Nissan’s sporty, front-wheel-drive Maxima sedan returns for 2010 with no changes to its standard 3.5-liter V6 engine.
The Maxima’s VQ35DE engine is part of Nissan’s ubiquitous VQ engine family, also used in the Altima, Murano, Quest, and earlier versions of the 350Z sports car. The VQ is one of the most respected engines in the auto industry, appearing on Ward’s 10 Best Engines list every year from 1997 to 2007.
The VQ35DE is an all-aluminum, 24-valve DOHC V6, with Nissan’s continuously variable valve timing system (CVTCS) on both the intake and exhaust cams. In 2009, Nissan made extensive changes to this engine, revising the intake and exhaust manifolds; raising its compression ratio from 10.3 to 10.6:1; reducing internal friction and reciprocating mass; and adding CVTCS to the exhaust cam, as well as the intake. Those modifications raised the engine’s output to its present level of 290 horsepower and 261 lb-ft of torque.
The 3.5-liter engine endows the Maxima with strong performance. Some reviewers find off-the-line response slightly lazy, a function of the standard Xtronic continuously variable transmission, but once on the move, acceleration is impressive. Fuel economy is also reasonable for the engine’s size and power. The EPA rates the Maxima at 19/26 city/highway, although the V6 requires premium fuel.
While it is powerful and reasonably frugal, the 3.5-liter V6 is also noticeably gruffer and less refined than the 3.0-liter version of this engine found in earlier Maximas. While some critics like its throaty growl and sporty full-throttle roar, others find it excessively noisy, and complain that it drones at cruising speeds.
A more sophisticated 3.7-liter version of this engine, the VQ37VHR, has replaced the 3.5-liter V6 in the 370Z and most six-cylinder Infinitis. Nissan has not yet announced plans to offer the 3.7-liter engine in the Maxima and Altima.
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Nissan’s Versa subcompact has no changes to either of its four-cylinder engines for 2010. The Versa offers a choice of 1.6-liter and 1.8-liter all-aluminum, 16-valve, DOHC inline fours. Both engines are part of the HR/MR family, which Nissan says was designed for low-end torque, rather than maximum horsepower. Both engines have variable valve timing on the intake valves, and both have chain-driven camshafts, rather than rubber timing belts.
The 1.6 Base and 1.6 models use the 1.6-liter HR16DE engine, which is undersquare, with a bore of 78.0 mm and a stroke of 83.0 mm. With a compression ratio of 9.8:1, it produces 107 horsepower and 111 lb-ft of torque, which compares well with the 106-horsepower Toyota Yaris and the 110-horsepower Hyundai Accent, but lags behind the Honda Fit’s 117-horsepower 1.5-liter engine. The S and SL models use the 1.8-liter MR18DE, which is oversquare, with a bore of 84.0 mm and a stroke of 81.1 mm. It has a compression ratio of 9.9:1, producing 122 horsepower and 127 lb-ft of torque. It is less powerful than the 1.8-liter engines in the Toyota Matrix and Scion xD, which make 132 and 128 horsepower, respectively.
Both Versa engines produce adequate but unexceptional performance. Although Nissan claims that their acoustically equal-length intake runners reduce unpleasant engine noise, both engines are loud and buzzy when worked hard; they are reasonably quiet at cruising speeds. Fuel economy is good, but far from class leading with either engine. The 1.6-liter’s EPA combined ratings (29 mpg with manual transmission, 28 mpg with automatic) are significantly less than the Toyota Yaris (32 mpg manual, 31 mpg automatic) or Hyundai Accent (30 mpg). The 1.8-liter, meanwhile, only beats the Toyota Matrix and Scion xD when equipped with the optional CVT automatic, which gives it a combined rating of 30 mpg.
Ronnie is a freelance technical writer for http://SWEngines.com. He writes different niches including Nissan Versa Engine and other industry specific topics.
The 2010 Nissan Titan 5.6 L V8 is a Powerful Engine
The 2010 Nissan Titan is a fine example of the full-size truck market. Often a vehicle this size performs best with a V8 or better, which is why Nissan equipped the Titan with a 5.6L V8 engine. So, expect a responsive engine that still keeps the fuel economy at a reasonable average.
With a 98.0 mm bore, a 92.0 mm stroke, and a 9.8:1 compression ratio, the 5.6L V8 in the 2010 Nissan Titan has the capacity to tow, haul and venture off road. A peak output of 317 horsepower occurs at 5200 rpm, while the maximum torque of 385 lb-ft is attained at 3400 rpm. Double overhead cams control each of the four valves dedicated per cylinder. Variable valve timing adjusts a total of 32 valves to optimize the intake and exhaust to the ever-changing demands of the driver.
Multi-port injection, and the Nissan direct ignition system contribute to a robust engine with respectable gas mileage. Equipped with the 5.6L V8 the 2010 Nissan Titan can average as high as 15 mpg for the RWD models. The 4WD models can maintain an average of up to 14 mpg. And, depending upon regional availability, Nissan’s Flexible Fuel Vehicle Technology will permit the engine to run off of 87 octane gasoline or E85.
Rounding out these specs and features, the 5.6L V8 comes with platinum-tipped spark plugs for a better spark and greater plug life. A standard 650 CCA battery, with 710 CCA available on some models, provides ample current to start the engine in cold weather, while a 130 amp alternator recharges this battery and provides plenty of power for the on board electrical systems. And lastly, with an engine this powerful, Nissan’s 5.6L V8 still manages to remain Tier 2 Emissions compliant.
Ronnie Tanner is a contributing writer at SWEngines.com. He writes about Nissan Titan Engine and other industry specific topics.
The 2010 Nissan Sentra Gets an EPA Rating of 24 Miles Per Gallon
The all new 2010 Nissan Sentra base model comes fully equipped with a 2.0 liter engine. This model engine is excellent for the driver who spends a great deal of time on the road daily. This engine features one of the best EPA ratings available on most new car models with a standard gasoline engine.
The new 2010 Nissan automobile’s 2.0 liter engine produces 140 horsepower and 147 pounds per feet of torque. It has an EPA rating of 24 miles per gallon of gasoline during city driving conditions and 34 miles per gallon of gasoline during highway driving conditions. When driving in combination of city and highway conditions, this vehicle still has high ratings with an astounding 31 miles per gallon of gasoline. This model engine operates on regular grade unleaded fuel without the hassle of additives.
The 2.0 liter engine also features four inline cylinders that are equipped with 4 valves per cylinder and have a compression ratio of 9.7 to 1. This model engine has a dual overhead cam. The featured variable valve timing control system on the automobile’s 2.0 engine operates continuously. The new 2010 automobile;s2.0 liter inline 4 engine also features a multi point fuel injection system.
Toyota equips the 2010 Nissan Sentra 2.0 engine with Iridium tipped spark plugs. Iridium tipped spark plugs when compared to the traditional platinum tipped spark plugs proved to be six times harder and eight times stronger. These spark plugs are capable of lasting up to 120,000 miles.
Ronnie Tanner
The 2010 Nissan GT-R 3.8-Liter Engine Features Two IHI Turbochargers
Nissan’s high-performance GT-R returns for 2010 with 5 more horsepower for its twin-turbocharged V6.
The GT-R uses Nissan’s 3.8-liter, all-aluminum VR38DETT engine. Although this 24-valve, DOHC V6 is loosely based on Nissan’s familiar VQ engine, it has many advanced features, including a stiffer, closed-deck cylinder block; plasma-sprayed cylinder bores to reduce weight and friction; and an unusual wet/dry-sump oil system to ensure proper lubrication in high-g turns. Curiously, it does not use the sophisticated Variable Valve Event and Lift (VVEL) system from the 370Z; it has variable valve timing on the intake cam only. Each engine is hand-built by a single technician in a special clean-room facility, to ensure precise assembly.
The 3.8-liter engine features two IHI turbochargers, each with its own air-to-air intercooler. The turbines themselves are made of stainless steel, to reduce mass and improve spool-up time. Each turbocharger feeds one cylinder bank, providing up to 10.2 pounds of boost. The turbochargers are integral to the exhaust manifolds, making turbo upgrades more difficult.
The GT-R’s power output has controversial since its debut. In 2009, it was rated at 480 horsepower, which several reviewers discovered was significantly underrated. For 2010, Nissan rates the V6 at 485 horsepower and 434 lb-ft of torque, crediting the extra horsepower to unspecified engine refinements.
Whatever its actual output, the GT-R has ferocious acceleration, rivaling many sports cars that cost far more. Because it does not use variable-geometry turbochargers, however, there is some turbo lag, with power coming on strongest above 3,000 rpm. Despite its power, the V6 is reasonably civilized; some reviewers actually complain that it is too quiet, lacking sporty character.
The twin-turbo engine is inevitably thirsty, but its 16/21 EPA rating is no worse than the Chevrolet Corvette Z06, and better than the less-powerful Dodge Challenger SRT8. Premium fuel is mandatory.
Here’s a surefire formula for winning fans and keeping customers: put a torque yet flexible 350 hp V6 that just purrs along under the hood of a compact, front-engine layout rear-wheel drive. That’s how Nissan won over drivers with its 2009 350Z Roadster, and there’s no reason to suspect the engineers at Nissan to mess around with a winning formula. Expect 2010’s Nissan 350Z to provide drivers with the standard options of selecting a 6-speed manual or 5-speed automatic transmission.
Like its predecessor, the newest model 350Z should be sporting the same 4-cycle, 6 cylinder, 60-degree slanted gasoline engine, loved by drivers expecting power and smooth handling. Nissan’s VQ35HR (for High Revolution or High Response) engine will have its usual arrangement of a microfinished one-piece cast crankshaft operating under a timing chain, a bore and stroke of 3.760 in (95.5 mm) and 3.205 in (81.4 mm), and Nissan’s patented high-flow tuned induction system, we should expect the 2010 350Z to have the same NDIS (Nissan Direct Ignition System) and electromagnetic on the exhaust cam CVTC (Continuously Variable-valve Timing Control) with hydraulic actuation on the intake cam. Like its 2009 predecessor, the newest 350Z will have forged steel connecting rods and a nylon intake manifold combining providing the structure for an engine easily capable of delivering a ripping 350hp, redlining at 72,000rpm. With 213.45 cu in of displacement (3,498 cu cm) and 2460 to 268 ft*lbf (334 to 363 N*m) of torque, the 2009 350Z series won Nissan many fans. Are engineers the type to sacrifice a winning formula just to tweak a few specs? Not likely.
Ronnie Tanner
In 1989 the R32 GTS-T was born with specifications way ahead of its time. The R32 was smaller in size compared to the old boxed shaped R31, looking much more like a sports car than a family sedan. The box shape was refined dramatically and the famous round stove top tail lights were retained. The interior was dramatically improved to make you actually feel like your sitting in a sports car.
The silky smooth RB20DET engine suits was introduced to the R32 and really compliments the car well but lacks a little torque.. The 158kw is produced by a 2 liter, twin cam, inline 6, with variable valve timing on the engines intake. Air is forced into the engine via a turbocharger with a ceramic exhaust wheel for quick spooling. Air is further cooled via side mounted air to air intercooler. All this technology back in 1989 meant the Skyline was capable of achieving 0-100 in 6.5 seconds and the 400m sprint in 14.8 seconds.
Driving the R32 is fantastic it weighs 1320kg’s and is equipped with independent multilink suspension on all 4 corners. This equates to a direct steering feel and great handling. Another technical gadget shared with its bigger GTR brother is a 4 wheel steering system called HICAS, which stands for High Capacity Actively Controlled Steering. This system as the name suggests actively steers the rear when cornering, the amount the rear wheels turn is depended on speed and cornering angle. This device seems to reduce under-steer giving the Skyline a flatter cornering feel.
Tuning potential for the R32 is fantastic add a nice free flowing exhaust and intake and the RB20DET really comes to life and sounds great too. You can add another 25+kw to the factory claimed 158kw with these 2 modifications alone. Stiffer sway-bars front and rear will drastically improve the already fantastic handling. In Australia a Nissan Skyline R32 GTS-T coupe can be picked up for 10-14 thousand pounds this is good value for money for amount of performance they deliver.
In 1993 the all new Nissan Skyline R33 GTS25-T replaced the successful R32 GTS- T. Little brother to the all conquering GTR the GTS25-T is more affordable and still a thrilling ride. It features a more modern new shape with smooth lines rather than the sharp edges of the previous model. The new looks were debatable some liked the newer styling of the R33 and some preferred the harder edges of the R32.
On the road with the R33 the first thing you notice is how smooth the R25DET engine is power delivery is linier and the car pulls hard from 3000rpm to the 7000 rpm redline. The manual coupe version will propel you from 0-100 in 6.18 seconds and complete the quarter in 14.4. Maximum power is 187kw at 6400 and a max torque 295nm at 4800.
The RB25DET is a ripper and featured technology ahead of it time. The 2.5 liter turbo intercooled straight 6 features a twin cam head with variable valve timing on the intake side.
Handling of the coupe is great with a good balance between comfort and a sports like feel. The rear of the car steered by a system called HICAS which works by calculating the speed and angle of the car through the corners. This feature seems to minimize under- steer and kept the car flat through the corner. The rear on the car is equipped with a viscous LSD and steps out ever so progressively when pushing hard. This makes the car easy to control but if pushed to hard it would be easy to loose the rear end. The skyline is a medium size coupe weighing in at 1360kg and when cornering its a great drive but not quiet as direct or nibble though the bends as the lighter R32 was. But light suspension modifications improve handling significantly.
In Australia a good series 1 GTS25-T can be picked up for around 17,000 and a series 2 for around 20,000. With standard features including electric windows and climate control I thinks it is great value for money. With light modifications to the engine and suspension this car can be turned into a street weapon.
2010 Nissan Pathfinder Engine Options Include V6 and V8 Designs
During the current model year, 2010 Nissan Pathfinder engine options include V6 and V8 designs. The V6 power plant is available on all models, while the V8 option is only available in models restricted to continuous four-wheel drive mode.
The legendary 4.0-liter V6 power plant from last year remains unchanged. The 24-valve cylinder head supports 266 hp while generating 288 ft-lb of torque. The air induction system utilizes variable-flow to optimize back pressure. Valve timing is controlled by a Continuously Variable Valve Timing Control System (CVTCS). Because of the complementary function of these proven features, 2010 Nissan Pathfinder engine options allow all owners to use either regular or premium gas.
The innovative design of the 4.0L power plant insures reliable and brisk performance. To increase power and reduce emissions, all 4.0L models include platinum-tipped spark plugs that reduce fouling and increase performance. An electronic drive-by-wire throttle linkage insures maximum acceleration remains available.
The 5.6-liter V8 option produces 310 hp while generating 388 ft-lb of torque. Four vales per cylinder are synchronized by double-overhead camshafts. In addition, the V8 also increases performance and reduces emissions using a variable intake system, CVTCS and premium spark plugs.
The 2WD-4WD model and the full-time 4WD model are both available with two different transmissions. A 5-speed automatic transmission is standard. Owners may alternatively choose a 5-speed automatic transmission that includes a manual operation mode.
The 2010 Pathfinder incorporates few obvious exterior updates. The distinctive styling characteristics of this SUV remain the same. Rear-door handles are mounted higher than front-door handles in a vertical position. According to the factory, this limits access by small children.
The familiar exterior profile is rugged yet practical. Most shoppers believe the Pathfinder is sufficiently stylish without requiring a complete cosmetic overhaul. Nevertheless, rumors abound regarding future changes despite sustained popularity.
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