Nissan GT-R: common faults & what to check

Which Nissan GT-R are you looking at?

4 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Fuel not stated

1 variant documented

2007–nowR352007–nowR353.8 twin-turbo V6Fuel not statedDocumented issues5 knownSee faults & what to checkPhoto: Elise240SX via Wikimedia Commons, CC BY-SA 4.0.

Engine not documented

3 variants documented

1989–1995R321989–1995R32Engine not documented for this generationEngine not documentedDocumented issues6 knownSee faults & what to checkPhoto: Tennen-Gas via Wikimedia Commons, CC BY-SA 3.0.

1993–1999R331993–1999R33Engine not documented for this generationEngine not documentedDocumented issues6 knownSee faults & what to checkPhoto: Tennen-Gas via Wikimedia Commons, CC BY-SA 3.0.

1998–2003R341998–2003R34Engine not documented for this generationEngine not documentedDocumented issues0 knownSee faults & what to checkPhoto: Tennen-Gas via Wikimedia Commons, CC BY-SA 3.0.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Nissan GT-R

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

The checks worth doing on a Nissan GT-R before you hand over any money. Every documented fault is listed below, each with its own page.

• Serious issue

  Listen with the car stationary and running before you drive anywhere.

  See why

  Bellhousing rattle — worn output shaft bearings, the R35's most common fault

  This is the most frequently reported fault on the R35 and it comes from an unusual layout. Nissan bolted the bellhousing to the engine and connected it to the transaxle at the back of the car with a drive shaft, so the engine and bellhousing can move independently of the gearbox. The bearings on the shaft inside that bellhousing wear, the output shaft develops play, and the result is the rattle owners talk about — usually heard at idle or low revs and often mistaken for a clutch or gearbox fault. It is a genuine repair rather than a noise to live with, and Nissan's reluctance to supply individual gearbox parts is what makes GT-R driveline work expensive. It is also entirely separate from the transaxle's own heat-related failures, and the two cost very differently.

  What you would notice

  • Rattle or chatter from between the engine and the cabin, loudest at idle and low revs
  • Noise changing or disappearing when the car is put under load
  • Rattle that comes and goes with engine temperature
  • Vibration through the floor at low speed
  • Clunk when taking up drive from a standstill

  Typically $3,000–$10,000 to put right.

• Serious issue

  Inspect rubber boot for cracking or grease loss.

  See why

  Front Lower Control Arm Ball Joint Wear

  The front lower control arm ball joints on both R32 and R33 GT-R wear under the vehicle weight and handling loads. Failed or loose ball joints cause vague steering, tyre wear, and at extremes can separate causing a catastrophic loss of steering control. The arms are a multi-link design and replacement requires alignment afterwards.

  What you would notice

  • Clunking from front suspension over bumps
  • Vague or wandering steering
  • Uneven or accelerated front tyre wear
  • Squeaking from front when turning at low speed

  Typically $400–$900 to put right.

• Serious issue

  Drive the car firmly through multiple gear changes and feel for any shudder or harshness.

  See why

  GR6 dual-clutch transaxle complete failure from heat during track use

  The Nissan GT-R uses a GR6 dual-clutch transaxle mounted at the rear. While exceptional for road use, sustained track driving generates heat that overwhelms the factory cooling capacity, leading to clutch pack overheating, solenoid failure and ultimately complete gearbox destruction. This is extensively documented in track-day communities and by Nissan-authorised GT-R specialists. A GR6 rebuild or replacement is one of the most expensive repairs in the enthusiast car market. Many used R35s in NZ/AU carry unknown track history, making pre-purchase gearbox inspection essential.

  What you would notice

  • Shudder or harsh engagement under gentle acceleration
  • Gearbox warning light (ATF temp or transmission fault)
  • Inability to engage a gear or gear slippage under power
  • Burning smell from rear of the vehicle after spirited driving
  • Delayed or clunky shifts that worsen as the gearbox warms up

  Typically $18,000–$40,000 to put right.

• Serious issue

  Have the oil drained and checked for metallic contamination before purchase.

  See why

  VR38DETT connecting rod bearing failure from cold-launch abuse

  The Nissan GT-R R35 VR38DETT engine is extremely sensitive to cold-start high-RPM launches. Nissan's own warranty policy explicitly voids coverage for engine damage resulting from launching the car before oil reaches operating temperature. The connecting rod bearings rely on full oil film for protection; a cold launch (oil below ~80°C) strips this film and spins or destroys a bearing within seconds. This failure pattern is extensively documented by Nissan-authorised workshops, specialist tuners and motorsport engineers. Many used R35s in NZ/AU have been launched cold, making bearing condition a critical pre-purchase check. Damage is internal and often gives no warning until a catastrophic knock develops.

  What you would notice

  • Deep rhythmic knock from the engine that worsens under load
  • Low oil pressure warning light
  • Metallic particles in the engine oil
  • Sudden power loss combined with a knock
  • Engine may start cleanly but knock appears on hard acceleration

  Typically $10,000–$25,000 to put right.

• Serious issue

  Check oil pressure gauge response during test drive.

  See why

  RB26DETT Oil Pump Drive Gear Failure

  The RB26DETT oil pump is driven by a gear meshing directly off the crankshaft. Under sustained high-RPM use the drive gear and mating oil-pump gear teeth can strip or shear, causing immediate catastrophic loss of oil pressure and engine seizure within seconds. Documented extensively by Skyline specialists; more common on engines that have seen boost or RPM increases without gear upgrades.

  What you would notice

  • Sudden oil pressure warning light
  • Engine knock or seizure at high RPM
  • Metallic debris visible in oil on drain
  • Oil pressure drops to zero under acceleration

  Typically $4,000–$9,000 to put right.

• Serious issue

  Check the chassis number on the compliance plate or the import papers: R35-000001 to R35-100078 is inside the recall range.

  See why

  R35 GT-R steering column recall: upper bearing can break (built October 2007 to May 2008)

  Early R35 GT-Rs built from October 2007 to May 2008 were recalled in Japan (recall 3507, chassis R35-000001 to R35-100078) and in the US (recall 15V054) because the steering column outer tube could be made out of round. That overloads the upper column bearing, which can break and leave the steering wheel with too much up and down play; in an extreme case the column can come apart. The fix is a complete new steering column, done free by Nissan under the recall. On an import, there is often no record of whether the recall was done in Japan, so it needs checking.

  What you would notice

  • Steering wheel moves up and down or feels loose in the column
  • Grinding or knocking from the steering column when turning
  • Steering wheel position does not stay put after adjusting reach or height

  Typically $0–$5,000 to put right.

What these repairs cost on other cars

Some of the Nissan GT-R’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

• DSG and Dual-Clutch Gearbox Repair Cost

Other Nissan models