![]() Step 5: Turn all bolts 65-70° or to 123 Nm 12.Head tightening procedure and torque specs: The VG30DE is equipped with hydraulic valve lifters. The intake valve diameter is 34.0 mm (1.34 in), the exhaust valve diameter is 29.5 mm (1.16 in), the duration is 248° for both side. The engine is equipped with VTC (Variable Timing Control) system for intake cams. The camshafts are driven by a single timing belt. The has double over-head camshaft for each head and 4 valves per cylinder. The cylinder head is made of strong, light aluminum alloy which gives it good cooling efficiency. lbįlywheel (M/T) or Drive plate (A/T) fixing bolts.lb in two-three stagesĪfter securing bearing cap bolts, make sure crankshaft turns smoothly by hand.Main bearing beam bolts tightening procedure and torque specs: Number of piston rings (compression / oil): The crankshaft main journal diameter is 62.9 mm (2.48 in) and crankpin diameter is 50.0 mm (1.97 in), center distance is 41.5 mm (1.63 mm). The connecting rod center distance is 154.10 mm (6.0669 in). The Nissan VG30DE motor has two compression and one oil control rings. The cylinder bore is 87.0 mm (3.43 in), piston stroke is 83.0 mm (3.27 in) and compression ratio rating is 9.0:1-11.0:1. The VG30DE has a cast-iron block with a four-bearings crankshaft supported system. General information Engine SpecificationsĢ45 Nm (25.0 kg The breakdown of the engine code is as follows: Note that this engine was fitted to a limited number of Z31 300ZR models and the all-new Z32. During 1988/1989, much of the Nissan range received the DOHC VG30DE generating up to 147kW and 260Nm on premium unleaded. Cylinder bore and piston stroke is 87.0 mm (3.43 in) and 83.0 mm (3.27 in), respectively. The naturally aspirated version of the 3-litre V6 also received DOHC heads and four-valve breathing. The second version has two throttle bodies to the left side of the vehicle.Ĭompression ratio rating is 9.0:1-11.0:1. This engine version was used on Nissan 300ZX and Fairlady Z. The first version has two throttle bodies facing the front of the vehicle. Make sure its getting 12 volts on the ground side.Two versions of the VG30DE were available for different markets. The blue wire (signal feed) should not be constant voltage. The green wire (power feed) should have a constant 12 volts. If you can get power back to the car, check the power transistor connector. Waiting for it arrive and going to install it. I am having a similiar issue with my slicktop, and after no change after messing with the harness, replacing CAS, replacing ignition coil, and power transistor, I am still getting no spark and code 21, so I have resorted to getting a new harness. You either hooked something up wrong or your spare harness is junk. The smoke you saw from the fusible link box was probably one of your fusible links popping, probably why you have no power to the car now. ![]() Any ideas if I fried a fuse or something else somewhere? Now I have no power to the car when I turn the key. I think there was a short in the wires leading to the fusible box as I saw some smoke, only happened when i started to hook up the battery. Today I went out and unplugged the whole engine harness and used my old one to see if I missed something that would cause this problem. Oh, and one thing I noticed is that the ground wire coming off the distributor isn't connected to anything, not sure if that matters. I have power going into the coil, and I checked the power transistor and it had some resistance. So Im going to guess I don't have something plugged in right since I've heard injectors firing when the rotor turns on the distributor. Arrace wrote: Right, Im using the same parts that I used when I ran the car with the NA motor and it ran.
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