Nissan VK56DE Specifications
| Engine Model: Nissan VK56DE |
| Engine Type: 4-cycle 8-cylinder DOHC 32-valve CVTC liquid-cooled gasoline |
| Total Displacement: 338.8 cu.in (5.55 L) |
| Rated Engine Power: 305-320 Hp (227-239 kW) at 4900 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
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The Nissan VK56DE is a 5.6-liter, 90-degree V8 gasoline
engine developed specifically for Nissan’s full-size truck and sport utility
vehicle applications. Introduced in 2004 as the flagship powerplant for the
Titan pickup, Armada SUV, and Infiniti QX56 luxury SUV, the VK56DE was
engineered to deliver the high torque output, durability, and towing capacity
demanded by North American truck buyers while maintaining the refinement
expected in premium applications. The engine represented a significant step
forward from Nissan’s earlier V8 offerings, incorporating modern technologies in
an all-aluminum architecture.
The VK56DE is characterized by its aluminum cylinder block and cylinder heads,
dual overhead camshafts (DOHC) with continuously variable valve timing control
(CVTC) on the intake side, and sequential multi-point fuel injection. The
engine’s square bore and stroke ratio of 98.0 mm by 92.0 mm provides a favorable
balance of displacement efficiency and piston speed.
To ensure durability under the high loads of towing and hauling, the aluminum
block incorporates cast iron cylinder liners, while the rotating assembly
features a micro-finished crankshaft and molybdenum-coated pistons to reduce
friction. The VK56DE remained in production through the early 2010s, evolving
with incremental power increases before being succeeded by the direct-injected
VK56VD in later model years.
The VK56DE is a naturally aspirated, water-cooled, four-stroke V8 gasoline
engine configured for longitudinal mounting in rear-wheel-drive and
four-wheel-drive truck and SUV architectures. Its 90-degree bank angle provides
inherent primary balance while allowing a compact overall width.
Engine Type: 90° V8, 4-cycle, water-cooled, naturally aspirated.
Displacement: 5,552 cc (338.8 cu.in).
Bore and Stroke: 98.0 mm (3.86 in) x 92.0 mm (3.62 in).
Compression Ratio: 9.8:1.
Valvetrain: DOHC, 32-valve (4 valves per cylinder) with CVTC on intake.
Fuel System: Sequential multi-point fuel injection (SMPFI).
Firing Order: 1-8-7-3-6-5-4-2.
Redline: 6,000 rpm.
Early Variants (2004-2006)
Maximum Power: 227 kW (305 hp) at 4,900 rpm.
Maximum Torque: 514 Nm (379 lb-ft) at 3,600 rpm.
Late Variants (2007-2015)
Maximum Power: 239 kW (320 hp) at 4,900 rpm.
Maximum Torque: 533 Nm (393 lb-ft) at 3,600 rpm.
The cylinder block is manufactured from aluminum alloy
using a high-pressure die-casting process, a material selection that
significantly reduces overall engine mass compared to cast iron V8 equivalents.
The block features a 90-degree V-angle and a deep-skirt design extending below
the crankshaft centerline, providing robust support for the main bearing caps
and enhancing structural rigidity under high torque loads. An open-deck
configuration is employed, where the cylinder bores are supported at the top
only by the water jacket perimeter, aiding in cooling efficiency.
Pressed-in, cast iron cylinder liners are used to provide a durable,
low-friction running surface for the pistons and piston rings. The liners are
cast integrally with the aluminum block during the casting process. A structural
aluminum ladder frame - a bedplate - is bolted to the lower crankcase,
incorporating the main bearing caps and adding substantial rigidity to the
bottom end. The bedplate design utilizes five main bearing caps with
cross-bolted fasteners on the center caps. The block incorporates an oil drain
passage from the valley and provisions for an oil cooler on certain
applications.
Block Material: Aluminum alloy.
Liner Type: Cast-in-place cast iron liners.
Bore Diameter: 98.0 mm (3.86 in).
Main Bearing Configuration: Five main bearings with integrated bedplate,
cross-bolted center caps.
The cylinder heads are constructed from aluminum alloy,
with separate castings for each cylinder bank. Each head utilizes a DOHC
valvetrain with four valves per cylinder - two intake and two exhaust - actuated
by roller finger followers. The intake camshafts are driven directly by the
timing chain system, while the exhaust camshafts are driven by a secondary chain
from the intake camshafts on each bank. Hydraulic lash adjusters are integrated
into the roller finger followers, automatically maintaining zero valve clearance
throughout the engine’s operational life, eliminating the need for periodic
manual valve adjustments.
A defining feature of the VK56DE is the Continuously Variable Valve Timing
Control (CVTC) system, which operates on the intake camshafts. This system uses
oil-pressure-actuated phasers mounted at the front of each intake camshaft,
allowing continuous adjustment of intake valve timing across a range of 40
degrees of crankshaft angle. CVTC optimizes valve timing for low-end torque,
high-rpm power, idle stability, and fuel efficiency. The combustion chambers are
of a pent-roof design with centrally located spark plugs, optimizing flame
propagation.
Head Material: Aluminum alloy.
Valve Configuration: DOHC, 4 valves per cylinder with roller finger
followers and hydraulic lash adjusters.
Valve Diameter (Intake): 35.0 mm (1.38 in).
Valve Diameter (Exhaust): 30.0 mm (1.18 in).
Valve Stem Diameter: 5.5 mm (0.22 in).
Valve Seat Angle: 45 degrees.
CVTC Operating Range (Intake): 0-40 degrees (crankshaft angle).
The VK56DE employs a sequential multi-point fuel
injection (SMPFI) system with eight side-feed fuel injectors mounted in the
intake manifold runners, positioned to spray fuel directly onto the back of the
intake valves. This port injection design provides excellent air-fuel mixture
preparation, immediate throttle response, and maintains intake valve
cleanliness, eliminating the carbon buildup concerns associated with direct
injection systems.
A fuel pump assembly located within the fuel tank supplies pressurized fuel to a
stainless steel 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 sensors, camshaft position sensors, and wide-band
oxygen sensor feedback to maintain optimal air-fuel ratios across all operating
conditions. A fuel pressure regulator maintains constant fuel pressure relative
to intake manifold vacuum.
Injection Type: Sequential multi-point fuel injection (port injection).
Fuel Pressure: 324-392 kPa (47.0-56.9 psi) with vacuum line disconnected.
Fuel Injector Flow Rate: 340-380 cc/min depending on application.
Fuel Injector Resistance: 11.0-15.0 Ohms.
Fuel Requirement: 87 octane or higher (91 octane recommended).
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 a cast aluminum 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,
roller finger followers, hydraulic lash adjusters, CVTC phasers, and timing
chain tensioners.
A pressure relief valve integrated into the oil pump maintains system pressure
within operational limits. The oil pan incorporates a windage tray and internal
baffles to maintain oil pickup under high lateral acceleration, a critical
feature for truck applications. An oil cooler, integrated into the oil filter
housing, uses engine coolant to stabilize oil temperature during sustained
towing and high-load operation. Piston cooling jets are not used in this
naturally aspirated application.
Oil Type: SAE 5W-30 or 10W-30 (API SM or higher; ILSAC GF-4 or higher).
Oil Capacity (with filter): 6.0-6.5 liters (6.3-6.9 US qt).
Oil Pressure (at idle): 98 kPa (14.2 psi) minimum.
Oil Pressure (at 3,000 rpm): 294-392 kPa (42.6-56.9 psi).
Oil Pump Type: Gear-type, crankshaft-driven.
The cooling system is a pressurized, liquid-cooled
design engineered to manage the thermal load of a high-output V8 engine in truck
and SUV applications. A high-capacity cross-flow aluminum radiator with an
electric cooling fan provides cooling capacity for sustained towing and
high-load operation. A centrifugal-type water pump, driven by the timing chain,
circulates coolant through the cylinder block, cylinder heads, heater core, and
oil cooler.
A wax-pellet thermostat regulates coolant flow to maintain optimal operating
temperature, with a bypass circuit that allows the engine to warm rapidly. The
cooling system is designed to provide uniform cooling across both cylinder
banks, maintaining consistent thermal expansion across the aluminum block and
head interface.
Coolant Type: Ethylene-glycol based antifreeze with corrosion inhibitors.
Coolant Capacity: 11.0-12.0 liters (11.6-12.7 US qt).
Thermostat Opening Temperature: 82-86 °C (180-187 °F).
Thermostat Full-Open Temperature: 95 °C (203 °F).
Radiator Cap Pressure: 108-127 kPa (15.7-18.4 psi).
Water Pump Type: Centrifugal, timing chain-driven.
Ignition System: Distributorless ignition system with
eight individual pencil-type ignition coils, each mounted directly over a spark
plug (coil-on-plug). The ECU controls ignition timing based on crankshaft
position, camshaft position, knock sensor feedback, and engine load. Dual knock
sensors - one per cylinder bank - allow the ECU to retard ignition timing under
detonation conditions on individual banks.
Intake System: Air is drawn through a dry-type paper element air filter and dual
hot-wire mass airflow sensors before entering a composite plastic intake
manifold with dual plenums. The electronically controlled throttle body -
drive-by-wire - eliminates the mechanical cable connection, allowing the ECU to
manage throttle opening for precise torque control, idle stability, and traction
management.
Exhaust System: Stainless steel exhaust manifolds from each cylinder bank merge
into a Y-pipe configuration before entering a catalytic converter. Heated oxygen
sensors are mounted upstream and downstream of the catalytic converters for fuel
trim feedback and catalyst efficiency monitoring.
Timing Drive: A silent-type roller chain system drives the camshafts and
ancillary components. A primary chain drives the intake camshafts from the
crankshaft. Secondary chains drive the exhaust camshafts from the intake
camshafts on each bank. Automatic hydraulic tensioners maintain optimal chain
tension throughout the engine’s operational life.
Overall Length: 780 mm (30.7 in).
Overall Width: 880 mm (34.6 in).
Overall Height: 720 mm (28.3 in).
Dry Weight (complete engine): 195 kg (430 lb).
Oil Change Interval: 8,000 km (5,000 mi) under normal
driving conditions.
Oil Change Interval: 5,000 km (3,000 mi) under severe conditions.
Oil Filter Change: At every oil change.
Timing Chain: Inspection for noise and stretch.
Engine Coolant Replacement: 120,000 km (75,000 mi) or 5 years.
Spark Plug Replacement: 100,000 km (60,000 mi) for iridium plugs.
Spark Plug Type: NGK DILFR5A-11 or equivalent
Spark Plug Gap: 1.0-1.1 mm (0.039-0.043 in)
Drive Belt (Accessory) Inspection: Every 15,000 km (9,000 mi) for tension,
cracking, and glazing.
Drive Belt (Accessory) Replacement: 100,000 km (60,000 mi).
Air Filter Replacement: 30,000 km (18,000 mi) or as indicated by inspection.
Fuel Filter: Integrated with fuel pump assembly; no scheduled replacement.
Valve Clearance Adjustment: Not required due to hydraulic lash adjusters.
CVTC System: Inspect for proper operation during routine service.
Cylinder Head Bolts (M10 x 1.25), 1st pass: 30 Nm (22
lb-ft).
Cylinder Head Bolts (M10 x 1.25), 2nd pass: 60 Nm (44 lb-ft) + 90° rotation.
Main Bearing Bedplate Bolts (M8 x 1.25): 20 Nm (15 lb-ft) + 90° rotation.
Connecting Rod Cap Bolts (M9 x 1.0): 25 Nm (18 lb-ft) + 90° rotation.
Camshaft Bearing Cap Bolts (M6 x 1.0): 10-12 Nm (89-106 lb-in).
Intake Manifold Bolts (M6 x 1.0): 10-12 Nm (89-106 lb-in).
Exhaust Manifold Nuts (M8 x 1.25): 25-30 Nm (18-22 lb-ft).
Spark Plugs: 20-25 Nm (15-18 lb-ft).
Oil Pan Bolts (M6 x 1.0): 10-12 Nm (89-106 lb-in).
Water Pump Bolts (M6 x 1.0): 10-12 Nm (89-106 lb-in).
CVTC Phaser Bolts (M12 x 1.25): 50-60 Nm (37-44 lb-ft).
Crankshaft Pulley Bolt (M18 x 1.5): 250-280 Nm (184-207 lb-ft).
Flywheel / Drive Plate Bolts (M10 x 1.25): 45 Nm (33 lb-ft) + 90° rotation.
The Nissan VK56DE engine was utilized across Nissan’s
full-size truck, sport utility vehicle, and commercial van lineup, as well as in
Infiniti’s luxury SUV offerings, primarily in the North American and global
markets.
Nissan Titan (A60): 2004-2015 model years.
Nissan Armada (WA60): 2004-2016 model years.
Nissan Pathfinder (R51): 2008-2012 model years (V8 variants).
Nissan Patrol / Safari (Y61, Y62): 2007-present (select market V8 variants).
Nissan NV2500 / NV3500 HD: 2012-2021 model years.
Infiniti QX56 (JA60): 2004-2010 model years.
Nissan Frontier (aftermarket): The VK56DE has been utilized in performance
conversions and aftermarket installations.
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