Engine General Information |
Based on a post by Sam Burr at CarGurus.com
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The '96 is a bad year to get as it lost variable valve timing due to the switch to OBDII emissions, and so part of the powerband was lost. They are still 300bhp stock with a manual transmission and 280bhp stock with an auto transmission (they lowered it for the auto because it is weak and would burn out).
The engine is a pentroof combustion chamber, 24 valve, dohc, 3.0L 60 degree V6.
Nissan designed it to almost be 2 3 cylinders on the same crank, it has a true dual exhaust, true dual intake with dual intake manifolds and throttle bodies, and in the turbos case, twin turbos with twin intercoolers.
The 300zx has independent dual wishbone suspension all round with 11 inch rotors and 4 piston calipers in the front, and 11.7 inch rotors and 2 piston calipers in the rear. It comes stock with a viscous type, limited slip differential that actually performs very well.
Modification
They respond very well to mods but if not taken care of, can be very expensive. The stock turbos are limited to about 15 psi which is where the stock injectors need replacing anyway. the stock 3 speed fuel pump in the twin turbo can handle about 700hp, and the stock 2 speed in the non-turbo is good to about 450hp.
The '96 is hard to modify because of the OBDII emission changes and there aren’t many, much needed, ecu upgrades for that year. A 1995 is the best year to get for a twin turbo, and the only years you really don’t want to get, apart from a '96, is the 90 and 91.
So aim for a '92 - '95, and 5 speed manual transmission is more fun and handles much better power than the automatic.
NISSAN
VG30DETT
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Engine Specifications |
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Engine code |
VG30DETT |
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Layout |
Four stroke,
V6 |
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Fuel type |
Gasoline (petrol) |
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Production |
1987-2000 |
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Displacement |
3.0L, 2,960 cc (180.62 cu in) |
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Fuel system |
Multi Point Fuel Injection |
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Power adder |
Twin T22/TB02 turbochargers |
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Power output |
280 PS (206 KW; 276 HP) at 6,400 rpm |
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Torque output |
382 Nm (39.0 kg·m;
281.9 ft·lb) at 3,200 rpm |
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Firing order |
1-2-3-4-5-6 |
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Dimensions (L x W x H): |
– |
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Weight |
– |
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Cylinder block |
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Cylinder block alloy |
Cast-iron |
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Compression ratio: |
8.5:1 |
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Cylinder bore: |
87.0 mm (3.43 in) |
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Piston stroke: |
83.0 mm (3.27 in) |
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Number of piston rings (compression / oil): |
2 / 1 |
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Number of main bearings: |
4 |
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Cylinder inner diameter (standard): |
87.000-87.010 mm (3.4252-3.4256 in) |
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Piston skirt diameter (standard): |
86.975-86.985 mm (3.4242-3.4246 in) |
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Piston pin outer diameter: |
21.993-22.001 mm (0.8657-0.8662 in) |
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Piston ring side clearance: |
Top |
0.040-0.073 mm (0.0016-0.0029 in) |
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Second |
0.030-0.063 mm (0.0012-0.0025 in) |
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Oil |
0.015-0.185 mm (0.0006-0.0073 in) |
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Piston ring end gap: |
Top |
0.21-0.40 mm (0.0083-0.0157 in) |
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Second |
0.50-0.76 mm (0.0197-0.0299 in) |
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Oil |
0.20-0.76 mm (0.0079-0.0299 in) |
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Connecting rod small end diameter: |
22.000-22.012 mm (0.8661-0.8666 in) |
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Connecting rod center distance: |
154.1-154.2 mm (6.067-6.071 in) |
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Crankshaft main journal diameter: |
62.975 mm (2.4763 in) |
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Crankpin diameter: |
49.974 mm (1.9675 in) |
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Crankshaft center distance: |
41.47-41.53 mm (1.6327-1.6350 in) |
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Main bearing beam
bolts tightening procedure and torque specs:
§ 90-100 Nm; 9.2-10.2
kg·m; 67-74 ft·lb in
two-three stages
After securing bearing
cap bolts, make sure crankshaft turns smoothly by hand.
Connecting rod
bearing nut
§ Step 1: 14-16 Nm;
1.4-1.6 kg·m; 10-12 ft·lb
§ Step 2: Turn nuts
60-65° or 59-65 Nm; 6.0-6.6 kg·m; 43-48 ft·lb
Crankshaft pulley
bolt
§ 216-235 Nm; 22-24 kg·m; 159-174 ft·lb
Flywheel (M/T) or
Drive plate (A/T) fixing bolts
§ 83-93 Nm; 8.5-9.5 kg·m; 61-69 ft·lb
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Cylinder head |
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Block head alloy |
Aluminium |
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Valve Arrangement: |
DOHC, belt drive |
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Head surface flatness |
Less than 0.05 mm (0.002 in) |
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Valves: |
24 (4 valves per cylinder) |
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Intake valve timing |
248° |
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Exhaust valve timing: |
248° |
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Valve head diameter: |
INTAKE |
34.0-34.2 mm (1.339-1.346 in) |
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EXHAUST |
29.5-29.7 mm (1.161-1.169 in) |
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Valve length: |
INTAKE |
103.1-103.3 mm (4.06-4.067 in) |
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EXHAUST |
103.6-103.8 mm (4.079-4087 in) |
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Valve stem diameter: |
INTAKE |
6.965-6.980 mm (0.2743-0.2748 in) |
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EXHAUST |
7.945-7.960 mm (0.3128-0.3134 in) |
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Valve spring free length: |
OUTER |
43.1 mm (1.697 in) |
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INNER |
43.1 mm (1.697 in) |
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Camshaft cam height: |
INTAKE |
40.405-40.595 mm (1.5907-1.5982 in) |
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EXHAUST |
40.405-40.595 mm (1.5907-1.5982 in) |
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Camshaft journal diameter: |
27.935-27.955 mm (1.0998-1.1006 in) |
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Head tightening
procedure and torque specs:
§ Step 1: 39 Nm; 4.0 kg·m; 29 ft·lb
§ Step 2: 123 Nm; 12.5 kg·m; 90 ft·lb
§ Step 3: Loosen all
bolts completely
§ Step 4: 34-44 kg·m; 3.5-4.5 kg·m; 25-33 ft·lb
§ Step 5: Turn all
bolts 65-70° or to 123 Nm; 12.5 kg·m; 90 ft·lb
Camshaft sprocket
bolts
§ 123-132 Nm;
12.5-13.5 kg·m; 90-98 ft·lb
MAINTENANCE DATA
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Compression pressure |
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Standard |
12.0 kg/m2 (171 psi)
/ 300 rpm |
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Minimun |
9.0 kg/m2 (128 psi) /
300 rpm |
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Compression differential limit between cylinders |
1.0 kg/m2 (15 psi) /
300 rpm |
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Oil system |
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Oil consumption , L/1000 km (qt. per miles) |
up to 0.5 (1 qt. per 1200 miles) |
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Recommended engine oil |
5W-30, 10W-30, 10W-40, 20W-40, 20W-50 |
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Oil type API |
API SG |
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Engine oil capacity (Refill capacity) |
With filter change 3.4 l (3-5/8 Us.
qt., 3 Imp. qt) |
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Oil change interval, km (miles) |
Every 6,000 (3,750) |
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Oil pressure |
Idle speed (78 kPA,
0.8 kg/cm3, 11 psi) |
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Ignition system |
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Spark plug |
NGK Platinum-tipped type: PFR5B-11B |
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Spark plug tightening torque |
20-29 Nm; 2.0-3.0 kg·m;
14-22 ft·lb |
