Nissan VQ35DE Specifications
| Engine Model: Nissan VQ35DE |
| Engine Type: 4-cycle 6-cylinder V-block DOHC 24-valve CVTC liquid-cooled gasoline |
| Total Displacement: 213.5 cu.in (3.49 L) |
| Rated Engine Power: 228 Hp (170 kW) at 6400 rpm |
| Fuel System Type: Sequential multi-point fuel injection |
____________________________________________________________________________________
The Nissan VQ35DE is a 3.5-liter, 60-degree V6 gasoline
engine that stands as one of the most celebrated powerplants in automotive
history, earning a place on the Ward's 10 Best Engines list for over a decade.
Introduced in 2000 as the flagship of Nissan’s VQ engine family, the VQ35DE
succeeded the VQ30DE with increased displacement and a comprehensive suite of
refinements that elevated the VQ series to an industry benchmark for smoothness,
specific output, and reliability.
The engine features an all-aluminum construction with a micro-finished
crankshaft, molybdenum-coated pistons, and dual overhead camshafts (DOHC)
operating 24 valves with continuously variable valve timing control (CVTC) on
the intake camshafts. This combination delivers a broad powerband characterized
by linear torque delivery and a willingness to rev to a 6,600-7,000 RPM redline
depending on the variant. The VQ35DE was deployed across an extraordinary range
of Nissan and Infiniti vehicles - from the high-performance 350Z sports car to
the family-oriented Altima, Maxima, Murano, and Pathfinder - demonstrating the
engine’s versatility.
A performance-oriented “Revup” variant, introduced in 2005 for
manual-transmission applications, added variable timing on the exhaust camshafts
and raised the redline to 7,000 RPM. The VQ35DE’s combination of lightweight
construction, refined power delivery, and exceptional durability cemented its
reputation as a modern classic.
The VQ35DE is a 4-stroke, 60-degree V6, water-cooled gasoline engine utilizing a
dual overhead camshaft (DOHC) valvetrain with four valves per cylinder, totaling
24 valves. Continuously variable valve timing control (CVTC) is applied to the
intake camshafts on all variants, with select “Revup” versions incorporating
additional variable timing on the exhaust camshafts. Total displacement is 3.498
Liters (3,498 cc / 213.5 cu.in), derived from a bore of 95.5 mm (3.760 in) and a
short stroke of 81.4 mm (3.205 in).
The oversquare bore-to-stroke ratio favors high-RPM power production while
maintaining compact external dimensions. The compression ratio is set at 10.0:1
for most applications, with certain later variants utilizing 10.3:1 to further
enhance thermal efficiency. Maximum power output varies significantly by
application, ranging from 228 HP (170 kW) in early front-wheel-drive
installations to 300 HP (224 kW) in the 350Z and Infiniti G35. Peak torque
ranges from 334 to 371 Nm (246-274 lb-ft), achieved between 4,400 and 4,800 RPM
depending on cam timing calibration and intake configuration.
The redline is calibrated at 6,600 RPM for most applications, with the “Revup”
variant reaching 7,000 RPM. The firing order is 1-2-3-4-5-6, with cylinder banks
arranged as right bank cylinders 1, 3, 5 and left bank cylinders 2, 4, 6. The
engine management system utilizes a Nissan-designed electronic control unit
(ECU) with sequential multi-point fuel injection and wide-range oxygen sensor
feedback.
The cylinder block is manufactured from high-pressure
die-cast aluminum alloy, a material selection that significantly reduces overall
engine mass while maintaining structural rigidity through a deep-skirt design
that extends below the crankshaft centerline. The 60-degree bank angle provides
inherent primary balance, eliminating the need for balance shafts while
delivering smooth operation across the entire engine speed range.
The block incorporates cast-iron cylinder liners of the press-fit type with a
finished bore diameter of 95.5 mm (3.760 in). The crankshaft is forged from
micro-alloy steel with induction-hardened journal surfaces and is supported by
four main bearing caps constructed from sintered steel. A ladder-frame lower
crankcase reinforcement bolts to the block and provides additional rigidity to
the main bearing structure.
Connecting rods are forged steel with a fractured-cap design ensuring precise
bearing alignment. Pistons are cast aluminum with a molybdenum disulfide coating
applied to the skirt surfaces to reduce friction and scuffing during cold
starts. The piston crowns feature a slight dish to achieve the specified
compression ratio, with valve reliefs machined to accommodate the high-lift
camshaft profiles.
Each cylinder head is manufactured from aluminum alloy
using a cross-flow pent-roof combustion chamber design optimized for high
volumetric efficiency. The DOHC valvetrain utilizes four valves per cylinder -
two intake and two exhaust - arranged in a V-configuration with the spark plug
positioned centrally. Intake valve diameter measures 35.0 mm (1.378 in), while
exhaust valve diameter measures 30.0 mm (1.181 in).
Valve stems are 6.0 mm (0.236 in) in diameter and feature hardened tips to
accommodate the roller follower interface. The camshafts are manufactured from
chilled cast iron with induction-hardened lobes and are supported by aluminum
bearing caps integrated into the cylinder head casting. Intake camshafts
incorporate continuously variable valve timing (CVTC) actuators that rotate the
camshaft relative to the drive sprocket under hydraulic control, enabling valve
timing adjustment of up to 40 degrees of crankshaft rotation.
The “Revup” variant adds similar variable timing capability to the exhaust
camshafts. Hydraulic lash adjusters are integrated into the roller finger
followers, eliminating manual valve clearance adjustments for the engine’s
service life. The intake ports are designed with high-flow characteristics and
incorporate a swirl control valve system in certain applications to enhance
combustion stability at low engine speeds.
The fuel system is a sequential multi-point fuel
injection (SMPFI) system with each cylinder receiving precisely timed fuel
delivery based on engine operating conditions. Fuel is supplied by an in-tank
electric pump operating at a regulated pressure of 3.0-3.5 bar (44-51 psi). The
fuel injectors are mounted in the intake manifold runners, positioned to direct
fuel toward the intake valves. Each injector is actuated sequentially by the
engine control unit based on inputs from the crankshaft position sensor,
camshaft position sensors, and mass airflow sensor.
The intake air system incorporates a hot-wire mass airflow sensor (MAF) located
upstream of the electronically controlled throttle body. The throttle body is
drive-by-wire, with no mechanical cable connection, allowing the ECU to manage
idle speed, traction control intervention, and throttle response
characteristics. A dual-runner intake manifold is employed across most
applications, with a power valve system that opens at higher RPM to increase
plenum volume and optimize intake tuning. The fuel pressure regulator is
returnless in later variants, reducing evaporative emissions by eliminating fuel
return lines.
The lubrication system is a full-flow, pressurized
design utilizing a gear-type oil pump mounted to the front of the crankshaft
within the timing chain cover. The oil pump is of the variable-displacement
design in later variants, adjusting flow based on engine speed and load to
reduce parasitic losses. Total oil capacity ranges from 4.7 to 5.1 Liters
(5.0-5.4 qt) depending on the oil pan configuration and the presence of the oil
cooler.
A water-cooled oil cooler is integrated into the oil filter mounting assembly on
performance variants and vehicles equipped for towing. The lubrication circuit
supplies oil to the crankshaft main bearings, connecting rod bearings, camshaft
bearings, hydraulic lash adjusters, timing chain tensioners, and CVTC actuators.
Oil pressure at operating temperature ranges from 2.5-4.5 bar (36-65 psi) across
the normal engine speed range. The recommended oil viscosity is 5W-30 meeting
API SL or ILSAC GF-3 specifications, with synthetic formulations recommended for
extended drain intervals and high-RPM operation.
The cooling system is a water-cooled, pressurized
design utilizing a belt-driven centrifugal water pump mounted to the front of
the engine block. Coolant circulates through the aluminum block and cylinder
heads, with a cross-flow aluminum radiator employed in all applications. The
thermostat is a wax-pellet unit with an opening temperature of 82°C (180°F) for
most applications, achieving full open at 95°C (203°F).
Total coolant capacity ranges from 7.5-8.5 Liters (7.9-9.0 qt) depending on
vehicle platform, heater core configuration, and the presence of a rear heater.
The cooling fan configuration varies by platform: electric fans with pulse-width
modulation (PWM) control are used in all applications, with dual-fan setups in
larger vehicles. The cooling system is designed with precise thermal management
to support the high specific output of the engine while maintaining consistent
operating temperatures under sustained high-RPM operation.
| Intake and Exhaust Systems |
Intake System: The variable intake system incorporates
a dual-runner manifold with a power valve that opens at approximately 4,500 RPM.
This valve connects the two intake plenum chambers, increasing effective plenum
volume and altering the intake tuning frequency to optimize high-RPM power
without compromising low-end torque. The electronically controlled throttle body
integrates with the vehicle’s traction control and stability control systems.
Exhaust System: The exhaust manifolds are constructed from stainless steel with
a tubular design optimized for flow efficiency. The exhaust system incorporates
dual heated oxygen sensors (upstream and downstream) for precise fuel mixture
control and catalyst monitoring.
The ignition system is a distributor-less design with
individual ignition coils mounted directly above each spark plug (coil-on-plug).
The engine control unit calculates ignition timing based on inputs from the
crankshaft position sensor, camshaft position sensors, mass airflow sensor, and
dual knock sensors mounted on the cylinder block. The knock sensors allow the
ECU to adjust timing to prevent detonation when lower-octane fuel is used. Spark
plugs are iridium-tipped units with a service life of 160,000 km (100,000
miles). The spark plug gap is set at 1.0-1.1 mm (0.039-0.043 in).
Timing System: Both cylinder bank camshafts are driven
by a single-stage silent timing chain from the crankshaft. The chain is located
at the front of the engine and operates within an oil bath environment. Dual
hydraulic tensioners, supplied by the engine lubrication system, maintain
consistent chain tension throughout the service life. The timing chain is
designed for the engine’s service life with no mandatory replacement interval
under normal operating conditions. The chain guides are constructed from
high-wear polymer materials.
Continuously Variable Valve Timing Control (CVTC): The CVTC system utilizes
hydraulically actuated vane-type phasers mounted on the intake camshaft
sprockets. The engine control unit adjusts camshaft timing based on engine
speed, load, and throttle position, optimizing volumetric efficiency across the
operating range. The system enables variable overlap between intake and exhaust
valve events, improving idle stability, low-end torque, and peak power. The
“Revup” variant incorporates identical phasers on the exhaust camshafts,
allowing independent control of both intake and exhaust timing for enhanced
power and drivability.
Length measured from the front accessory drive face to
the transmission mounting flange is 620 mm (24.4 in). Width across the cylinder
heads, intake manifold, and exhaust manifolds measures 720 mm (28.3 in). Height
from the oil pan bottom surface to the top of the intake manifold is 710 mm
(28.0 in). The dry weight of the fully dressed engine - including the intake
manifold, exhaust manifolds, fuel system, ignition system, and accessory drives
- is 155 kg (342 lbs).
The timing chain does not have a mandatory replacement
interval; inspection for elongation and guide wear is recommended at 160,000 km
(100,000 mile) intervals. Engine oil and filter changes are recommended at
7,500-10,000 km (4,500-6,200 miles) under normal driving conditions, with
reduced intervals for severe-duty operation. Valve clearance inspection is not
required due to the hydraulic lash adjuster system.
Spark plug replacement is specified at 160,000 km (100,000 miles) for iridium
plugs. The fuel filter is an in-tank unit with a replacement interval of
80,000-100,000 km (50,000-60,000 miles). Coolant replacement is specified at
80,000 km (50,000 miles) or 48 months. The CVTC system requires clean oil of the
correct viscosity; oil contamination or low pressure can result in cam timing
faults and reduced performance.
The electronic throttle body should be inspected for carbon accumulation at
80,000 km (50,000 mile) intervals. Compression pressure should be consistent
across all six cylinders, with a standard value of 1.4-1.6 MPa (203-232 psi) and
a minimum service limit of 1.2 MPa (174 psi) with maximum variation between
cylinders of 0.1 MPa (15 psi).
Cylinder Head Bolts (Cold), Step 1: 30 Nm (22 lb-ft).
Cylinder Head Bolts (Cold), Step 2: 60 Nm (44 lb-ft).
Cylinder Head Bolts (Cold), Step 3: 90 Nm (66 lb-ft).
Main Bearing Cap Bolts (Ladder Frame), Step 1: 25 Nm (18 lb-ft).
Main Bearing Cap Bolts (Ladder Frame), Step 2: 50 Nm (37 lb-ft).
Connecting Rod Cap Bolts: 20 Nm (15 lb-ft).
Crankshaft Damper Pulley Bolt: 350-400 Nm (258-295 lb-ft).
Camshaft Sprocket Bolts (CVTC Phaser): 80-90 Nm (59-66 lb-ft).
Camshaft Bearing Cap Bolts: 10-12 Nm (7-9 lb-ft) for primary caps.
Camshaft Bearing Cap Bolts: 20-25 Nm (15-18 lb-ft) for secondary caps.
Valve Cover Bolts: 8-10 Nm (71-89 lb-in).
Intake Manifold Bolts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 25-30 Nm (18-22 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 80-90 Nm (59-66 lb-ft).
Timing Chain Tensioner Bolts: 20-25 Nm (15-18 lb-ft).
Timing Chain Guide Bolts: 10-12 Nm (7-9 lb-ft).
Engine Mount Bracket Bolts: 55-65 Nm (41-48 lb-ft).
The Nissan VQ35DE engine was deployed across an
extraordinary range of Nissan and Infiniti vehicles spanning multiple continents
and vehicle classes from 2000 through the 2020s. Nissan 350Z (Z33): The
rear-wheel-drive sports car received the highest-output VQ35DE variants,
including the “Revup” version in 2005-2007 manual-transmission models, producing
300 HP (224 kW) with a 7,000 RPM redline.
Nissan Skyline (V35): The Japanese Domestic Market sedan and coupe utilized the
VQ35DE in performance-oriented trims, sharing powertrain architecture with the
Infiniti G35. Nissan Maxima (A33, A34, A35, A36): The flagship sedan utilized
the VQ35DE across four generations from 2002 through 2023, with
front-wheel-drive orientation and application-specific tuning.
Nissan Altima (L31, L32, L33, L34): The mid-size sedan received the VQ35DE as
the premium engine option from 2002 through the present, representing one of the
longest continuous production runs of any VQ35DE application. Nissan Murano
(Z50, Z51, Z52): The crossover SUV utilized the VQ35DE from its 2003
introduction through subsequent generations, with the engine mounted
transversely for front-wheel-drive and all-wheel-drive configurations.
Nissan Pathfinder (R51, R52): The body-on-frame and later unibody SUVs utilized
the VQ35DE from 2001 through 2016, with a heavy-duty cooling system and
towing-oriented calibration. Nissan Quest (V42, E52): The minivan platform
received the VQ35DE from 2004 through 2017, with the engine mounted transversely
and paired exclusively with automatic transmissions.
Nissan Elgrand (E51, E52): The Japanese Domestic Market luxury van utilized the
VQ35DE from 2002 through the present, with a rear-wheel-drive layout and premium
interior appointments. Nissan Teana (J31, J32): The Asian and European market
sedan utilized the VQ35DE as its flagship powertrain from 2003 through 2013.
Infiniti G35: The luxury sports sedan and coupe shared the VQ35DE with the 350Z,
with “Revup” variants applied to manual-transmission models from 2005-2007.
Infiniti FX35: The performance-oriented crossover SUV utilized the VQ35DE from
2003 through 2008, with a rear-biased all-wheel-drive system. Infiniti M35: The
executive sedan received the VQ35DE from 2005 through 2010, tuned for refined
power delivery and quiet operation.
Infiniti QX4: The luxury SUV utilized the VQ35DE in its final production years
from 2001 through 2003, replacing the earlier VG33E. Infiniti QX60 / JX35: The
three-row luxury crossover utilized the VQ35DE from 2013 through 2020, with the
engine mounted transversely and paired with a continuously variable
transmission.
____________________________________________________________________________________
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Industrial Engines Technical Specifications |
| Outboard Engines Technical Specifications |
