Japan Motor Vehicles Guidebook

For those who very like to study the latest trend of Japan car and motorcylce, the Japan Motor Vehicles Guidebook is a very good "dictionary" for the Japan car lover.

This guidebook which issue annually already reach vol. 55 for this year, as this book showcase all the latest Japan vehicle currently available in Japan market, though some of the model may not available in Malaysia, in our previous experience, some of the new model bringing into Malaysia may be already shown in the previous guidebook, may be 3 to 4 years ago, so in this current issue, we may see in the future 2 to 3 years, there will be some of the model show in this vol. 55 guidebook will appear in Malaysia.

Basically, the content of the guidebook have the latest technologies news, motor parade, latest model news and most important information in their catalog part, which also devided to Passenger Cars, Commercial Vehicles and Motorcycles.

Head Gasket Basics

Sealing the Deal for Maximum Compression -

Understanding why a relatively inexpensive head gasket costs so much to replace means first realizing what it sits between. In the engine block are pistons that travel up and down in cylinder bores. The pistons are connected to rods, which in turn are connected to a spinning crankshaft from which the vehicle takes its power. Bolted to the top of the engine is the cylinder head. Inside the cylinder head are valves that open and close to let air and fuel into the cylinders and expel the spent exhaust gas.

The head gasket is compressed between the engine block and the cylinder head. The head gasket seals in the internal combustion process and also keeps coolant and oil from mixing together as the two fluids travel from the engine block to the cylinder head. Head gaskets themselves are not very expensive. What ends up costing big money is getting to it. Removing and replacing the head gasket means undertaking the major operation of removing an engine's head.

Boiling Over
A head gasket can fail for a number of reasons, none of them good. Engine overheating is the most popular culprit. The metal of the engine block and head expands beyond limits during overheating. This expansion can pinch the head gasket to the point where it will fail. The next major causes of head gasket failure are engine pre-ignition or detonation. The crux of these two conditions is out-of-time combustion occurring in the cylinders. Internal combustion is supposed to occur with both valves closed and with the piston at the top of its power stroke. Out of time combustion puts extra strain on the valves, pistons, and head gasket. Ironically, engine overheating can also increase the likelihood of pre-ignition and detonation. The sound of an engine pinging or knocking is the insidious sound of damage.

Head Surgery
Head gasket replacement is not a job for the average do-it-yourselfer. While a head gasket expiring due to old age is rare, it usually means everything else is worn out to the point of replacement as well. Cracking the head off the engine and peering inside may reveal that everything else got fully cooked, too. The best way to prevent head gasket failure is to keep the cooling system in top working order and make sure the engine is in tune and running correctly. The failure of a $5 thermostat or $3 coolant hose can cause thousands of dollars in engine damage in a hurry. The following are a few general tips for replacing a head gasket. For vehicle specific head gasket replacement procedures always consult a service manual.

Step 1 - Getting down to the head gasket can be an involved process. Always mark and index everything before removal. In this case, it was easier to remove the exhaust manifold, head, and intake as a unit. A service manual is the first and most important tool in the toolbox.

Step 2 - Check the head and block for flatness. A machined straight edge across the surface and feeler gauge will reveal all. The service manual will provide specifications. Blocks or heads out of specification must be sent out to the machine shop and be repaired. The machine shop will also be able to check for cracks.

Step 3 - Prepare the surface. Never use anything that will remove metal. Be careful not to scratch the deck of the block or mounting surface of the head. While it may seem like a good idea to use a scrubber pad connected to a power tool, the surface irregularities created can cause sealing problems down the road.

Step 4 - Chase the head bolt or stud holes with a tap or thread chaser to remove any crud and prepare the threads. Use compressed air to blow out any stragglers. Correct head bolt torque is of utmost importance. Any interference can throw off the torque readings.

Step 5 - Pre-fit the head gasket in the correct orientation. Never use sealant unless specifically required by the manufacturer. Head gaskets that require sealant will usually come so equipped. The service manual will outline sealant locations and requirements.

Step 6 - Correct bolt tightening sequence and torque is key to proper head gasket sealing. Use new bolts if required. Coat head bolt threads with some engine oil before installing. Always follow tightening sequence and torque instructions to the last detail.

Strong Yen Impact for Japan made items

The strong Japan Yen may had effect the pricing of Japan made spare parts globally including Malaysia, all the Japan made items had increase the price for more than 15% due to the effect of currency rate.

Though the consumer may need to folk out more money for Japan item, but the impact for Japan ecomony, especially for their exporter and tourism industry may as well hit badly, below are one of the article that how the strong Yen hit Japan.

By now you’ll be well aware that the strong yen is crippling Japanese exports, and by extension the economy as a whole, but less widely discussed is the impact this is having on Japan’s tourism industry.

With Japanese firms having shifted so many manufacturing jobs to China in recent years, and with an ageing and shrinking population limiting the performance of domestic demand, tourism is one sector which could – or should – be doing more for Japan’s economy. Japan is the only G-7 country that is not in the top 10 in terms of worldwide tourism arrivals, and the authorities have set a goal of attracting 10 million arrivals annually by 2010 and 20 million by 2020.

Japan’s underperformance in tourism arrivals is in some ways surprising, given that it has something appealing for almost everyone. Historically-minded travelers would appreciate its 2,700-year history, thousands of shrines and temples, the old Imperial capital in Kyoto, and the reminders of Japan’s militarist past at the Yasukuni museum. Landscape lovers might appreciate sweeping volcanic panoramas, Mount Fuji, and world-class skiing. More modern-minded visitors have Japan’s urban vibe – the neon signs, skyscrapers, and high-tech gadget shopping – while food lovers will appreciate anything from tiny eight-seater eateries and the highest urban concentration of Michelin-starred restaurants. Then there are plenty of manga and computer games-related merchandise. Finally, Japan houses the Tomb of Christ, up in Aomori Prefecture (Dan Brown/Robert Langdon, please come and visit!).

Despite these strengths, there are a number of weaknesses constraining the growth of Japan’s tourism sector. For Westerners, Japan is a minimum of 10 hours’ flight, making it expensive to get to. For everyone, Japan tends to be expensive even when the yen is not at record highs. Then, there is the fact that not many people in Japan speak foreign languages, making it potentially tricky to navigate around. Finally, there is some evidence that Japanese hotel owners feel uncomfortable with more foreigners visiting.

Nonetheless, the year 2007 saw a record 8.4 million visitors come to Japan, up 14% on 2006. The key driver has been visitors from Asia – especially China and South Korea – who made up 73% of that total. Relations between Tokyo and Beijing and Seoul have hardly been smooth in recent years, but this apparently has not gotten in the way of tourism.

The Land Of The Rising Holiday CostsFull-year 2008 figures are not available, but statistics provided by the Japan National Tourism Organisation (JNTO) reveal that the months of August, September, October and November in 2008 saw y-o-y visitor declines of 2.0%, 7.0%. 5.9%, and 19.3% respectively. Unsurprisingly, the countries registering the biggest declines in visitors to Japan have been South Korea, the US, and UK, all of which have seen their currencies plunge against the yen.

In practical terms, here is what the strong yen means: if you arrive in Japan at Tokyo’s Narita Airport and take the Narita Express train into downtown Tokyo, the ticket will cost 2,940 yen. A year ago, with the sterling-yen exchange rate at JPY210/GBP, that cost a reasonable (given the 60+km distance) £14.00, but now with the exchange rate at a record high of JPY120/GBP, the journey costs a punishing £24.50. Meanwhile, if you get thirsty, you will find a can of soda from a vending machine dear at around 130 yen. A year ago, that translated as 62 pence, which was in line with London prices. Now, that same can of soda sets you back by £1.08.
If you are a South Korean traveller, Japan will now cost you 43% more than it did a year ago, due to the won’s weakness. So why go now?

Mystery in Proton Perdana V6 Maintenance

In the year 2008 after the Malaysia Genaral Election, Malaysian folk may still remember there are tussle for the candidate for Terengganu Menteri Besar, when all the issue settle, the new elected Terengganu Menteri Besar had made a decision to replace the State Assemblyman car from Proton Perdana V6 to Mecerdes Benz, the reason given is the maintenance fee for Proton Perdana V6 is far higher than Mercedes Benz.



They have been some argument on the issue until the Prime Minister had step in to stop the conflict, but after a few month later, the oposition control state, Perak, also have made a decision to change all their State Assemblyman car from Perdana V6 to the latest model of Toyota Camry, the reason is same as because of Perdana V6 maintenance fee is too high.



First of all, I would like to stress that I would not like to discuss and argue on the politician issue, all I want to give is my very own opinion on why our national car Proton Perdana V6 maintenance fee is higher than those more establish car model.



Personally, I feel Proton Perdana V6 consider a good car if it is not the best, the car have all the leading technologies component bring from Mitsubishi Motor Corporation, Japan. And the engine of 6A12 can be consider one of the most efficient engine in the Mitusbishi series of engine, so why it have the maintenance problem.



The very main reason I think is the spare parts we use on it, let see my below analysis.



Frankly speaking, if you would like to buy the Proton Perdana V6 spare parts which is made in Japan or the OEM parts from Japan, the pricing is really not cheap at all. But Perdana V6 is branded as national car, with quite a lot of numbers of this car on the road in Malaysia, the local parts seller will start to source for a more cheaper replacement parts, which it may come from China, Taiwan, Thailand, Indonesia or India.

If we use the low quality parts for this type of car, we may save in the parts cost but the maintenance issue will be snow balling bigger and bigger after this.

Let us take for example, if we use a low quality oil seal on the engine side (Camshaft oil seal, timing oil seal or flywheel oil seal), it may cause some oil leaking from the seal side and the leaking oil may contact with the belting inside (Timing belt, fan belt etc), and it may cause the timing belt break out sooner than it lifespan. when the timing belt break out during driving, it may cause jam in the engine valve and if the fatigue is big, it may need to ovehauling the engine.

As we know V6 engine contain 2 engine block that design in V shape with 3 cylinder running in each block, for a basic head set gasket, thier contain items may doulbe up than the normal gasket set, they will be 2 pcs cylinder head gaskets, 2 pcs valve cover gaskets, 2pcs of inlet manifold gaskets, 2pcs of exhaust manifold gaskets, 4 pcs of camshaft oil seals, 6 pcs of spark plug seals, 24 pcs of valve stem seals and may be 18 pcs of valve cover seals gasket if you want to include it.

The fact is, do you know that the pricing for the whole head sets which contain all the above items for the China made product, is just about enough to buy 1 pc of cylinder head gasket for this same model which is made from Japan.

So if the foremen willing to use the best parts for the car, although the parts cost may be high, but it will save a lot of maintenance cost in the future. People who using Mercedes Benz normally use the best parts for their vehicle, thats why their vehicle is less maintenence problem when compare to others vehicle that tense to use low quality parts.

Mazda Engine

Sources: http://autospeed.com/cms/A_2098/article.html

Mazda has been a long-time engine innovator. The company has breathed life into the rotary and Miller-cycle engine and has proved itself able to build very finely tuned turbo engines.
Here’s how to decipher the engine codes used by Mazda...

Engine Code Engine Configuration/ Capacity
12A Twin-rotor Wankel rotary/573cc x 2
13B Twin-rotor Wankel rotary/654cc x 2
20B Triple-rotor Wankel rotary/654cc x 3
JE V6 piston engine/3.0 litre
J5 V6 piston engine/2.5 litre
KF V6 piston engine/2.0 litre
KJ-M V6 piston engine (Miller cycle)/2.2 litre
KL V6 piston engine/2.5 litre
K8 V6 piston engine/1.8 litre
B6 Four cylinder piston engine/1.6 litre
BP Four cylinder piston engine/1.8 litre
FE Four cylinder piston engine/2.0 litre
F2 Four cylinder piston engine/2.2 litre (turbo only)
F8 Four cylinder piston engine/1.8 litre

Mazda Rotary Engines...

Put into mass production in the late ‘60s, killed and then reborn in 2003, the Mazda rotary engine has a rich history of motor racing behind it. There’s simply no overstating the amount of grunt achievable with these very compact, lightweight engines.

The reborn rotary engine fitted to the new RX-8 is based on the faithful 13B twin-rotor design but it has been dramatically reengineered (primarily to achieve improved fuel economy and emissions). The exhaust ports have been relocated to the side housings of the rotor chambers, a variable induction system has been added, there’s new-generation injectors and electronic throttle control. Known as the RENESIS rotary, the RX-8 engine uses 10.0:1 compression and – without the aid of forced induction – spits out 177kW at 8200 rpm and 211Nm at 5500 rpm in the Australian-spec manual gearbox version. Australian automatic models trail by 23kW but generate more torque.

The Series 8 Mazda RX-7 was the last of the previous line-up. The Series 8 RX-7 (see Last of the Line RX-7 for our full coverage of this beast) used the long-proven 13B twin-rotor engine hung with sequential turbochargers, an air-to-air intercooler and a 9.0:1 static compression ratio. In Series 8 Type R and RS guise, the twin-turbo 13B REW cranks out 206kW at 6500 rpm and 314Nm at 5000 rpm.

Note that the twin-turbo 13B fitted to the Series 6/7 RX-7 is rated at ‘only’ 187 - 195kW, while the Eunos Cosmo’s 13B TT made just 172kW.

But for monster power – torque, at least – you’ve gotta be talking about the top-line Cosmo’s triple-rotor 20B. Essentially a 13B design with another rotor hung off the end, the 20B was only ever produced in sequential twin-turbo form – there was never an atmo version. Displacing a total of 2.0-litres, the 20B generates the Japanese regulation 206kW (and a bit!) at 6500 rpm along with 402Nm at 3500 rpm. The extra torque of the 20B made it the logical choice to fit to the top-line versions of the Japanese market Cosmo.

But don’t think twin-turbochargers are essential for real rotary performance...
The 13B rotary in single turbo form can muster up to 151kW in Series 5 RX-7 guise. Series 4 13B turbo engines – with a more restrictive intercooler, different rotors and turbocharger – make 15kW less.

Back in the early ‘80s – before the days of turbocharged 13Bs – Mazda relied on a turbocharged version of the smaller 12A rotary. The 12A turbo (Mazda's first rotary turbo) came non-intercooled, but managed to produce a maximum of 121kW at 6000 rpm in the first-generation RX-7.

The only naturally aspirated rotary that makes any real power (aside from the new RX-8 RENESIS engine) is the 13B EFI. Depending on model, this engine makes up to 121kW at 6500 revs.

Mazda Sixes...

The most creative and desirable Mazda six is the KJ-ZEM Miller-cycle supercharged engine. Displacing just 2.3-litres, this DOHC, 24-valve V6 boasts a screw-type supercharger and twin air-to-air intercoolers. And what about the Miller-cycle principle? Well, this system keeps the intake valves open for the first 20 percent of the compression stroke. The timing of the intake valves is from 2 degrees before TDC until 70 degrees after BDC, with exhaust valve duration from 47 degrees BBDC to 5 degrees ATDC. All of this reduces pumping losses and improves efficiency when teamed with the supercharger.

The maximum output for the Japanese-market KL-ZEM is up to 162kW at 5500 rpm with 294Nm at 3500 rpm. This is a very smooth engine – not surprising given its use in the top-line Eunos saloon.

The second most powerful Mazda six is also fitted to a luxury saloon – the vehicle recognised in Australia as the mid ‘90s 929. The JE-ZE is a 3.0-litre, DOHC, 24-valve V6 with a 9.5:1 compression ratio. In Japanese spec it’s rated at 151kW at 6000 rpm and 272Nm at 3500 rpm. This engine is essentially a DOHC version of the JE 3.0-litre V6 released in the early-mid ‘80s.
Another good Mazda V6 is the KL-ZE 2.5-litre DOHC, 24-valve V6. The highest output version of this engines uses 10.0:1 compression and makes 149kW at 6500 rpm and 224Nm. This engine comes fitted to vehicles such as the Japanese market Millenia 25M.

Although intended for a people mover role, the Mazda AJ-DE 3.0-litre DOHC 24-valve V6 is another worthy mention. With its 10.0:1 compression ratio, this engine generates 149kW at 6000 rpm and 265Nm at 4700 rpm in current Japanese-market Mazda Tribute form. Oddly enough, Australian delivered versions of this engine appear to generate slightly more power – the local Mazda MPV and Tribute V6 both manage to crank out 152kW and 276Nm.
Also in the Australian market, the J5-DE 2.5-litre, DOHC, 24-valve V6 (from the last MX-6) might also be of interest. This engine uses 9.0:1 compression and makes 119kW and 211Nm. Note that the local Eunos 500 uses a KF-ZE 2.0-litre V6 for 119kW/180Nm and the little 30X sportscar uses a K8-ZE 1.8-litre V6 for 108kW/157Nm. A sweet little thing.

Mazda Fours...

Without question, the most desirable Mazda four-cylinder engines are turbocharged.
Gruntiest of the lot is the BP-series turbo engine from the Japanese-market Familia (323) GTR. The BP turbo engine is a 1.8-litre four with DOHC, 16-valve breathing and – in GTR-spec – it uses a relatively large turbo, an upgrade air-to-air intercooler and various other mechanical changes. Max output is an impressive for a 1.8-litre - 154kW at 6000 rpm and 250Nm at 4500 rpm. Note that the Familia GTR was produced in only limited numbers.

The run-of-the-mill BP-series intercooled turbo engine can be found in the Australian Ford KF – KH Laser TX3 AWDs and the Japanese-market Familia GTX. Thanks largely to the high-octane Japanese fuel, the Familia GTX engine is listed with the most power of this trio – it makes 134kW at 6000 rpm and 237Nm at 3000 rpm. Interestingly, the static compression ratio for both the Familia GTX and GTR engines is 8.2:1.

Next most powerful is the 1.6-litre DOHC, 16-valve, intercooled turbo B6 engine as fitted to the Australian Ford KE Laser turbo, Capri and the Japanese-market Familia AWD and FWD turbo. As predecessor to the BP-series 1.8, the B6 shares a similar engine design and a low 7.8:1 static compression ratio to achieve up to 110kW. Australian versions are listed with 103kW (and 186Nm) when running premium-unleaded fuel.

Mazda also released a comparatively large 2.2-litre turbo engine in the late ‘80s. The F2 2.2 SOHC, 12-valve, four used an intercooler and single turbocharger to produce a maximum of 108kW at just 4300 rpm (quoted from Australian spec F2 engines running premium unleaded fuel). These engines were optional in the local 626/Telstar TX5 and MX-6.
Interestingly, the Japanese market version of the MX-6 (aka Capella) also saw the FE 2.0-litre DOHC, 16-valve engine that could generate 104kW at 6000 rpm without forced induction – almost as much as the turbocharged F2 2.2-litre! Torque, however, was down at 186Nm at 4000 rpm compared to the Australian-spec F2’s 258Nm at 3500 rpm.

In the early/mid ‘80s, a SOHC, 8-valve turbocharged 2.0-litre four – the FE-series – was introduced to the Australian 626 and Ford Telstar TX5. Using simple throttle-body type fuel injection this engine was listed at 87kW, but the Japanese version – in particular the ‘Magnum’ – are reputedly much more powerful. These early FE SOHC turbo engines were also used in the larger Mazda 929 range.

About the same time, Mazda released the E6 and E5 SOHC turbo engines that used similar technology. Power outputs were in the vicinity of 75 to 85kW.

And what about Mazda’s naturally aspirated four-cylinders, you ask?

The best is the L3-VE engine as fitted to the Japanese market Atenza. The L3-VE displaces 2.3-litres and, in Japanese guise, features a 10.0:1 compression ratio, DOHC, 16-valve breathing and variable inlet cam timing. Its output is 131kW at 6500 rpm and 215Nm at 4000 rpm. Note that the L3-series four is also used in the Australian Mazda6 and Mazda3, but outputs are only 122kW/207Nm and 115kW/203Nm respectively.

The 2003 Japanese Familia rates second with a 121kW output from its optional high-output 2.0-litre engine. The FS-ZE 2.0-litre DOHC, a 16-valve engine uses a high 10.4:1 compression ratio.
Next comes the 1.8-litre DOHC atmo BP-series engine in the Mazda MX-5 (aka Roaster and Miata). In its latest Japanese guise (BP-VE), this engine uses 10.5:1 compression, variable inlet cam timing and produces 118kW at 7000 rpm and 170Nm at 5500 rpm. Earlier 1.8 versions made closer to 100kW. Note that the Australian-spec engines are also invariably slightly down on the outputs of the Japanese examples.

The first 1.6-litre version of the MX-5 used an atmo B6 engine delivering only around 82kW. In Japan, however, the entry-level MX-5 still uses the B6 now rated at 92kW.

The Australian Developed MX-5 SP Turbo Engine

The hottest factory-backed Mazda MX-5 in the world is the Australian-market SP (Special Performance) Turbo.

Using the latest variable cam timed 1.8-litre as the base (retaining its standard compression ratio), the SP Turbo has been fitted with a nickel-alloy cast iron exhaust manifold with a ball-bearing Garrett turbocharger blowing through a front-mount air-to-air intercooler. There’s also a carbon-fibre airbox, Bosch blow-off valve, large diameter exhaust, bigger injectors, different spark plugs and an upgraded coolant radiator to round out the mechanical mods. The factory ECU has also been re-mapped to suit.

Output? An impressive 150kW at 6800 rpm and 280Nm at 4600 rpm with just 0.5 Bar of boost!

A free-spinning F8 1.8-litre DOHC four was also used in various Japanese-market vehicles - it generates 86kW at a very high 8000 rpm. But more impressive is the current model FP-DE 1.8-litre DOHC, 16-valver in the Japanese-market Premacy. It’s rated at 96kW and 161Nm – and note that the same engine (but making 92kW) is available in the late ‘90s Australian-delivered 323. The 2003 Demio can also be bought with a ZY-VE 1.5-litre DOHC, 16-valve engine making 83kW and 140Nm. Note that the Australian-delivered Mazda2 also employs the same engine making virtually the same output.

Mazda Threes...

If you’re interested in three-cylinder performance, the current Mazda K6A 660cc DOHC, 12-valve turbo engine should be on your shopping list. With an 8.4:1 static compression ratio, variable valve timing and air-to-air intercooler this baby engine puts out 47kW at 6500 rpm and 106Nm at 3500 rpm.

A naturally aspirated version with variable valve timing and 10.5:1 compression generates 40kW and 63Nm. Both engines come fitted to the Japanese market Mazda AZ Wagon Kei classer.

Mazda Performance Motors at a Glance...

Rotaries

20B Triple Rotor Twin Turbo 206kW
13B Twin Rotor Twin Turbo – S8 RX7 Type R and RS 206kW
13B Twin Rotor Twin Turbo – S6-onward RX-7 187 – 195kW
13B Twin Rotor Twin Turbo - Cosmo 172kW
13B Twin Rotor Turbo – S5 RX7 151kW
13B Twin Rotor Turbo – S4 RX7 136kW
12A Twin Rotor Turbo 121kW
13B Twin Rotor EFI 121kW
13B RENESIS (Australian spec) 177kW

Sixes

KJ-ZEM 2.3 litre V6 Miller Cycle Supercharged 162kW
JE-ZE 3.0 litre V6 DOHC 151kW
AJ-DE 3.0-litre V6 DOHC 149/152kW
KL-ZE 2.5 litre V6 DOHC 149kW
J5-DE 2.5 DOHC 119kW
KF-ZE 2.0 DOHC 119kW
K8-ZE 1.8 DOHC 108kW

Fours

BP 1.8 DOHC turbo (Familia GT-R) 154kW
BP-VE 1.8 DOHC SP turbo (Australian spec) 150kW
BP 1.8 DOHC turbo 134kW
L3-VE 2.3 DOHC 131kW
FS-ZE 2.0 DOHC 121kW
BP-VE 1.8 DOHC 118kW
B6 1.6 DOHC turbo 103/110kW
F2 2.2 SOHC turbo 108kW
FE 2.0 DOHC 104kW
FP-DE 1.8-litre DOHC 96kW
B6 1.6 DOHC 82 – 92kW
FE SOHC turbo 87kW
F8 1.8 litre DOHC 86kW
ZY-VE 1.5-litre DOHC 83kW

E5 1.5 SOHC turbo/E6 1.6 SOHC turbo 75 - 85kW

Threes

K6A 660cc DOHC Turbo 47kW
K6A 660cc DOHC VVT 40kW

Nissan VQ series V6 engine

In Malaysia, Nissan VQ series engine start to make their debut in the model of Cefiro V6 with VQ20DE for 2,000cc model and VQ30DE for 3,000cc model.

But there are some parts importer in Malaysia had bring in the VQ25DE engine and modified it on the Nissan car type for those who love to enjoy the speed and powerful of car.

The problem start when the VQ25DE engine type wish to change their engine gasket locally, although the valve cover gasket, valve stem seal, exhaust and inlet manifold, is the same item with VQ20DE and VQ30DE, but it is not for their Cylinder Head Gasket. VQ20DE Cylinder Head Gasket bore diameter is to small for VQ25DE and VQ30DE is too big for it. It is really hard to source for the Cylinder Head Gasket.

At last, Nissan had launch Nissan Teana in Malaysia in the year of 2008, with the Engine Model of VQ23DE with 2,300cc V6 Engine. May be many people do not notice that VQ23DE is sharing the same size of Cylinder Head Gasket for VQ25DE, hence we may see the VQ25DE lover have a better chance to source for their Cylinder Head Gasket.

The VQ series already reach to 3,500cc with the VQ35DE model for the Nissan Murano 3.5l in Malaysia, and we may look forward for the more powerful VQ37VHR engine in future in Malaysia, which this type of engine already available in Japan for their Nissan Skyline Coupe.

Metal Gasket vs Carbon Gasket

We know that there are many kinds of material to produce Cylinder Head Gasket, from the abestos material, to the non abestos material and carbon graphite material, now most of the new generation useses metal type of material, with multi layer type or single layer type.

Normally for the after market parts, factory will produce the cylinder head gasket with the same material as its OEM type of material.

But nowadays, we found a very strange things happen, which sometime the workshop request for the other type of material instead of follow the OE type.

Like most of the new model of Honda engine is come with cylinder head gasket with metal material, but the foreman is request for the abestos type or the carbon type when they want to change it.

One of the reason giving by them is, after they dismantle the cylinder head gasket from the engine, the surface at the head of the engine block may be not that smooth, so they try to machining the engine block surface to make it smooth, but after that, they OE standar type of cylinder head gasket may not thick enough to install in it, hence they might need to look for more thicker gasket.

In term of more thicker gasket, if they wish to look for the metal type with multi layer steel which make the gasket thicker, the price of the gasket may be high, and they might don't have this kind of spec in the market, hence they try to change the material type to abestos or carbon type, which it is cost more cheaper and more easy to manage on thickness. But the result on installing the diffrence material type of gasket to your engine will cause any harm or performance of your engine or not is still unknown.