Nissan GT-R
3.8L twin-turbo V6 hand-built in Yokohama — each engine assembled by a single Takumi master builder, nameplate inside. 570 Nm from 3,200 rpm, GR6 dual-clutch gearbox in the rear axle for perfect weight distribution. GT-R community: 2012 models are considered the most mature generation. Launch Control v1 (LC1) destroyed early gearboxes — LC2 with VDC engaged is considered safe. Strictly adhere to GR6 service intervals.
530 hp: Godzilla after training
The 2012 update brought revised intake and exhaust, more boost pressure, sharper DCT mapping. Under three seconds to 100 — not as a marketing promise, but as an everyday reality. Japanese engineering precision at supercar level.
Engine Weaknesses 14
The GR6 DCT in the GT-R R35 is the most common weak point of the car. Solenoids fail and cause harsh shifting or gearbox failure. Nissan does not provide for rebuilding — complete replacement only.
Symptoms: Hard jolt on gear change, gearbox gurgling or clattering, gearbox refuses to select gears, gearbox in limp mode
Con rod bearing damage can occur on highly tuned or poorly maintained GT-Rs. The stock engine tolerates this to approximately 600 hp; beyond that, forged component upgrades are required.
Symptoms: Metallic knock from engine at full load, oil pressure drop, rough engine running at high revs
The stock GT-R R35 cooling system is designed for occasional track use but reaches its limits under sustained circuit driving. Coolant temperatures rise quickly, causing thermal stress.
Symptoms: Coolant temperature rises into the upper third of the gauge, power reduction via thermal management, coolant loss
The VR38DETT oil pump rotors wear from around 100,000 km or under track use. Rotor failure or contamination causes oil pressure drop at full load, which can cause bearing damage.
Symptoms: Oil pressure warning at full load, metallic noises, oil pressure dropping under load
At power levels above 600 WHP the stock pressure regulation system is no longer adequate. Critical: the fuel tank sits above the heat-soaked GR6 gearbox and exhaust — at fuel temperatures above 60 °C, pump output drops dramatically, creating a dangerous lean condition.
Symptoms: Power loss at full throttle, engine runs lean, knock at high boost, fuel pressure drop visible in data log
The paper oil gallery plate gaskets at the rear timing chain cover fail with age. Nissan supplied these gaskets only as part of the complete cover set. Leakage can cause internal oil pressure loss and, if left untreated, bearing damage.
Symptoms: Oil leak at rear of engine, oil loss without visible external cause, dropping oil level, oily smell in engine bay
The original launch control LC1 (4,500 rpm clutch dump) caused massive wheel spin and drivetrain damage on unsuitable surfaces. Nissan updated to LC2. Repeated launch control use wears clutch packs and synchro bodies — especially 1st gear.
Symptoms: Wheelspin or judder when pulling away, shift problems in 1st gear, gearbox overheats quickly, metal debris in gearbox oil
The GR6 dual-clutch gearbox requires an oil change with Pentosin FFL-2 every 60,000 km, plus filter and shift box cleaning. Without service, shift forks and synchro bodies wear. A replacement gearbox costs from €25,000.
Symptoms: Hesitation when shifting under load, judder when pulling away, warning messages in instrument cluster. Early sign: harder shift feel after cold start.
The twin turbo seals on the VR38DETT can lose oil over time. This leads to blue smoke and reduced boost pressure. The risk is significantly higher on modified vehicles with increased oil pressure.
Symptoms: Blue smoke from exhaust under load, reduced boost, oil patches around turbo housings
Pressure sensors in the GR6 transmission control module fail and trigger limp mode. Gearbox clutch seals tear, causing slip. Early CBA models (2009–2011) are most affected. The TCM sits in the boot near the gearbox unit and is heat-sensitive.
Symptoms: Gearbox enters limp mode, T/M Malfunction warning message, clutch slip when pulling away, shift problems between gears
The lower connection hoses on the stock intercoolers detach under elevated boost pressure or corrode under the rubber clamps. On older vehicles from around 8–10 years, cracks appear in the cooler tanks or the tank end plate separates from the cooler core, particularly on bank 2.
Symptoms: Sudden power loss, boost pressure drop on one bank, hissing noise at full throttle, oil mist in intake tract
Knock sensors can deliver false signals to the ECU, causing the control unit to retard ignition timing by up to 27 degrees. The car becomes noticeably sluggish. Often without fault codes on the dashboard, but detectable via ECU diagnostics (fault code 34).
Symptoms: Severe power loss without warning light, car feels sluggish, ECU knock correction permanently negative in data log
The VR38DETT dipstick seal becomes leaky from blow-by pressure from around 80,000 km. The dipstick is pushed out and blue smoke appears at speed.
Symptoms: Dipstick pushed out, blue smoke at high speed, oily smell in engine bay
The VR38DETT PCV system directs significant amounts of oil into the intake under vacuum. This contaminates the intake tract and throttle body. On modified vehicles with elevated crankcase pressure the problem worsens. Catch cans are an established solution.
Symptoms: Oil film in air filter housing and intake tract, oil on throttle body, elevated oil consumption, blue smoke on cold start
Vehicle Weaknesses 13
The cross-drilled OEM Brembo rotors are prone to cracking around the drill holes, especially after multiple track days. OEM rotors are expensive and less durable than aftermarket alternatives without cross-drilling.
The cast OEM front differential housing allows too much flex under load. If the housing cracks, it takes the engine mount, cylinder block, steering rack, and intake with it — a costly chain reaction. Particularly on modified vehicles.
Rubber bushings on the front and rear control arms wear after 8–10 years. Affects both axles, especially the lower front control arm mounts. Creaking and thudding over cobblestones is typical.
The electronically controlled Bilstein DampTronic shock absorbers can start leaking after 60,000–100,000 km. A rebuild costs considerably less than OEM replacements, which run several hundred euros per damper.
The Multi-Function Display unit is the most common electrical problem on the R35. Known faults: black screen, audio failure, amplifier does not shut off and drains the battery. Over 500 documented cases on early models.
Headlight housings on early R35 (2007–2011) were not adequately sealed. Moisture ingress damages electronics and ECUs inside the headlight. Nissan charged up to £3,500 for two new headlights.
The ABS hydraulic pump on early R35 build years 2008–2010 fails internally. Typical fault codes C1111 and C2116. A new OEM unit costs over €2,000; refurbishing services offer a cheaper alternative from around €400.
End seals on the hydraulic steering can leak, especially after hard track use. The power steering pump overheats and boils the fluid during intense track sessions. A new OEM rack costs USD 3,600–4,200.
The OEM propshaft center bearing is made from soft rubber and allows the shaft to migrate out of alignment. After 5–10 years the bearing becomes brittle and splits. Polyurethane aftermarket bearings solve the problem permanently.
The AC compressor can fail at higher mileage or after incorrect refrigerant filling. Repair including condenser and system flush was documented at around USD 2,700.
The R35 drains its battery during periods of inactivity longer than a week. The main cause is usually the AV unit, which does not switch off the Bose amplifier. A battery tender is essential for a GT-R that is rarely driven.
Nissan used plain steel bolts for underbody panels and spoilers. These corrode heavily in wet and salty conditions and snap when loosened. Stainless steel bolt kits are available on the market.
The seat bolster leather has little elasticity and tears at the outer bolsters. Premium-colour versions (ivory, red) are especially susceptible. 2012–2013 models had factory-fitted creasing and delamination.
Reports & Tests
32 owner complaints filed with NHTSA (2007–2025). Most reported: Electrical (9), Lighting (9), Fuel System (5).