Although the new 2016 Maxima^® still uses the 3.5-liter VQ series V6 engine, the many changes and improvements (including 60% new parts) make it an almost completely new engine.

Due to significant updates, the 3.5-Liter VQ engine is like an all-new engine.

New or Improved Items:

• 300 horsepower (85.7 horsepower per liter)

• 261 lb-ft torque

• 15% increase in fuel economy (while delivering more power)

• Sodium-filled valves (inspired by the GT-R^®)

• Redesigned combustion chambers (to meet the needs of a higher compression ratio and higher combustion temperatures)

• The oil pan thickness was increased and ribs were added for strength and reduced engine NVH

• Continuously Variable Valve Timing Control System (CVTCS) that varies the valve timing continuously to help improve power, drivability, fuel economy and emissions

• Silent-type timing chain that helps provide precise actuation of the camshafts and was designed to help reduce engine noise

Mass Air Flow Sensor Improvements:

The Mass Air Flow (MAF) sensor now has the intake air temperature sensor built into the MAF sensor assembly.

The new MAF sensor is a 4-wire design instead of the 5-wire design used on the previous Maxima.

New Diagnostics for the Mass Air Flow Sensor:

When diagnosing the MAF sensor with CONSULT-III plus, there are two options for monitoring the MAF sensor data: Data Monitor and CONSULT Oscilloscope.

The specifications are now provided in grams per second and Hertz instead of volts. This will require getting used to some new values listed on the CONSULT screen.

CONSULT-III plus MAF Values Screen

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.

• 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.

Valve Timing Control

CONSULT-III plus Data Monitor Example

• INT/V SOL (B1) or (B2): % duty (pulse width signal) from the ECM to the Intake Valve Timing (IVT) control solenoid valves

• INT/V TIM (B1) or (B2): Intake Camshaft Angle - Degrees

• VTC DTY EX B1 or B2: % duty (pulse width signal) from the ECM to the Exhaust Valve Timing (EVT) control solenoid valves

• EXH/V TIM B1 or B2: Exhaust Camshaft Angle - Degrees

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.

Lock/Unlock Activation

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..