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Community Member Credit: Rico Rodriguez

Big shout to Rico for spending countless hours in finding a cost-effective solution to coilpacks for the VQ35DE engine. This also works on other models and years.

For those that don’t know, Audi coilpacks are stronger and better than Nissan coilpacks. They add better mpg and more HP/TQ. It works on bone stock vehicles or highly modified vehicles. Just rewire the OEM pigtails to Audi pigtails, plug it in and play!

Nissan Coilpack only has 1 coil. Audi has 2 coils as you can see in the picture below. By having 2 coils it doubles the spark output and can easily handle spark blow out that turbocharged vehicles suffer from. Because it’s outer exterior has a metal body it can dissipate heat ALOT quicker than Nissan rubber which helps with heat cycling. It’s also cheaper than OEM Nissan Coilpacks.

Audi R8 Coil Pack Advantages:

  • 50,000 volts compared to Nissans/Infiniti 30,000 volts.
    • Some measure it with Kv so Nissans coils put out 21Kv while VW coils put out 30Kv
  • Quicker Heat dissipation. (Because of its metal body construction it can quickly dissipate heat. Nissan OEM body is made out of rubber that isolates heat instead of disperses it.)
  • More complete burn of the fuel mixture compared to OEM Nissan which equals to better MPG.
  • Idle Stability Improved
  • NO CEL (Check Engine Lights)
  • BEST PART ABOUT THEM IS THEY ARE CHEAPER $$$ than Nissan OEM yet they are much better.
  • Looks 10000% Cooler than OEM Coilpacks

Now the coil packs price varies due to different name brands. They range from $132-$216 for a V6 engine. Below is the link of the coil packs below so you can see the prices and brands. Doesn’t matter which brand you use, I’ve tested them all and they all make the same exact power.

Order Link: https://www.nedautoparts.com/search?q=Audi+coilpack

Reference Photos

Installed a 2003 Nissan Maxima (Credit: Altaf Rahaman)

Important Note: The 02-08 DE Manifold requires NWP spacers.

Important Note: The 2nd Gen Engine does not require spacers. Straight plug-n-play.

Adaptor Options:

You can also purchase the adapters directly from Rico. Below are the prices.

Create Connectors using O2 Plugs (Credit: Rob Tilley)

Finally got my R8 coils installed today and I must say it was definitely worth the time and money I spent. I installed them on my turbo 350z running 15psi with #7 plugs. Car runs so much smoother, especially under boost. It’s a totally different car. I used o2 plugs from a 02/03 Maxima to make the adapters for the plug. Just have to file down the alignment guide on the outside of the blue connector.

Make your Own Clean Connectors using new Plugs: https://www.my4dsc.com/audi-r8-coilpacks-installed-on-nissan-maxima-vq35de-make-your-own-plug-n-play-connectors/

If you’re splicing directly (Courtesy of Jerome Fenwick)

Nissan OEM Coilpack vs Audi R8 Price Difference (Courtesy of EddyMaxx)

Community Member Credit: Eddy

If you are looking to upgrade your Maxima with Akebono’s then check out the deal below at Autozone. You can get both calipers for $200.00 bucks. You can exchange your previous calipers to save the core charge. These calipers work great and are just like the original OEM ones.

Front Driver Side Part Number: 97S00635A
Front Passenger Side Part Number: 97S00635AB

Depending on the Maxima year, you will also need the following:

  • Caliper Brackets (5thgen/6thgen – 7thgen Plug-n-Play)
  • Front Left/Right 13.9 Rotors ($115.00) | Order Link
  • Stainless Steel Brake Lines (Recommended)
  • 2x Banjo Bolts ($6.00) | Order Link
  • Akebono Decals

Vehicle Fitment:

  • FX50 2009-2013
  • G37 2008-2013
  • M35 2012-2013
  • M37 2011-2013
  • M56 2011-2013
  • Q50 2014-2019
  • Q60 2014-2015, 2017-2021
  • Q70 2014-2019
  • QX70 2014
  • 350Z 2009
  • 370Z 2009-2019

 

This is just a quick guide for those upgrading to R35 GTR injectors. They are many fakes out there in the market. While some have had success with the fakes, the majority have experienced issues. These injectors are most commonly used for running E85 on Nissan Maxima builds.

Your best chance is to buy them used from someone who can verify they are genuine. However, if you ever plan to boost the car, it doesn’t make sense to buy the GTR injectors new because for about the same price you can get a set of new Injector Dynamics injectors that are good for more fuel delivery.

The real/authentic injector is on the left. The fake/knock-off injector is on the right.

Additional Video Reference

 

 

Community Member Credit: TRoy Otf

If you have a mail-in performance-tuned ECU from Nisformance with advanced map selection features, below are the steps to activate it:

  1. Hold COAST SET
  2. While holding COAST SET hit the CANCEL button x number of times to select desired tune (1 through 5).

For example, to set map #2 you would hold COAST SET hit the CANCEL button 2 times. The SET indicator will flash two times to let you know you have selected map # 2.

 

If you are considering upgrading your Nissan Maxima to a newer engine model, we recommend going with the 2016+ Gen3 VQ35DE Nissan. They have also come down in price and present a great option for a low mileage and newer engine. We’ve seen them as low as $850-$900 depending on mileage. There is also nothing wrong with considering a Gen2 VQ35DE (2009-2015) engine especially when you can get them at a much lower costs than Gen3. Ultimately, you make the decision on what is best, cost effective and convenient for you.

Overall, the 2016+ Gen3 engine has many new improvements over the previous 2009-2015 7thgen Generation Model Maxima. According to Nissan, the 2016+ engine has upgraded 61% over the previous engine. It also applies lessons learned and new technology from the legendary Nissan GT-R, such as sodium-filled valves.

Why it’s called Gen3 VQ35DE?

We’ve dubbed it the “Gen3 VQ35DE” to differentiate between the different years of the VQ35DE engine. When you hear Gen3, you know it’s an 8thgen 2016+ motor vs 7thgen.

  • 2002-2008 – 1st Generation VQ35DE (5thgen/6thgen)
  • 2009-2015 – 2nd Generation VQ35DE (7thgen)
  • 2016+ – 3rd Generation VQ35DE (8thgen)

Engine Specs:

Key Improvements Include:

  • Reduced Friction and Weights
  • New Upper Intake Manifold
  • Intake Runners Are Shorter and Wider for Improved Flow
  • Exhaust Valves Are Sodium-filled — Just like on the R35 Nissan GTR, and Other High-end Sports Cars
  • All New Part Numbers in the Cylinder Heads and Valvetrain, All-new and Reconfigured to Encourage a High Degree of Airflow
  • Timing Chains Driving the Valvetrain Are Redesigned with a Special Low-friction Design
  • Piston Skirts Are Anodized
  • Piston Rings Have a Diamond-like Coating Treatment, All to Reduce Friction
  • Oil Pump is Redesigned for Improved Flow
  • Oil Pan is Revised with Additional Ribbing to Reduce Noise Transmission
  • New High-flow Monolith Catalytic Converters That Reduce Exhaust Back Pressure

Swap Information:

The newer 2016+ 8thgen Motor has more solenoids than the previous 7thgen Motor. If you are putting this in an older Maxima, you need to hook up the solenoids noted in the photo.

2016+ Gen3 VQ35DE Swaps:

Notable Achievements on Gen3 VQ35DE

Altima SE-R – 521WHP GEN3 VQ35DE (UNOPENED), Tuned on UpRev by AdminTuning (No Cams or EVT)

Community Member Credit: Blackdiamond / 2002blackmax

With the help of the technical service manual on CD produced by Nissan on the 2002 and 2003 Maxima I now have located the quick fix for a problem, I have had since purchasing my used 2002 SE a few months ago. That is the driver’s door window one-touch up function for the window was not working properly. The driver’s door window one-touch-up function was not working properly. The window would go up to the top and then retreat about 5 inches back down again.

This problem is due to the limit switch needs to be reset which at first I thought would be a considerable job (to take off the door panel etc.) but ended up being literally a 2-minute job as the door panel can remain in place.
I know several ‘02 and ‘03 Maxima owners have had this same problem but no one then appeared to know the fix. Although this procedure is simple once you do it, my description seems long, but I wanted to be a descriptive as possible.

So here it is:

Step 1: Pry the plastic cap up off the bottom center of the door pull handle and remove the single Philips screw.

Step 2: Remove the whole switch panel (in which the door pull handle sits) by prying it up from the back end either with a flat-edged screwdriver or table knife or by hand. It’s just clipped in, so should come out relatively easily. Sliding it up at the back and then pulling it back.

You can now see the inside of the door from where the switch finishing plate sat. You can leave the wiring all attached and simply hang the switch and handle plastic assembly to one side so you can see the inside of the door.

Look inside towards the front bottom of the door behind the plastic barrier. You will see a small black switch. It almost looks like a black pan screw head. This is the reset switch, but there is a sequence to now doing the actual reset procedure. The switch doesn’t really feel like one when you press it through the plastic barrier which incidentally you don’t need to cut (at least I didn’t). It is a switch that is only on when you are pressing it, otherwise, when released it is off.

STEP 3: Turn the ignition on so the windows are receiving power. Make sure the window is (up) completely.

  1. Press the reset switch (keep it pressed in) and roll (down) the window completely (manually! -NOT with AUTO ONE TOUCH FUNCTION)
  2. Release the reset switch. Then close the window completely (manually only! – NOT AUTO UP FUNCTION).
  3. The limit switch is now reset. Easy!!!

Video Reference

Community Member Credit: Eddy

This is a very detailed post for those who want to understand the different solenoids on the 2016+ VQ35DE engine. This is also helpful to those who want to use both IVT and EXT and need help identifying which solenoids to use. Have seen some cases of members doing Gen3 swaps and not using the correct solenoids. #knowledgeispower

Definitions

IVT = Intake Variable Timing
IVT-ILC = Intake Variable Timing – Intermediate Lock Control
EVT – Exhaust Variable Timing

The 2016+ Maxima incorporates a Continuously Variable Valve Timing Control System for both the intake and exhaust camshafts. Using inputs from various engine sensors (engine speed, coolant temperature, camshaft position, etc.), the ECM controls the camshaft position using pulse width signals (duty signals) to four solenoid valves. This makes it possible to control the shut/open timing of the intake valve to increase engine torque in low/mid speed range and output in high-speed range.

  • Two Intake Valve Timing (IVT) control solenoid valves (one for each intake camshaft)
  • Two Exhaust Valve Timing (EVT) control solenoid valves (one for each exhaust camshaft)

50% Pulse Width:

At 50% pulse width, oil flow to both hydraulic chambers is blocked. Any oil pressure in the hydraulic chambers is retained. The camshaft is retained in the current position.

Pulse Width Higher Than 50%:

At pulse width above 50%, Pressure A oil flow is allowed into the Advance Hydraulic Chamber, operating the camshaft timing in the advance direction. The amount of oil flow/pressure is continuously variable based on the pulse width from the ECM.

Pulse Width Lower Than 50%:

At pulse width below 50%, Pressure B oil flow is allowed into the Retard Hydraulic Chamber, operating the camshaft in the retard direction. The amount of oil flow/pressure is continuously variable based on the pulse width from the ECM.

IVT System Diagram / Valve Timing Control Photo

EVT System Diagram / Valve Timing Control Photo

 

The intake valve timing intermediate lock control improves the cleaning ability of exhaust gas at cold starting. To help control cold-start emissions, the intake valve timing intermediate lock is used to fix the intake camshaft sprocket with two lock keys, keeping the intake camshaft timing at the intermediate phase while the engine is cold.

When the engine coolant reaches normal operating temperature, oil pressure from the oil switching valve overcomes the spring pressure and the lock keys are disengaged. The control vane is free to move the camshaft to the advance or retard phase, based on oil pressure from the oil control.

  • Cam phase is fixed at the intermediate phase by two lock keys in the camshaft sprocket (INT). Lock key 1 controls retard position and lock key 2 controls advance position.
  • ECM controls the intermediate phase lock by opening/closing the intake valve timing intermediate lock control solenoid valve to control oil pressure acting on the lock key and locking/unlocking the lock key.

Lock/Unlock Activation

When ECM activates the intake valve timing intermediate lock control solenoid valve, oil pressure generated in the oil pump is drained through the oil pressure path in the control valve. Since oil pressure is not acted on the lock key, the lock key position is fixed by the spring tension and the cam phase is fixed at the intermediate phase.

When ECM deactivates the intake valve timing intermediate lock control solenoid valve, unlocking oil pressure acts on each lock key. Lock key 1 is not released because it is under load due to sprocket rotational force. For this reason, lock key 2 is released first by being pushed up by unlocking oil pressure. When lock key 2 is released, some clearance is formed between lock key 1 and the rotor due to sprocket rotational force and return spring force. Accordingly, lock key 1 is pushed up by unlocking oil pressure and the intermediated phase lock is released.

The intermediate lock is controlled by the ECM using the intake valve timing intermediate lock control solenoid valve as follows:

  • A. When the engine is turned OFF (ignition switch is turned to the OFF position), the ECM turns ON the solenoid valve for a short time to drain oil pressure from the lock keys.
  • B. The lock keys are then pushed into the lock position by spring pressure.
  • C. When starting a cold engine, the ECM turns ON the solenoid valve to keep oil pressure drained from the lock keys; the intake camshaft is kept at the intermediate phase.
  • D. When the engine coolant temperature exceeds 140°F (60°C), the ECM turns OFF the solenoid valve, allowing oil pressure to push the lock keys to the unlocked position.
  • E. When the lock keys are in the unlocked position, normal (continuously variable) intake valve timing control is performed via the CVTCS.Note: The intake valve timing intermediate lock control solenoid valve is not a Data Monitor item.

When stopping the engine

When the ignition switch is turned from idle state to OFF, ECM receives an ignition switch signal from BCM via CAN communication and activates the intake valve timing intermediate lock control solenoid valve and drains oil pressure acting on the lock key before activating the intake valve timing control solenoid valve and operating the cam phase toward the advance position.

The cam phase is fixed by the lock key when shifting to the intermediated phase and ECM performs Lock judgment to stop the engine.

When starting the engine When starting the engine by cold start, ECM judges the locked/unlocked state when ignition switch is turned ON. When judged as locked state (fixed at the intermediate phase), the intake valve timing intermediate lock control solenoid valve is activated. Since oil pressure does not act on the lock key even when the engine is started, the cam phase is fixed at the intermediate phase and the intake valve timing control is not performed.

When the engine stops without locking the cam phase at the intermediate phase due to an engine stall and the state is not judged as locked, the intake valve timing intermediate lock control solenoid valve and the intake valve timing control solenoid valve are activated and the cam phase shifts to the advanced position to be locked at the intermediate phase. Even when not locked in the intermediate lock phase due to no oil pressure or low oil pressure, a ratchet structure of the camshaft sprocket (INT) rotor allows the conversion to the intermediate phase in stages by engine vibration.

When engine coolant temperature is more than 60°C, the intake valve timing is controlled by deactivating the intake valve timing intermediate lock control solenoid valve and releasing the intermediate phase lock.

When the engine is started after warming up, ECM releases the intermediate phase lock immediately after the engine start and controls the intake valve timing.

Solenoid Illustrations

  • The solenoids that you will use for your maxima swap are IVT Bank 1 and Bank 2 as highlighted in RED below.
  • The solenoids highlighted in purple are not used.
  • The solenoids in Green can be used if you choose to wire up EVT (a bit more complex).

This is the general diagram simple used by most for their Gen3 VQ35DE swaps.