Misplaced Pages

#939060

57-597: Two generations of the model line were produced, with the Villager undergoing a full redesign for 1999. In a first for the minivan segment, the model line replaced a removable rear seat with a design that was repositionable (dependent on passenger or cargo use). The Villager was the last Mercury developed with the lightbar grille used by the brand. The Villager was produced alongside the Nissan Quest by Ford at its Ohio Assembly facility ( Avon Lake, Ohio ) alongside

114-408: A cast aluminum lower intake manifold, with either a cast aluminum or plastic/composite upper intake manifold plenum. Bore and stroke are 91.5 mm × 83 mm (3.60 in × 3.27 in). Compression ratio is 8.9:1. Output is 170 or 180 hp (127 or 134 kW) at 4,800 rpm, depending on year/vehicle, with 202 lb⋅ft (274 N⋅m) of torque at 2,800 rpm. The VG33E

171-401: A complimentary luggage set included Nautica-designed duffel bags. For the 1996, multiple two-tone color schemes joined the blue/white exterior. For the 1999 model year, Mercury introduced the second-generation Villager. Again a counterpart of the Nissan Quest, the 1999 Villager shared no sheetmetal with its predecessor. As with the larger Ford Windstar, a central change of the redesign included

228-587: A former member of the Nissan Group keiretsu . The objective was to replace the inline 6 Nissan L engine , which traces its roots back to the Mercedes-Benz M180 engine introduced in 1951, with an all-new V6. Nissan engineers wanted the VG to have improved performance, fuel economy, reliability, and refinement, while being both lighter and more compact than its predecessor. The resulting engine

285-528: A four-speed automatic transmission . JDM cars claimed 280 PS (276 bhp; 206 kW), as the Japanese automobile manufacturers were limited to that number. Applications: The VG33E is a 3,275 cc (3.3 L) cast iron block, aluminum head, SOHC version produced between 1996 and 2004. It has sequential fuel injection , two valves per cylinder with self-adjusting hydraulic followers, forged steel connecting rods, one-piece cast camshafts, and

342-487: A red panel), badging, and the introduction of monochromatic exterior trim (for lower trims). While the exterior and interior of the vehicle was designed primarily by Nissan, many interior components were sourced from Ford. In line with the Aerostar, the Villager was equipped with optional rear-seat radio controls and air-conditioning vents. Along with folding/removable second-row seats (bench or bucket, dependent on trim),

399-471: A sequential multi-port fuel injection system, and Nissan's Electronic Concentrated Control System (ECCS). ECCS used a microprocessor and an oxygen sensor to control fuel delivery, spark timing, exhaust gas recirculation rate, and engine idle speed, depending on the current operating conditions of the engine. This system reduced carbon emissions, improved fuel economy, and improved engine performance during cold-start and warm-up conditions. The advantages of

456-559: A slightly different engine block and N-VCT , Nissan's own version of variable valve timing , delivering a smoother idle and more torque at low to medium engine speeds. Both production blocks and head castings were used successfully in the Nissan GTP ZX-Turbo and NPT-90 race cars which won the IMSA GT Championship three years in a row. Development of the VG series began in 1979 by Nissan Machinery ,

513-670: A stroke of 78 mm × 69.7 mm (3.07 in × 2.74 in) and produces 210 PS (154 kW; 207 hp). This engine features NVTCS (Nissan's Valve Timing Control System). Applications: The VG20P is the Autogas ( Liquified petroleum gas ) version of the VG20. It produces 99 PS (73 kW; 98 hp) at 5,600 rpm and 149 N⋅m (110 lb⋅ft) at 2,400 rpm. Later versions (2004–2005) produce 105 PS (77 kW; 104 hp) at 6,000 rpm and 152 N⋅m (112 lb⋅ft) at 2,400 rpm. It

570-541: Is 87 mm × 83 mm (3.43 in × 3.27 in). In the 300ZX, it produced 160 hp (119 kW) and 173 lb⋅ft (235 N⋅m) of torque. In April 1987 the "W" series VG30 was released, adding 5 horsepower but leaving torque unchanged. In 1989, the Maxima received the 160 hp (119 kW) rating, but also used a variable intake plenum improving torque to 182 lb⋅ft (247 N⋅m) at 3200 rpm. Applications: The 2,960 cc (3.0 L) VG30ET

627-482: Is a stub . You can help Misplaced Pages by expanding it . Nissan VG engine#VG30E The VG engine is a family of V6 engines designed and produced by Nissan between 1983 and 2004. Nissan's and Japan's first mass-produced V6, the iron block/aluminum head 60° VG engine was produced in displacements between 2.0 and 3.3 liters. Early versions used SOHC cylinder heads with two valves per cylinder; later models featured DOHC cylinder heads, four valves per cylinder,

SECTION 10

#1732780067940

684-561: Is a 2,960 cc (3.0 L) engine produced from 1986 through 1989. It features a throttle body fuel injection system. It has a long crank snout, a cylinder head temperature sensor positioned behind the timing belt cover, and a knock sensor in the cylinder valley (on California models only). It produces 140 PS (103 kW; 138 hp) at 4,800 rpm and 226 N⋅m (167 lb⋅ft) at 2,800 rpm. Applications: The 2,960 cc (3.0 L) VG30E produced 153 hp (114 kW) and 182 lb⋅ft (247 N⋅m). Bore and stroke

741-458: Is an iron block/aluminum head twin-turbo , twin intercooler 2,960 cc (3.0 L; 180.6 cu in) version first seen in the 1987 MID4-II concept. Producing 330 PS (325 bhp; 243 kW) in the MID-4 and coming in at a weight of 237 kg (523 lb), it was the last of Nissan's DOHC belt driven 4 valve per cylinder turbocharged engines put into production, following

798-502: Is an overhead cam, twelve-valve engine. Applications: The VG30S is a 2,960 cc (3.0 L) SOHC twelve-valve engine with an electronic carburettor which produces 148 PS (109 kW; 146 hp) at 4,800 rpm and 234 N⋅m (173 lb⋅ft) at 3,600 rpm. This engine was mainly offered in export markets with more lenient environmental regulations, such as the Middle East and Africa. Applications: The VG30i

855-701: Is similar to the VG30DE, it used different heads and inlet manifold. Contrary to popular belief, it was not available in the Nissan 300ZR model - the 300ZR had an early version of the VG30ET. The engine was available in the Cedric, Gloria, Cima and Leopard chassis. It is a single-turbo engine that was used from 1987 through 1995 in the Japanese market, and the predecessor for the VG30DETT engine. Applications: The VG30DETT

912-706: The Axxess ) and Ford would market its version as a Mercury (the VX54 program coincided with the simultaneous development of the WIN88 program, later the Ford Windstar). The final designs were chosen by Nissan in 1989, with both companies commencing testing of prototypes in 1990; real-world testing was done through 1991, as development concluded at the end of that year. During the 1980s, family-use vehicles transitioned from full-size station wagons towards minivans. In place of

969-492: The CA18DET and RB20DET . The engine's hybrid T22/TB02 twin-turbos were developed exclusively for Nissan, and it came with Nissan's NVTCS valve timing control system). The production engine develops 300 hp (304 PS; 224 kW) at 6400 rpm and 283 lb⋅ft (384 N⋅m) at 3600 rpm with a five-speed manual transmission , and 280 hp (284 PS; 209 kW) and 283 lb⋅ft (384 N⋅m) of torque with

1026-671: The Ford Econoline/Club Wagon . After 2002, the Ford-Nissan joint venture ended, with both companies developing minivans on their own. Nissan released a new generation of the Quest, while the Villager was replaced entirely; for 2004, Mercury released a revived Monterey as its second minivan (a divisional counterpart of the Ford Freestar ). The Edsel division of Ford introduced the Villager nameplate for

1083-551: The Ford F-650 and F-750 began. In the summer of 2016, production of the 2017 F-350, F-450 and F-550 chassis cab began. As of 2017, the plant has over 1,700 employees. In 2017, Ohio Assembly received the coveted Q1 Quality Award for highest build quality off the assembly line. 41°29′27.11″N 82°3′54.98″W  /  41.4908639°N 82.0652722°W  / 41.4908639; -82.0652722 This article relating to an automotive factory or manufacturer facility

1140-673: The Mercury Villager and Nissan Quest from 1993 through 2002, and the Ford Escape and Mercury Mariner until 2005. Ford E-Series van production stopped at the end of 2013 as Ford replaced the E-Series with the uni-body Ford Transit , which will be produced at Ford's facility in Kansas City, MO. The cutaway and strip chassis E-Series continues in production here for heavy duty applications. In Spring 2015, production of

1197-573: The Nissan Frontier and Nissan Xterra . The VG engine was retired in 2004, by which time all V6-powered Nissans had switched to the VQ. The VG20E is a 1,998 cc (2.0 L) SOHC engine produced from 1984 on. It produces between 115 PS (85 kW; 113 hp) and 125 PS (92 kW; 123 hp) net. In the earlier gross rating system, early eighties' models claim 130 PS (96 kW; 128 hp). Applications: The VG20ET

SECTION 20

#1732780067940

1254-405: The VG engine over its inline 6 predecessor was that its V6 configuration would have greater torsional rigidity for higher performance potential, and its shorter length would give Nissan designers and engineers more freedom for vehicle design, allowing for both more frontal crush zone space and transverse mounting for front-wheel-drive vehicles. All VG engines use a timing belt to synchronize

1311-578: The 1958 model year, with the Edsel Villager serving as its mid-range station wagon. Offered in a four-door configuration with a fully-painted exterior, the Villager was marketed through the 1960 model year. Following the demise of Edsel, Mercury reintroduced the Villager nameplate for the 1962 model year as part of the Comet compact series. Again denoting a station wagon, the Comet Villager

1368-447: The 1989-1994 Nissan Maxima ( J30 chassis ). Using a 112.2-inch wheelbase, the chassis shares nearly an identical wheelbase with a standard-wheelbase 1984-1995 Chrysler minivan (an inch longer than a short-wheelbase Chevrolet Astro). The Villager uses MacPherson struts for the front suspension and leaf springs for the solid rear axle. The front brakes were vented discs with rear drums (Rear disc brakes were included on models equipped with

1425-462: The 1992 Grand Marquis). To aid aerodynamics, the exterior door handles were faired into the doors. In a minivan first, the rear liftgate was modeled after compact station wagons; the rear window opened independently from the door. For 1996, the exterior underwent a mid-cycle revision. A conventional grille (modeled after the Sable and Mystique) replaced the lightbar, with restyled taillamps (joined by

1482-557: The A/R ranged from 0.21–0.77. Being that the VG20ET had a short stroke 78 mm × 69.7 mm (3.07 in × 2.74 in), it was thought to have insufficient low end torque. Nevertheless, the VG20ET was a great improvement over the VG20E. Applications: The VG20DET is an DOHC 1,998 cc (2.0 L) engine with a ceramic turbocharger and intercooler. It has a bore and

1539-542: The Aerostar, the Villager was produced solely as a passenger van and in a single body length. All versions were produced with single sliding door. In line with the Mercury Sable and Mercury Topaz sedans, the Villager was distinguished from its Nissan Quest counterpart by its front lightbar grille. While the Quest was styled with a monochromatic exterior (for all trims), the Villager used multiple two-toned exterior trims (base trims used wide gray moldings, in line with

1596-604: The Ford Windstar and the Nissan Quest. Following a shortened 2002 model year, the Ford-Nissan joint venture was concluded. The final Mercury Villager was assembled on June 27, 2002. After skipping the 2003 model year, both Mercury and Nissan were to reenter the minivan segment. A third generation of the Quest was developed and manufactured by Nissan in the United States (derived from the Maxima), while Mercury replaced

1653-555: The GS/LS trim nomenclature used by the previous generation, the second-generation Villager was offered in three trim levels: Villager, Villager Sport, and Villager Estate; the special-edition Nautica trim was discontinued. Externally, the standard Villager was offered in monochromatic colors or with a silver lower body; the Sport was painted with a gray lower body and received upgraded suspension settings and larger wheels and tires. The Estate

1710-594: The LS was offered with standard two-tone trim from 1993 to 1998. In 1994, Mercury introduced the Nautica special edition of the Villager. In line with Eddie Bauer -edition Ford vehicles (including the Aerostar minivan), the trim denoted the namesake clothing company . Externally denoted by a blue-and-white color scheme (with a yellow pinstripe), the Nautica was fitted with multi-color leather seats (blue with white inserts);

1767-705: The Villager as the Fengshen EQ6482. While the bodies were manufactured in the United States (for CKD purposes), the engines were manufactured in China (marketed through manufacturers in joint ventures with Nissan). Through its passenger car division, Guangdong Bus Works produced the GDK6480; with nearly all assembly completed in the United States, only a few parts were added to the vehicle in China. In 2000, Ford and Nissan chose to end their joint venture, as both companies had commenced design work on new generations of

Mercury Villager - Misplaced Pages Continue

1824-475: The Villager was offered with GS and LS trim levels, in line with Mercury sedans. The second-row seat of the GS was a two-passenger bench seat; the LS was available with either a bench seat or two bucket seats. At its launch, the exterior of the GS was produced with wide gray door/bumper moldings (similar to the 1992 Grand Marquis), switching to monochromatic trim for the 1996 model year (with optional two-tone trim);

1881-806: The Villager with the Monterey, a counterpart of the Freestar (as Ford had renamed the Windstar), intended to compete directly against the Chrysler Town & Country. Ohio Assembly Ohio Assembly Plant ("OHAP") is a Ford Motor Company factory located in Avon Lake, Ohio . The 3,700,000 sq ft (340,000 m ) plant sits on 419 acres and opened in 1974 to produce the Ford Econoline/E-Series van. It produced

1938-517: The Villager. Launched in July 1992 as a 1993 model, the Mercury Villager was introduced at the 1992 Chicago Auto Show. Introduced alongside the Nissan Quest, the 1992 Mercury Villager was the first Mercury since 1960 produced without a Ford counterpart. The first-generation Villager uses the front-wheel drive Ford VX54 platform . While using a Ford codename, the platform is an evolution of

1995-513: The addition of a second sliding door. Carried over from the previous generation, the Ford VX54 platform underpinned the second-generation Mercury Villager and Nissan Quest, sharing its 112.2-inch wheelbase. Retuned for a softer ride, the second-generation Villager retained its suspension configuration from the previous generation, including front MacPherson struts and a rear beam axle. The front brakes were vented discs with rear drum brakes; ABS

2052-556: The camshafts with the crankshaft rather than a timing chain . The VG series engine was put into thousands of Nissan vehicles, debuting in Japan in the 1983 Nissan Gloria / Nissan Cedric , and in the US and other markets in the 1984 Nissan 300ZX . When the Nissan VQ engine was introduced in 1994, the VG engine was slowly phased out in Nissan cars, and after 2002 it was only available in

2109-515: The development and engineering of the vehicles was done by Nissan (in the United States); the company also supplied the engine and transmission. Ford would manufacture the vehicles in its own facility, providing components for the vehicle. Development officially commenced later that year, codenamed VX54. The program would replace two existing Nissan product lines developed in Japan (the Van and

2166-489: The development of the VX54 model line, Ford requested several design changes from Nissan before it would use the engine. Along with making the VG30E a non-interference engine, Ford requested the addition of an oil level sensor and the relocation of the oil filter assembly (for better access). At 190 inches long, the first-generation Villager nearly matches the extended-length 1991–1995 Chrysler minivans in length. In contrast to

2223-499: The front of the vehicle ( Nissan 300ZX and Fairlady Z) or two throttle bodies to the left (sedans and 300ZR). It was also installed with N-VTC , an early form of variable valve timing. Early VG30DEs used large oval intake ports, and round exhaust ports, though the flange was similar to the SOHC VG engine, bolt spacing was slightly different. Late VG30DE's used slightly smaller oval intake ports, and oval exhaust ports. The bolt spacing

2280-447: The full-size Mercury Colony Park, during the development process, designers benchmarked the mid-size as its goal for features, ride, and handling. Along with deriving the front lightbar grille from the Sable, the Villager adopted its two-way liftgate (hatchback rear window) from the station wagon. While all-wheel drive was initially planned in the VX54 program, slow sales of Chrysler AWD minivans led to Ford dropping it from development of

2337-437: The horsepower output to 155 PS (114 kW; 153 hp), a great jump from the normally aspirated VG20E. The turbo included with the VG20ET had two different settings. At low speeds, the turbo's wastegate would stay closed improving the response at low rpm. At high speeds, the flap would stay open, decreasing resistance and increasing exhaust flow. At its maximum flow, the flap would open at an angle of 27 degrees, while

Mercury Villager - Misplaced Pages Continue

2394-512: The introduction of the 1983 Marquis, the Villager nameplate was dropped from wood-trim station wagons; while offered with wood trim, the Marquis adopted the Brougham name (the Mercury Sable that replaced it was never offered with the option). At the beginning of 1988, Ford and Nissan entered a joint venture to develop an all-new minivan sold by both automakers. Under the terms of the agreement,

2451-399: The previous single side-door configuration. While again sharing most body stampings, the exterior of the second-generation Quest and Villager were designed separately, with Ford designer Moray Callum responsible for the exterior of the Villager. In place of the chrome-ringed horizontal grille, the Villager adopted a waterfall-style grille (with a much larger Mercury emblem); the rear fascia

2508-466: The second-generation Villager was five inches longer than its predecessor; slightly larger than the Toyota Sienna , the Villager was approximately six inches shorter than the extended-length GM and Chrysler minivans (and the Ford Windstar). In contrast to its competitors (except the Chrysler Town & Country), the second-generation Villager/Quest was sold solely with two sliding doors, abandoning

2565-426: The third-row bench seat was mounted on sliding tracks, allowing the interior to be reconfigured (for passengers or cargo) without its removal. To meet passive-restraint requirements, the Villager was initially equipped with automatic seatbelts (the only American-market minivan to do so); for 1994, a driver-side airbag was added, with dual airbags becoming standard for 1996 (replacing the automatic seatbelts). For 1993,

2622-472: The trailer towing package); anti-lock brakes were fitted as standard equipment. The first-generation Villager (and its Quest counterpart) was powered by a single engine through its production. Sharing its engine with the Nissan Maxima, the Villager was powered by a 3.0L Nissan VG30E V6 (detuned from 160 to 151 horsepower). A Jatco -supplied 4-speed automatic was the sole transmission offering. In

2679-459: Was available in early production with a single Garrett T3 turbocharger at 6.8 psi (0.47 bar) and a 7.8:1 compression ratio. The USDM and JDM version produced 200 PS (147 kW; 197 hp) and 227 lb⋅ft (308 N⋅m). European versions produced 230 hp (233 PS; 172 kW) and 252 lb⋅ft (342 N⋅m). When "W"-Series VG30 was released in April 1987, horsepower

2736-542: Was based on the VG20E, but with an added an Variable-geometry turbocharger . The VG20ET produces 170 hp (127 kW). This SOHC motor debuted at the same time as the VG20E. Also coming with the Y30, this motor was known as the "Jet Turbo", and came with the Nissan Leopard models XS, and XS-II Grand Selection. Contrary to the VG30ET that came out in the US, the VG20ET came with an intercooler in certain models to push

2793-411: Was designed by Nissan from scratch, and shared few mechanical components with its predecessor, or with any other automaker. It was added to a new engine family name PLASMA (Powerful ＆ Economic, Lightweight, Accurate, Silent, Mighty, Advanced). Extensive computer design techniques were used during development, which made the VG series one of the most advanced and high-tech engines of its day. It featured

2850-587: Was developed for the 1985 MID4 concept. The 2,960 cc (3.0 L) VG30DE produces 190 to 222 hp (142 to 166 kW) and 198 lb⋅ft (268 N⋅m). Bore and stroke is 87 mm × 83 mm (3.43 in × 3.27 in). Original Japanese market units claimed 185 PS (136 kW). There are two versions of the VG30DE. The first was introduced in 1986 on the Japanese 300ZR (Z31) and Nissan Leopard F31 , and were never sold in North America. The VG30DE has two throttle bodies facing

2907-535: Was distinguished by a gold lower body, wheels, and badging. From 1995 to 2001, the first-generation Mercury Villager was marketed by Chinese auto manufacturers through the use of CKD kits . Guangzhou Yunbao (today part of Dongfeng Fengshen ) marketed the Yunbao YB6480; traditionally using CKD vehicles from Nissan, the YB6480 retained its Mercury badging. As largely the same vehicle, Dongfeng Fengshen marketed

SECTION 50

#1732780067940

2964-416: Was given a red trim panel between the taillamps (with amber turn signals). Several design features from the first generation made a return, including the design of the exterior door handles and the two-way rear liftgate. Carrying over the reconfigurable 3rd-row seat design from the previous generation, the cargo area was revised with the addition of a removable parcel shelf. For 2000, a 3-person 2nd-row seat

3021-724: Was increased to 205 PS (151 kW; 202 hp). All 1987 models featured a T3 turbocharger at 6.8 psi (0.47 bar). In 1988 the compression ratio was changed to 8.3:1 and turbocharged with a single Garrett T25 turbocharger at 4.5 psi (0.31 bar) to reduce turbo lag . The engine specified as the VG30ET engine in the Nissan GTP ZX-Turbo Racecar, was a heavily modified VG30ET producing over 551 kW (749 PS; 739 hp) at 8,000 rpm, and over 686 N⋅m (506 lb⋅ft) at 5,500 rpm. Applications: The first DOHC 24 valve VG30DE engine

3078-534: Was introduced (increasing capacity to 8) as an option. As a $ 1,295 option, a rear-seat entertainment system was introduced, including a flip-down LCD screen connected to a VCR or video-game console. For 2001, the front and rear fascias were revised; the Mercury emblem was centered and enlarged on the grille and liftgate (the foglamps were changed to round lenses). The instrument panel was redesigned (the electronic instrument panel returned as an option). Abandoning

3135-411: Was offered as an option. The second-generation Villager received a new V6 engine, again supplied by Nissan. For 1999, the 3.3L VG33E V6 replaced the previous 3.0L V6; producing 170 hp, the engine was shared with Nissan light trucks and SUVs in the United States. A Jatco-supplied 4-speed automatic was the sole transmission paired with the engine. While sharing its wheelbase with its predecessor,

3192-587: Was offered with simulated woodgrain trim. From 1962 to 1984, Mercury marketed the Villager as the Mercury counterpart of the Ford "Squire" trim, denoting wood-trim station wagons (excluding the full-size Mercury Colony Park ). The Comet Villager was produced from 1962 to 1967 and was followed by five more uses of the Villager name, including the Montego (1970–1976), Bobcat (1975–1980), Cougar (1977 and 1982), Zephyr (1978–1981) and Lynx (1981–1984). Following

3249-452: Was shared with the round-port variant from earlier years. Applications: The VG30DET is a 3.0 L (2,960 cc), 24-valve, DOHC , VTC-equipped engine equipped with a T3 (Nissan N1 Type) 4-bolt Garrett Turbo running between 7.5 and 11.5 psi (0.52 and 0.79 bar). Generating up to 255 PS (188 kW; 252 hp) and measuring 236 lb⋅ft (320 N⋅m) depending on the production year and application. While this engine

#939060