts per side - providing exceptional crankshaft support under high-rpm
operation. The crankshaft is supported by five bearings and is constructed from
forged steel. A stamped steel oil pan is sealed to the lower crankcase,
providing the oil reservoir. The block design incorporates extensive ribbing
around the main bearing area to minimize flexure under load.
Block Material: Aluminum alloy
Bore Diameter (finished): 89.0 mm (3.50 in)
Main Bearing Caps: Cast iron, four-bolt design
Cylinder Bore Deformation Limit: 0.03 mm (0.0012 in)
The cylinder heads are manufactured from aluminum
alloy, with separate heads for each cylinder bank. The DOHC valvetrain actuates
32 valves - four valves per cylinder - through a system of hydraulic lash
adjusters and roller rocker arms. The intake camshafts are equipped with VTC
(Variable Timing Control), a hydraulically actuated system that continuously
varies intake camshaft phasing to optimize volumetric efficiency across the
engine speed range. The exhaust camshafts operate on a fixed profile.
The valvetrain utilizes hydraulic lash adjusters that automatically maintain
zero valve clearance throughout the engine’s service life. The exhaust valves
are sodium-filled, a design in which the valve stem contains metallic sodium
that liquefies at operating temperature and transfers heat from the valve head
to the stem and valve guide, improving thermal management under sustained
high-rpm operation. The camshafts are driven by a double-row roller chain from
the crankshaft, with automatic hydraulic tensioners maintaining chain tension.
The engine is of interference design; in the event of timing chain failure or
significant timing deviation, valve-to-piston contact occurs.
Head Material: Aluminum alloy
Valve Diameter (Intake): 34.0 mm (1.34 in)
Valve Diameter (Exhaust): 31.0 mm (1.22 in)
Valve Stem Diameter: 6.0 mm (0.24 in)
Valve Seat Angle: 45 degrees
Valve Configuration: DOHC, 4 valves per cylinder with hydraulic lash adjusters,
roller rocker arms, and VTC on intake camshafts. VTC Range: 20-30° of intake
camshaft advance (engine speed and load dependent).
The VH41DE employs a sequential multi-point fuel
injection (SMPFI) system. Eight fuel injectors are mounted in the intake
manifold, positioned to spray fuel directly onto the back of each intake valve.
The sequential injection strategy allows each injector to fire at the optimal
point in the intake cycle for its respective cylinder, improving fuel economy,
reducing emissions, and enhancing throttle response.
A fuel pump assembly located within the fuel tank supplies pressurized fuel to a
fuel rail that distributes fuel evenly to all eight injectors. The engine
control unit (ECU) calculates injection pulse width based on input from the mass
airflow sensors, throttle position sensor, coolant temperature sensor,
crankshaft position sensor, camshaft position sensors, and oxygen sensor
feedback from both cylinder banks. Premium-grade fuel with a Research Octane
Number of 96 or higher is recommended to realize the engine’s full power output.
Injection Type: Sequential multi-point electronic fuel injection (SMPFI)
Fuel Pressure: 294-343 kPa (42.6-49.8 psi) with vacuum line disconnected
Fuel Injector Resistance: 12.0-16.0 Ohms
Fuel Requirement: 96 Research Octane Number (RON) or higher (premium)
Fuel Cutoff: 6,800 rpm
The lubrication system is a fully pressurized, wet-sump
design utilizing a gear-type oil pump mounted to the front of the crankshaft.
The oil pump draws lubricant from the stamped steel oil pan through a mesh
strainer and circulates it through a full-flow, replaceable oil filter before
entering the main oil gallery. From the gallery, pressurized oil is distributed
to the crankshaft main bearings, connecting rod bearings, camshaft bearings,
hydraulic lash adjusters, VTC solenoids, and timing chain tensioners.
A pressure relief valve integrated into the oil pump maintains system pressure
within operational limits to prevent over-pressurization during cold starts. An
oil cooler is integrated into the system to maintain oil temperature under
sustained high-load conditions, a feature important for the high-rpm operation
of the engine.
Oil Type: SAE 5W-30, 5W-40, 10W-40 (synthetic recommended; API SG, SH, or
higher)
Oil Capacity (with filter): 6.0-6.5 liters (6.3-6.9 US qt)
Oil Pressure (at 3,000 rpm): 294-392 kPa (42.6-56.9 psi)
Oil Pump Type: Gear-type, crankshaft-driven
Oil Filter Type: Spin-on, full-flow
The cooling system is a pressurized, liquid-cooled
design employing a cross-flow aluminum radiator with an electric cooling fan. A
centrifugal-type water pump, driven by the timing chain, circulates coolant
through the engine block, cylinder heads, heater core, and transmission oil
cooler on automatic transmission applications. A wax-pellet thermostat regulates
coolant flow to maintain optimal operating temperature, with a bypass circuit
that allows the engine to warm rapidly by circulating coolant only within the
engine until the thermostat opens.
The cooling system is sized to manage the thermal load of the high-output V8
engine. The aluminum construction of both block and heads requires consistent
operating temperature to maintain proper component clearances and cylinder head
gasket sealing.
Coolant Type: Ethylene-glycol based antifreeze with corrosion inhibitors
Coolant Capacity: 10.0-11.0 liters (10.6-11.6 US qt) (variant dependent)
Thermostat Opening Temperature: 76-80 °C (169-176 °F)
Thermostat Full-Open Temperature: 90 °C (194 °F)
Radiator Cap Pressure: 88-108 kPa (12.8-15.7 psi)
Water Pump Type: Centrifugal, timing chain-driven
| Intake and Exhaust Systems |
Intake System: Aluminum intake manifold with a
side-mounted throttle body configuration on most variants. The manifold
incorporates tuned runners of equal length to optimize intake wave tuning across
the engine speed range. A throttle body with a mechanically operated butterfly
valve controls airflow into the engine.
Exhaust System: Stainless steel exhaust manifolds with individual runners per
cylinder bank. The system incorporates heated oxygen sensors upstream of the
catalytic converters for fuel trim feedback. Dual catalytic converters are
integrated into the exhaust system.
Distributorless ignition system with individual
pencil-type ignition coils mounted directly over each spark plug. The system
incorporates a crankshaft position sensor and two camshaft position sensors for
precise ignition timing control. Ignition timing maps are optimized for the VTC
system, with timing advanced or retarded based on intake camshaft position.
VTC (Variable Timing Control): The VTC system provides
continuously variable intake camshaft phasing. The system uses oil pressure to
advance the intake camshaft relative to the timing chain sprocket, controlled by
the ECU based on engine speed, throttle position, and coolant temperature.
Advance is applied to increase volumetric efficiency at mid-range engine speeds,
improving torque without compromising high-rpm power.
Timing Drive: A double-row roller chain drives the camshafts from the crankshaft
sprocket. The primary chain drives the left bank exhaust camshaft, with
secondary chains connecting the left exhaust to left intake camshaft and
crossing to the right bank. Automatic hydraulic tensioners maintain chain
tension. The timing system is designed for extended service life with no
specified replacement interval under normal operating conditions.
Overall Length: 780 mm (30.7 in)
Overall Width: 720 mm (28.3 in)
Overall Height: 710 mm (28.0 in)
Dry Weight (complete engine): 190-200 kg (419-441 lb)
Oil Change Interval: 10,000 km (6,200 mi) under normal
driving conditions.
Oil Change Interval: 5,000 km (3,100 mi) under severe conditions.
Oil Filter Change: At every oil change.
Timing Chain Inspection: Inspect for noise at each service interval.
Engine Coolant Replacement: 60,000 km (40,000 mi) or 2 years.
Spark Plug Replacement: 100,000 km (60,000 mi) for platinum plugs.
Spark Plug Type: NGK PFR6B-11 or equivalent (platinum-tipped).
Spark Plug Gap: 1.0-1.1 mm (0.039-0.043 in).
Drive Belt (Accessory) Inspection: Every 10,000 km (6,200 mi) for tension,
cracking, and glazing.
Air Filter Replacement: 30,000 km (18,000 mi) or as indicated by inspection.
Fuel Filter Replacement: 40,000 km (25,000 mi) for external filter types.
Cylinder Head Bolts (M11 x 1.5), 1st pass: 25-30 Nm
(18-22 lb-ft).
Cylinder Head Bolts (M11 x 1.5), 2nd pass: 60-65 Nm (44-48 lb-ft) plus 90°
rotation.
Main Bearing Cap Bolts (M10 x 1.25): 45-50 Nm (33-37 lb-ft) plus 45° rotation.
Connecting Rod Cap Bolts (M8 x 1.0): 25-28 Nm (18-21 lb-ft) plus 45° rotation.
Camshaft Bearing Cap Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Intake Manifold Bolts (M8 x 1.25): 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts (M8 x 1.25): 25-30 Nm (18-22 lb-ft).
Spark Plugs: 18-22 Nm (13-16 lb-ft).
Oil Pan Bolts (M6 x 1.0): 8-10 Nm (71-89 lb-in).
Water Pump Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Timing Chain Tensioner Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Crankshaft Pulley Bolt (M18 x 1.5): 250-280 Nm (184-207 lb-ft).
Flywheel / Drive Plate Bolts (M10 x 1.25): 70-75 Nm (52-55 lb-ft).
The Nissan VH41DE engine was utilized across a range of
Nissan luxury sedans in the Japanese Domestic Market, with limited availability
in North American markets through the Infiniti brand.
Nissan Cima (FY32, FY33): 1991-2001 model years.
Nissan Leopard (FY33): 1996-1999 model years.
Infiniti Q45 (FY33): 1997-2001 model years (North American market).
Nissan President (JG50, PGF50): 1992-2002 model years.
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