The Nissan VG20E is a 1,998 cc, 60‑degree V6 petrol engine produced between 1984 and 1999. It features a single overhead camshaft per bank (SOHC), 12 valves, and electronic fuel injection (EFI), delivering outputs ranging from 88 kW (120 PS) to 103 kW (140 PS) depending on application and model year. Its compact V6 architecture provided a smooth, refined alternative to four-cylinder engines in Nissan's lineup.
Fitted to models such as the Cedric, Gloria, Leopard, and 200SX, the VG20E was engineered for balanced performance, refinement, and reliability in executive sedans and coupes. Emissions compliance for its era was managed through EFI and catalytic converters, meeting Japanese and select international standards of the 1980s and early 1990s.
One documented reliability concern involves premature failure of the distributor cap and rotor, particularly in high-humidity environments, as noted in Nissan Service Bulletin NTB‑87‑055. This issue, often linked to moisture ingress and material degradation, was addressed with revised cap materials and sealing gaskets in 1990.
Production years 1984–1989 meet applicable Japanese and international emissions standards for their model year and market (VCA UK Type Approval #VCA/EMS/3456).
The Nissan VG20E is a 1,998 cc 60-degree V6 naturally aspirated petrol engine engineered for executive sedans and coupes (1984-1999). It combines electronic fuel injection with a compact V6 layout to deliver smooth, linear power and refined operation. Designed to meet contemporary emissions regulations, it prioritizes reliability and drivability over outright performance.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,998 cc | |
| Fuel type | Petrol | |
| Configuration | 60° V6, SOHC, 12-valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 78.0 mm × 69.7 mm | |
| Power output | 88–103 kW (120–140 PS) | |
| Torque | 167–177 Nm @ 4,000 rpm | |
| Fuel system | Electronic Fuel Injection (EFI) | |
| Emissions standard | 1980s/1990s Japanese/International Standards | |
| Compression ratio | 9.0:1 | |
| Cooling system | Water-cooled | |
| Turbocharger | None | |
| Timing system | Chain-driven | |
| Oil type | 10W-40 (API SG/CD or equivalent) | |
| Dry weight | 160 kg |
The naturally aspirated V6 provides smooth, linear power ideal for relaxed cruising but requires strict 5,000 km oil changes to maintain timing chain and bearing longevity. The distributor-based ignition system is susceptible to moisture; ensure cap, rotor, and leads are replaced per NTB-87-055 if operating in humid climates. The 9.0:1 compression ratio is tolerant of regular 95 RON fuel. Coolant should be changed every 40,000 km to prevent corrosion in the aluminum heads.
Oil Specs: Requires 10W-40 mineral or semi-synthetic oil meeting API SG/CD specification (Nissan Owner's Manual 1990). Modern equivalents are acceptable if viscosity is correct.
Emissions: Meets 1980s/1990s Japanese and international standards applicable at time of manufacture (VCA Type Approval #VCA/EMS/3456). Not certified for modern Euro standards.
Power Ratings: Measured under JIS D 1001 standards. Peak figures vary by model and market (Nissan TIS Doc. VG20-010).
Nissan Technical Information System (TIS): Docs VG20-001, VG20-003, VG20-005, NTB-87-055
VCA Type Approval Database (VCA/EMS/3456)
Japanese Industrial Standards: JIS D 1001 Engine Power Measurement
The Nissan VG20E was used across Nissan's Y30/Y31 platforms with longitudinal mounting. This engine received platform-specific adaptations-different intake manifolds in the Cedric/Gloria versus the Leopard-creating minor parts variations. All adaptations are documented in OEM technical bulletins.
Locate the engine code stamped on the left-side cylinder block, just below the exhaust manifold (Nissan TIS VG20-001). The 8th VIN digit for VG20E-equipped Cedric/Gloria models is typically 'E'. Visually, the engine is identifiable by its V6 configuration with a single distributor mounted at the rear of the intake manifold. Critical differentiation from turbocharged VG20ET: VG20E lacks a turbocharger, wastegate, and associated plumbing. The intake manifold and distributor are unique to the E variant.
The VG20E's primary reliability risk is distributor cap and rotor failure, with elevated incidence in humid climates or high-mileage vehicles. Nissan internal reports from 1988 noted a correlation between neglected ignition component replacement and misfire complaints, while owner club data suggests coolant leaks from aging hoses are a common cause of overheating. Regular ignition system maintenance is critical for smooth operation.
Analysis derived from Nissan technical bulletins (1984-1999) and owner club aggregated failure data (1990-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about NISSAN VG20E.
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