Nissan VQ25DE Specifications
| Engine Model: Nissan VQ25DE |
| Engine Type: 4-cycle 6-cylinder V-block DOHC 24-valve CVTC liquid-cooled gasoline |
| Total Displacement: 152 cu.in (2.49 L) |
| Rated Engine Power: 183-201 Hp (137-150 kW) at 6400 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
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The Nissan VQ25DE is a 2.5-liter V6 gasoline engine
belonging to the VQ engine family, a powerplant lineage renowned for its
smoothness, compact dimensions, and extensive application across Nissan’s global
product line. Introduced in the mid-1990s and remaining in production through
the 2010s, this naturally aspirated V6 was engineered to deliver the refinement
of a six-cylinder configuration within the displacement class traditionally
dominated by four-cylinder engines.
The VQ25DE represents the port-injected variant of the 2.5-liter VQ offering,
distinguished from the direct-injected VQ25DD by its sequential multi-point fuel
injection system, which prioritizes serviceability and reliability across
diverse global markets.
The engine’s architecture centers on a 60° V6 configuration with an all-aluminum
construction - cylinder block and cylinder heads both manufactured from aluminum
alloy. This material selection contributes to a reduced overall mass while
maintaining the structural rigidity required for smooth operation at elevated
engine speeds. The double overhead camshaft (DOHC) valvetrain incorporates
Continuously Variable Valve Timing Control (CVTC) on the intake camshafts,
allowing for optimized valve timing across the operating range. The timing chain
drive eliminates the maintenance requirements associated with belt-driven
systems.
Power output across the VQ25DE’s production range spans 137 to 150 kW (183 to
201 hp) at 6,400 rpm, with torque ranging from 232 to 241 Nm (171 to 178 lb-ft)
at 4,400 rpm. Compression ratios vary by market and model year, with 9.8:1 and
10.3:1 configurations offered to suit regional fuel quality and emissions
requirements. The engine’s 7,000 rpm redline and smooth power delivery are
characteristic of the VQ family’s design philosophy, which emphasizes linear
torque curves and minimal vibration. The VQ25DE earned a reputation for
reliability, with the chain-driven valvetrain and aluminum construction
contributing to reduced maintenance requirements over extended service
intervals.
The VQ25DE operates on a four-stroke gasoline cycle with sequential multi-point
fuel injection. The engine utilizes a 60° V6 configuration with a double
overhead camshaft (DOHC) and four valves per cylinder.
Engine Type: 60° V6, water-cooled, 4-stroke, naturally aspirated gasoline.
Displacement: 2,495 cc (152 cu.in).
Bore: 85.0 mm (3.35 in).
Stroke: 73.3 mm (2.89 in).
Compression Ratio: 9.8:1 or 10.3:1 depending on market and production year.
Firing Order: 1-2-3-4-5-6.
Idle Speed: 650-700 rpm, electronically controlled.
Maximum Engine Speed: 7,000 rpm with fuel cut-off at 7,200 rpm.
Maximum Power (lower compression): 137 kW (183 hp) @ 6,400 rpm.
Maximum Power (higher compression): 150 kW (201 hp) @ 6,400 rpm.
Maximum Torque (lower compression): 232 Nm (171 lb-ft) @ 4,400 rpm.
Maximum Torque (higher compression): 241 Nm (178 lb-ft) @ 4,400 rpm.
Fuel System: Sequential multi-point fuel injection with one injector per
cylinder.
Aspiration: Naturally aspirated.
The cylinder block is constructed from cast aluminum
alloy 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 an open-deck design, which reduces weight and improves coolant
flow around the cylinder bores while maintaining adequate structural integrity
for naturally aspirated operation.
The cylinder bores are integrally cast into the aluminum block with
cast-in-place iron liners. Each liner is centrifugally cast from gray iron and
is permanently bonded to the aluminum block during the casting process. This
liner configuration provides the necessary wear surface for the piston rings
while maintaining the weight advantages of the aluminum block structure.
Main bearing caps are manufactured from sintered steel and are secured with four
bolts each - two vertical bolts through the cap and two horizontal cross-bolts
through the lower crankcase structure. This cross-bolted arrangement provides
superior crankshaft support under the engine’s 7,000 rpm operating range and
contributes to the VQ family’s reputation for high-speed durability.
Crankshaft: Forged steel with four main bearings, fully counter-weighted with
four counterweights. The crankshaft features induction-hardened bearing surfaces
and incorporates a micro-finish process on all bearing journals to reduce
frictional losses.
Main Bearing Journal Diameter: 60.0 mm (2.36 in).
Connecting Rod Journal Diameter: 48.0 mm (1.89 in).
Connecting Rods: Forged steel with a fracture-split cap design, incorporating a
micro-finish on the bearing surfaces. Piston Material: Cast aluminum alloy with
a low-friction skirt coating and anodized ring grooves. Piston Cooling: Oil
spray jets mounted in the crankcase direct engine oil to the underside of each
piston crown. These jets are calibrated to provide cooling flow at engine speeds
above 1,500 rpm.
The VQ25DE utilizes two separate cylinder heads, one
for each bank of cylinders, each manufactured from aluminum alloy. The DOHC
configuration places two camshafts in each head - one intake and one exhaust -
operating four valves per cylinder through inverted bucket-type tappets.
Valvetrain: Double overhead camshaft (DOHC) per cylinder bank, with four valves
per cylinder, totaling 24 valves. The intake camshaft incorporates Continuously
Variable Valve Timing Control (CVTC), which adjusts intake valve timing across a
range of up to 40 degrees of crankshaft rotation based on engine speed and load.
Hydraulic lash adjusters are integrated into the bucket tappets, eliminating the
need for valve clearance adjustment.
Intake Valve Diameter: 32.0 mm (1.26 in).
Exhaust Valve Diameter: 28.0 mm (1.10 in).
Valve Lift (Intake): 9.5 mm (0.374 in).
Valve Lift (Exhaust): 9.5 mm (0.374 in).
Valve Seat Material: High-strength sintered alloy with induction-hardened
contact surfaces. Valve Spring Material: High-tensile steel with a beehive
design to reduce reciprocating mass and prevent valve float at the 7,000 rpm
redline.
Camshaft Drive: Silent-type Morse timing chain with an automatic hydraulic
tensioner. The chain drives from a sprocket on the crankshaft to the intake
camshaft of each bank, with a secondary chain or gear transferring drive from
the intake to the exhaust camshaft within each cylinder head. The chain system
is designed for the engine’s service life with no scheduled replacement
interval.
The fuel system is a sequential multi-point fuel
injection system with individual injectors positioned in the intake manifold
runners immediately upstream of each intake valve. This port injection
configuration provides precise fuel delivery while maintaining the simplicity
and serviceability advantages of an external injection system.
Fuel Injectors: High-impedance solenoid-type injectors with a multi-hole nozzle
design for improved fuel atomization. The injectors are electrically actuated by
the engine control unit in sequence with the engine’s firing order.
Fuel Pressure: 300 - 350 kPa (44 - 51 psi) regulated by a vacuum-referenced
pressure regulator mounted on the fuel rail. The regulator maintains a constant
pressure differential across the injectors regardless of intake manifold vacuum.
Fuel Rail: Aluminum rail shared across each cylinder bank, incorporating the
pressure regulator and a fuel damper to reduce pressure pulsations.
Intake Manifold: Composite resin construction with a variable intake system
(VIS) on select variants. The VIS incorporates a control valve that alters
effective runner length based on engine speed to optimize torque characteristics
across the operating range.
Throttle Body: Electronically controlled drive-by-wire system with a bore
diameter of 65 mm (2.56 in). Idle speed is managed through electronic throttle
plate positioning, with no separate idle air control valve. Fuel Requirement:
Minimum octane rating of 91 RON (87 AKI) for 9.8:1 compression variants; 95 RON
(91 AKI) recommended for 10.3:1 compression variants.
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 chain system and
incorporates a pressure relief valve. Oil Pump Type: Gear-type pump with
integrated pressure relief valve.
Recommended Oil Viscosity: 5W-30 or 10W-30 fully synthetic or conventional oil
meeting API SG, SH, SJ, SL, or SM specifications. Synthetic oil is recommended
for extended drain intervals and reduced friction.
Oil Capacity (including filter): 4.3 liters (4.5 qt).
Oil Pressure (at idle, warm): 100 - 150 kPa (15 - 22 psi).
Oil Pressure (at 3,000 rpm, warm): 300 - 400 kPa (44 - 58 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 select variants, utilizing engine coolant to stabilize oil temperatures
under sustained high-load operation. Oil Pan: Stamped steel with integrated
baffling and a windage tray to reduce oil aeration at high engine speeds.
The cooling system is a pressurized, thermostatically
controlled circuit utilizing a belt-driven centrifugal water pump. The system is
designed to manage the thermal loads of the aluminum engine structure while
maintaining consistent operating temperatures. Water Pump Type: Centrifugal with
a mechanical seal, mounted to the front of the cylinder block and driven by the
accessory drive belt.
Coolant Type: Ethylene-glycol based antifreeze meeting Nissan specification,
phosphate and silicate-free formulation. Coolant Capacity (engine and radiator):
7.0 - 7.5 liters (7.4 - 7.9 qt) depending on radiator configuration. 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. Cooling Fan: Electric fan(s) controlled by engine coolant
temperature sensor and air conditioning system demand.
Timing Drive: Silent-type Morse timing chain with an
automatic hydraulic tensioner. The tensioner utilizes engine oil pressure to
maintain chain tension and incorporates a mechanical ratchet to prevent slack
during engine start-up before oil pressure builds. The chain guides are
manufactured from nylon-faced aluminum. The system is designed for the engine’s
service life under normal operating conditions.
Accessory Drive: Single 7-rib serpentine belt driving the alternator, water
pump, power steering pump, and air conditioning compressor. A spring-loaded
automatic tensioner maintains belt tension.
Ignition System: Distributorless ignition system with coil-on-plug
configuration. Each cylinder has an individual ignition coil mounted directly
over the spark plug, eliminating high-tension spark plug wires. Ignition timing
is controlled by the engine control unit based on crankshaft position, camshaft
position, and knock sensor inputs. Spark Plugs: NGK PLFR5A-11 or equivalent
platinum. Spark Plug Gap: 1.0 - 1.1 mm (0.039 - 0.043 in).
Engine Management System: Nissan engine control unit (ECU) with integrated fuel
injection control, ignition timing control, CVTC actuation, variable intake
system (VIS) control, and diagnostic functions. The ECU utilizes a Mass Air Flow
(MAF) sensor for load detection.
Exhaust System: Stainless steel exhaust manifolds, one per cylinder bank, with a
close-coupled catalytic converter on each manifold to reduce light-off time
during cold starts.
Emissions Compliance: Meets Euro 4, Euro 5, and equivalent regional emissions
standards depending on production year and market.
Overall Length: 640 mm (25.2 in)
Overall Width: 680 mm (26.8 in)
Overall Height: 690 mm (27.2 in)
Dry Weight (complete engine): 150 kg (331 lb)
Engine Oil and Filter Change: 10,000 km (6,000 mi) or
12 months for synthetic oil; 5,000 km (3,000 mi) for conventional oil. Timing
Chain: Chain inspection is recommended if abnormal noise or camshaft correlation
diagnostic trouble codes are present. Valve Clearance: Hydraulic lash adjusters
eliminate the need for valve clearance inspection or adjustment throughout the
engine’s service life.
Fuel Filter Replacement: Integrated into the fuel pump module within the fuel
tank. External in-line filters were used on early variants with replacement at
40,000 km (24,000 mi). Engine Air Filter Element: Replace every 30,000 km
(18,000 mi) or when visibly contaminated. Coolant Replacement: 80,000 km (48,000
mi) or 4 years. Drive Belt Inspection: Every 10,000 km (6,000 mi) for cracks,
fraying, glazing, and proper tension. Drive Belt Replacement: 80,000 km (48,000
mi) or 4 years. Spark Plug Replacement: 100,000 km (60,000 mi) for platinum
plugs.
Cylinder Head Bolts, Step 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts, Step 2: 60 Nm (44 lb-ft)
Main Bearing Cap Bolts, Step 1: 20 Nm (15 lb-ft)
Main Bearing Cap Bolts, Step 2: 60 Nm (44 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft)
Camshaft Bearing Caps: 12 Nm (9 lb-ft)
Camshaft Sprocket Bolts: 80 Nm (59 lb-ft)
Intake Manifold to Cylinder Head: 20 Nm (15 lb-ft)
Exhaust Manifold to Cylinder Head: 35 Nm (26 lb-ft)
Water Pump Mounting Bolts: 20 Nm (15 lb-ft)
Oil Pan Bolts: 15 Nm (11 lb-ft)
Valve Cover Bolts: 10 Nm (7 lb-ft)
Spark Plugs: 20 Nm (15 lb-ft)
Crankshaft Pulley Bolt: 180 Nm (133 lb-ft)
Flywheel / Flexplate Bolts: 90 Nm (66 lb-ft)
Engine Mount Brackets to Block: 50 Nm (37 lb-ft)
The VQ25DE engine was installed across a broad range of
Nissan passenger vehicles from the mid-1990s through the 2010s, serving as the
mid-range V6 option below larger-displacement VQ variants.
Nissan Cefiro (A32, 1994 - 1999; A33, 1999 - 2003): The Cefiro mid-size sedan
received the VQ25DE as a key powerplant across Asian and Middle Eastern markets.
The engine was mounted transversely for front-wheel drive in these applications,
with the A32 generation utilizing the 9.8:1 compression ratio and the A33
generation receiving the higher 10.3:1 compression configuration in later years.
Nissan Teana (J31, 2003 - 2008; J32, 2008 - 2013): The Teana mid-size sedan,
which succeeded the Cefiro in many markets, utilized the VQ25DE as the
entry-level V6 engine across the J31 and J32 generations. The engine was mounted
transversely with a continuously variable transmission (CVT) in these
applications.
Nissan Skyline (V35, 2001 - 2006): The V35-generation Skyline received the
VQ25DE in the 250GT trim level for the Japanese domestic market. In this
application, the engine was mounted longitudinally for rear-wheel drive, with
the higher 10.3:1 compression ratio and CVTC providing 150 kW (201 hp) output.
Nissan Stagea (M35, 2001 - 2007): The Stagea station wagon, based on the V35
Skyline platform, received the VQ25DE in the 250T and 250RS trim levels. The
engine was mounted longitudinally with rear-wheel drive or all-wheel drive
depending on specification.
Nissan Fuga (Y50, 2004 - 2009): The Fuga luxury sedan received the VQ25DE in the
250GT trim level for the Japanese domestic market, where the engine was mounted
longitudinally with rear-wheel drive. This application utilized the higher
compression ratio and CVTC for refined power delivery in the luxury segment.
Nissan Elgrand (E51, 2002 - 2010; E52, 2010 - 2019): The Elgrand luxury minivan
received the VQ25DE as the entry-level V6 engine across both generations. The
engine was mounted transversely for front-wheel drive or all-wheel drive, with
the E52 generation incorporating revised engine management for improved fuel
economy.
Renault Samsung SM5 (2005 - 2019): The Renault Samsung SM5 mid-size sedan,
produced for the South Korean market, received the VQ25DE as the V6 engine
option throughout its production run. The engine was mounted transversely with
front-wheel drive and utilized the 10.3:1 compression ratio configuration.
Renault Samsung SM7 (2005 - 2019): The SM7 luxury sedan, also produced for the
South Korean market, received the VQ25DE as the V6 engine option, with the
engine mounted longitudinally for rear-wheel drive in this application.
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