Nissan VH45DE and VK45DE Engine

Nissan 4.5L engine is little seen in Malaysia, if there are any talking about it, I will think it would be a VH45DE or VK45DE engine, even with the wiki help, I'm not really clear on this 2 types of engine.

VH45DE

The VH45DE is a 4.5 liter V8 developed by Nissan for use in the Infiniti Q45 sport luxury sedan (G50 platform) which was released in November 1989. The engine was also used in the Japanese market Nissan President limousine (JG50 platform) which debuted in late 1990. The VH45DE generates 278 hp (207 kW) at 6000 rpm and 292 lb·ft (396 N·m) at 4000 rpm with a redline of 6900 rpm.

Some of the pertinent features of the VH45DE are:

- Forged steel crankshaft.
- Forged steel connecting rods.
- 6 Bolt main bearing caps with studs.
- Full-length main bearing girdle.
- Lightweight, floating pistons with molybdenum coating.
- Sodium-filled exhaust valves.
- Cross-flow cooling system.
- Hydraulic lash adjusters.
- Single-row silent timing chain.
- Coil-on-plug ignition system.
- Lifter buckets ride directly on cams to reduce friction.
- Redline of 6900 rpm, Or 7400 RPM's with a modified ECU.
- Compression ratio of 10.2 to 1.
- Bore of 93 mm and stroke of 82.7 mm.
- Dimensions: 890 mm(L) x 740 mm(W) x 725 mm(H).

The 4.5 L VH45DE featured variable valve timing, also known as VTC, from 1990 until 1995. This was due to the "Gentleman's Agreement", requiring all imports to produce no more than 280 hp. Nissan got around this by publishing the hp rating without VTC, meaning it's actual power rating is closer to 310 hp and 330 lb·ft. of torque. Due to tightening emissions regulations in the US market, the VTC feature was dropped from the 1996 Infiniti Q45. In the following year, the VH45DE was no longer available in any US market vehicles. The engine continued on in the Japanese market until 2002 in the Nissan President limousine.

VK45DE

VK45DE

The 4.5 L (4494 cc) VK45DE was introduced in 2002 and is built in Yokohama, Japan. Bore is 93 mm (3.7 in) and stroke is 82.7 mm (3.26 in). Output is 340 hp (254 kW) at 6400 rpm with 333 lb·ft (451 Nm) of torque at 4000 rpm. Redline is at 6600 rpm. It has an aluminum engine block and aluminum DOHC cylinder heads. It uses SFI, has 4 valves per cylinder with VVTand features forged steel connecting rods, 4 one-piece cast camshafts, and an unusual variable-flow induction system optimizes airflow for low- and high-speed operation and low-friction molybdenum-coated pistons and microfinished crankshaft.

Motorsport

A flat-plane crankshaft version of the VK45DE is used by Nismo for Super GT races with the Nissan GT-R instead of using the GT-R's VR38DETT twin-turbo V6 engine.^[1] The VK45DE was previously used in Nissan's 350Z Super GT car, replacing the previous VQ30DETT used in that car in 2007. In race trim, the Super GT VK45DE produces 500 PS (490 hp) and 52 kg·m (380 ft·lbf) of torque.^[2] The engine idles at around 3500 RPM and is restricted to the above specified power output. Without such restrictions, the engine is reputedly capable of producing nearly 800 PS (790 hp).^[3] Nismo reasons that by using the engine, they eliminate turbo-lag, save weight and generally prefer the torque curve of the atmospheric V8.

Range Rover V8 Valve Cover Gasket

This Range Rover V8 rocker cover gasket is one of the item we recently source for our customer, it may apply to those in Rover Discovery V8 engine as well.

The Rover V8 engine is a compact V8 internal combustion engine with aluminium cylinder heads and cylinder block, originally designed by General Motors and later re-designed and produced by Rover in the United Kingdom. It has been used in a wide range of vehicles from Rover and other manufacturers since its British debut in 1967.

Kancil L5 Piston Ring

Dealing in engine gasket, sometime it is very common for customer as for other engine parts if they already take the overhaul set gasket from you, and one of the most common part is piston ring, con rod bearing and main bearing.

And for this Kancil L5 engine, it seem piston ring also not a very common parts in our local market, as we are not very familiar with the piston ring, it is known that for Kancil L5 piston ring, it have 2 types of them also.

For the standard size piston ring of 61mm, it is known that 2 kind of engine that have difference thickness on one of the ring. so although the cylinder head gasket may be in the same design, it seem it may have difference design on piston ring for JB-DET, JB-JL or if there are other JB-series of engine.

So for those who really source for piston ring for Kancil L5, it is safer for them to bring along the sample to measure it probably to avoid wrong item purchase, we need to understand that once the piston ring packing is tear, you can't return it back.

Toyota 2KD Engine Nozzle Holder Gasket

Normally when customer purchase a full set gasket or overhaul set gasket, they might asume that all gasket items is already included in the gasket set kit, it may be correct for some of the model but not all model is like that.

For example, the Toyota Hilux KUN25 in Malaysia which come with 2KD-FTV engine, the full set gasket may seem have some missing items. One of the item is the Nozzle Holder Gasket which show in the above photo.

Some technician may call this a Plug Seal, and actually they are also 2 kinds of seal can be found on this nozzle, the upper and the lower one.

Since it is also describe as gasket in the OEM label, just wonder why it is not included in the gasket kit set? Is it because the nozzle sytem there is not consider under the engine zoning or this item is not dismantle even during the engine overhaul?

Toyota Celica 2ZZ-GE Engine

Toyota 1ZZ-FE may be common in Malaysia as it is install in Malaysia first generation of Toyota Altis, hmmmm..... sometime I also can't find the world of "Altis" under the Japan gasket catalog in 1ZZ-FE engine column.

And when come to Toyota Celica, which it may have all kind of possible engine install on it, when customer look for the 2ZZ-GE gasket, initially I thought it may be same with the type of 1ZZ-FE as it is under ZZ family of engine, but it prove me wrong when the gasket sample is dismantle from the engine, it may be similar on some items but it is not the same type at all.

Let's enjoy some fact on 2ZZ-GE at Wiki,

The 2ZZ-GE is a 1.8 L (1796 cc or 109.6 in³) version built in Japan. Bore is 82 mm (3.23") and the stroke is 85 mm (3.35"). It uses MFI fuel injection, has VVTL-i, and features forged steel connecting rods. Compression ratio is 11.5:1, necessitating "premium" gasoline (91 octane or above in the (R+M)/2 scale used in North America). Power output for this engine varies depending on the vehicle and tuning, with the Celica GT-S, Corolla T-Sport, Lotus Elise and Lotus Exige offering 141 kW (189 hp) but the American versions of the 2003 Corolla, Matrix, and Pontiac Vibe versions only developing 180 hp with all later years offering anywhere from 173 hp in 2004 to 164 hp in 2006 due to a recurved powerband. The differing power figures from 2004 through 2006 are due to changes in dynamometer testing procedures. The Australian variant Corolla Sportivo has 141 kW@7600 and 181N·m torque. Due to noise regulations, Toyota recalled them for a flash of the PCM to up their output to classify them in the more lenient "sports car" noise category. The Corolla Compressor and Lotus Exige S add a supercharger with intercooler to achieve 225 hp (168 kW), while the Exige 240R's supercharger increases output to 240 hp (179 kW). The addition of a non-intercooled supercharger to the Elise SC produces 218 hp (163 kW) with a considerable weight saving. The supercharged engines are not labeled 2ZZ-GZE.

Unique to the ZZ family, the 2ZZ-GE utilizes a dual camshaft profile system (the "L" in VVTL-i, known by enthusiasts as "lift") to produce the added power without an increase in displacement or forced induction. The 2ZZ-GE was the first production engine to combine cam-phasing variable valve timing with dual-profile variable valve timing in the American market. The table below lists the specifications of the two camshaft profiles. This is similar in concept to Honda's i-VTEC, but the two systems are very different in design and execution.

Excluding the 2003 MR2 and European Celicas with the 1ZZ engine, the 2ZZ engine is also the only model in the ZZ engine family to use a six-speed manual transmission, as well as the only one to have been available with a four-speed Tiptronic-style automatic. These gearboxes were unique to this engine; since then, only a few Toyota engines have been paired with either a six-speed manual or a Tiptronic-style automatic (and only one other engine, the 4GR-FSE, has received both).

Toyota commissioned Yamaha to design the 2ZZ-GE based on Toyota's ZZ block and the engine is similar to a typical street bike engine, in that it utilizes a nearly square stroke ratio allowing for high-RPM operation and producing a power peak near the top of the RPM range. The high-output cam profile is not activated until approximately 6,200 rpm and will not engage until the engine has reached at least 60° celsius (140° fahrenheit). The Toyota PCM electronically limits RPM to about 8200 RPM via fuel and/or spark cut. The "lift" engagement and the engine redline vary by application. Lotus 2ZZ-GEs are rev limited to 8500 RPM, for example, whereas Celicas were rev limited to 7900 to 8200 RPM in North America, depending on the model year. The first Japanese versions were rev limited to 8600 rpm with a peak of 190 hp. Consequently, it is impossible to "over-rev" the engine with the throttle alone; a downshift from a higher gear must be involved. A typical "over-rev" can damage the oil pump, commonly disintegrating the lobe ring, resulting in damage similar to the picture at right. The oil pump is the Achilles heel of the 2ZZ, though incidents are rare and usually occur due to fault of the driver. Even the briefest period of oil starvation is usually fatal to this engine design.

For the first few years of production, the engines were notorious for failing "lift bolts". This did not damage the engine, but would hamper performance as the high output cam profile was unable to properly engage. Toyota fixed the problem in late 2002 with a redesigned bolt that was installed on later engines. Earlier engines with the problematic bolts can be fixed via a Toyota-issued TSB simply requiring the new bolt to be installed in place of the old one.

The 2004 and newer Matrix and Corolla XRS models were equipped with smog pumps and have an extra hole above each exhaust port in the engine head and manifold where air is injected to achieve complete fuel burning before the exhaust stream reaches the catalyst. All 2ZZ-GE heads from 03/03 onwards carry this modification even if the vehicle does not have the air injection system.

Applications:

Toyota Celica SS-II (Japan, 187 hp/190 PS)
Toyota Celica GT-S (USA, 180 hp)
Toyota Celica 190/T-Sport (UK, 189 hp)
Toyota Corolla Sportivo (Australia, 189 hp (141 kW)/180 Nm)
Toyota Corolla TS (Europe, (189 hp/192 PS))
Toyota Corolla Compressor (Europe, 222 hp/225 PS)
Toyota Corolla XRS (USA, 164/170 hp)
Toyota Corolla Fielder Z Aero Tourer (Japan, 187 hp/190 PS)
Toyota Corolla Runx Z Aero Tourer (Japan, 187 hp/190 PS)
Toyota Corolla RunX RSi (South Africa, 141 kW/180 Nm)
Toyota Matrix XRS (USA, 164-180 hp)
Pontiac Vibe GT (USA, 164-180 hp)
Lotus Elise (North America/UK, 190 hp)
Lotus Exige (US/UK, 190 hp NA & 243 hp supercharged)
Lotus 2-Eleven (US/UK, supercharged, 252 hp)