Nissan RB26DETT Rebuild, common faults & everything you need to know
The complete guide to the GT-R engine. R32, R33, R34 and N1/Nür - from the oil pump fix to 1000 hp builds, with verified factory torque specs.
The RB26DETT is the heart of the Skyline GT-R. Nissan's 2.6-litre inline-six with sequential ceramic twin-turbos (Garrett T28), 6 individual throttle bodies, a cast iron block and 7 main bearings. Officially 280 hp (a JDM gentlemen's agreement) - real power is higher, and the platform is routinely built to 1000+ hp. We have rebuilt RB26 bottom ends for R32, R33 and R34 - including N1 and Nür with the upgraded oil pump. We carry out cylinder head reconditioning, complete engine reconditioning and performance builds with a 12-month warranty. Every torque value on this page is verified directly against the Nissan R32 GT-R Factory Service Manual.
* 280 hp is the JDM declared value. Real factory power measures 320-340 hp on the dyno on several well-documented examples.
The RB26DETT in brief
Shared base data for the entire RB26DETT family. Series 1, Series 2, N1 and Nür share the same internal geometry - the differences are in block reinforcement, oil pump and turbo internals.
| Variant | Year | Chassis | Block | Oil pump | Note |
|---|---|---|---|---|---|
| Series 1 | 1989-1994 | BNR32 | Standard | OEM (pre-feb 93 weak) | Original RB26 - ceramic turbos |
| Series 2 | 1995-1998 | BCNR33 | Updated water passages | OEM | Reinforced block, same turbos |
| Series 2 (R34) | 1999-2002 | BNR34 | Further updated | OEM | Same driveline, shorter power paths |
| R32 N1 | 1991-1993 | BNR32 N1 | Reinforced (extra ribs) | N1 (15010-24U01) | approx. 228-245 units (not to be confused with the Nismo 500) |
| R33 N1 | 1995-1997 | BCNR33 N1 | N1-reinforced | N1 | Steel-wheel turbos |
| R34 N1 / Nür | 2000-2002 | BNR34 N1/Nür | N1-förstärkt | N1 | Last RB26 - 500+ Nür units built |
Torque specs
Verified directly against the Nissan R32 GT-R Factory Service Manual (sections GI/EN/SD, pages EN-19 to EN-118) and the Kameari Engine Works "Nissan Service Data" torque table. Values apply to oiled threads. Stretch bolts are replaced at disassembly. R33/R34/N1 share the same internal spec.
Cylinder head (5-step procedure)
Engine block & bottom end
Timing belt & timing
Oil pump & lubrication system
Turbo (sequential twin)
Intake, exhaust, cooling
NOTE - 5-step cylinder head procedure with a LOOSENING step: This is NOT a fault but FSM specification. Step 3 is deliberately "loosen all to 0" for correct TTY stretch. Sequence: 29 N·m → 108 N·m → 0 (loosen) → 29 N·m → +85-90° angle OR 103-113 N·m. M12×1,5 stretch bolts, replace at every disassembly. 14 long M12 bolts + 4 short M6 at the cylinder head ends (9-12 N·m). FSM quote: "When angle wrench is not used, never attempt to approximate the tightening angle visually."
NOTE - Crank pulley 446-466 N·m: One of the engine's highest single torque values. The FSM requires lubricated threads and a ring-gear stopper on the flywheel. Use a calibrated torque wrench rated for 500 N·m. Wrong fitment = loose pulley = belt failure = valve contact on this interference engine = cylinder head reconditioning.
NOTE - Con-rod bolts TTY: 14-16 N·m + 60-65° angle. M12 stretch bolts - replaced at every rebuild. Standard practice on modified RB26 is ARP rod bolts from the start. Stock bolts have been out of use in serious builds since the early 2000s.
NOTE - Sodium-filled exhaust valves: Stock OEM RB26 exhaust valves are sodium-filled. Damaged valves react with water and release hydrogen gas - explosion risk. FSM protocol when scrapping: submerge in > 10 L of water, stand 2-3 m away, wait 4-5 hours for the reaction to complete before scrap handling. The Inconel rumour is wrong - OEM is sodium steel.
NOTE - 6 mm intake / 7 mm exhaust valve stems: RB26 valve stems are thinner than typical 7/8 mm engines. This is factory-spec - use matching guides and seals during cylinder head reconditioning. Original stem seals are 17,7 mm (intake) and 11,7 mm (exhaust). Supertech, RealStreet and Ferrea offer aftermarket upgrades in the same stem size.
Factory tolerances & wear limits
Original values from the Nissan R32 GT-R FSM (sections EN and SD). R33/R34/N1 share the same tolerances.
Common faults on the Nissan RB26DETT
The RB26 is extremely durable when maintained correctly. Most failures come down to the oil pump weakness, ceramic turbo failure and aged seals.
OEM oil pump drive collar shear
Common on early BNR32 • CATASTROPHIC- Symptoms
- Sudden loss of oil pressure at high RPM. Knocking, then main bearing failure. The engine dies quietly or with a metallic clatter.
- Cause
- On early BNR32 (pre-feb 1993) the drive collar spline on the crankshaft is undersized for the pump load at high RPM. The spline shears or deforms, and the pump stops driving. This almost always happens without warning.
- How we fix it
- At every rebuild we switch to the N1 pump (Nissan PN 15010-24U01 with larger hardened gears, 76,85 × 10,96 mm) OR an aftermarket pump (Tomei Reimax / Boundary). Together with a crank collar fix (BCNR33/BNR34 crankshaft OR aftermarket collar). On modified RB26 the N1 pump is a baseline requirement, not an upgrade.
Ceramic turbo wheel disintegration
Common above 1,0 bar • CATASTROPHIC- Symptoms
- Sudden power loss accompanied by a metallic rattle. In the worst case: oil pressure loss as turbine material travels into the exhaust flow and straight into the catalytic converter.
- Cause
- Stock RB26 (R32 std, R33 std, R34 std) has ceramic turbine wheels in the T28 turbos. They are brittle and cannot take boost above ~1,0 bar or high exhaust temperatures. Only the N1 and Nür versions had steel wheels from the factory.
- How we fix it
- Conversion to steel-wheel T28 turbos from N1 (if staying twin-setup) OR a single big-turbo conversion (Garrett G30, Precision 6266 etc). We plan the setup with you and build the intake, downpipe and, if needed, a new manifold.
Rear crank seal & oil leak
Common • Medium- Symptoms
- Oil drips between the engine and gearbox. Oil smell in the engine bay. Heavy buildup after 200 000+ km.
- Cause
- The rear crank seal ages and loses its interference fit. Crankcase pressure from modified setups accelerates the wear. On the ladder-frame design the seal can be hard to replace without pulling the engine.
- How we fix it
- Replaced at a complete rebuild (cost-effective since the bottom end is open anyway). We measure main journal runout at the same time so the new seal does not wear immediately.
Cracked exhaust manifolds
Common • Medium- Symptoms
- A ticking noise at cold start that disappears once the engine warms up. Later a constant exhaust leak, a whistling sound, soot marks on the manifold. Boost response deteriorates.
- Cause
- The OEM cast manifold cracks over time due to thermal cycling + boost pressure. Most common between cylinder 5-6 and at the turbo flanges.
- How we fix it
- Replacement with an upgraded stainless tubular manifold (HKS, Tomei, Greddy or custom). We true the turbo flanges before fitting. Welding the OEM manifold is not recommended - cast material cracks again.
Worn valve guides (high mileage)
Common at high mileage • Medium- Symptoms
- Blue smoke at cold start, oil consumption 0,5+ L per 1000 km, reduced response.
- Cause
- Natural wear at 300 000+ km. The RB26's thin 6 mm intake / 7 mm exhaust valve stems wear faster than typical engines if oil quality is poor. FSM oil clearance LIMIT: 0,1 mm.
- How we fix it
- Cylinder head reconditioning with new guides (bronze sleeves), fresh valves if guide clearance is > 0,06 mm, new stem seals (17,7 mm intake / 11,7 mm exhaust).
Cylinder bore wear & out-of-round
Boost-loaded engines • High- Symptoms
- Blowby at high RPM, rising oil consumption, compression loss. On an RB26 with a history of detonation: ringland damage.
- Cause
- The oversquare 86×73,7 mm bore - short stroke, high-revving character - creates high side loading. On boost-loaded engines the bores wear out-of-round over time. FSM bore roundness LIMIT 0,025 mm.
- How we fix it
- Measuring the bore + honing or boring to the next oversize. In case of severe damage or over 800 hp: Darton MID-sleeves.
RB26DETT Rebuild Pricing
Workshop prices excluding VAT and parts. The final price depends on condition, variant and build spec. We give a firm quote after inspection.
Cylinder head reconditioning
Bottom end + N1 pump
Full rebuild
Built-bottom + ARP
Cylinder machining (6 cyl, 86 mm bore)
| Service | Price |
|---|---|
| Cylinder boring 6 cyl inline block (86 mm) | 4 977 kr |
| Plateau honing 6 cyl | 1 450 kr |
| Stress boring 6 cyl | 5 980 kr |
| O-ringing block 6 cyl | 3 600 kr |
| Deck resurfacing block 6 cyl | 2 700 kr |
Crankshaft work (7 main + 6 rod, ladder frame)
| Service | Price |
|---|---|
| Crankshaft grinding (7 main + 6 rod, ladder frame) | 5 200 kr |
| Polishing standard | 1 022 kr |
| Cleaning 6-cyl crankshaft | 920 kr |
| Straightening (large) | 1 400 kr |
| Camshaft journal grinding 14 (DOHC) | 4 312 kr |
| Remove/refit counterweights 12 | 3 066 kr |
| N1 oil pump upgrade (incl. part) | 7 500 kr |
Valve reconditioning (24 valves, 6/7 mm stem)
| Service | Price |
|---|---|
| Cutting 24 valve seats (standard) | 2 730 kr |
| Cutting 24 valve seats (large) | 4 158 kr |
| Valve guide replacement 24 pcs (6 mm intake / 7 mm exhaust) | 4 100 kr |
| Manufacturing valve seat rings 24 | 4 620 kr |
| Bronze sleeves fitting 24 | 3 402 kr |
| Handling of sodium-filled exhaust valves (FSM protocol) | 950 kr |
Resurfacing (I6, large cylinder head size)
| Service | Price |
|---|---|
| Cylinder head resurfacing 6 cyl (standard) | 1 800 kr |
| Cylinder head resurfacing 6 cyl (large) | 2 100 kr |
| Block resurfacing 6 cyl (standard) | 2 400 kr |
| Block resurfacing 6 cyl (large) | 2 700 kr |
| Manifold resurfacing 6 cyl (twin-turbo) | 3 800 kr |
Connecting rod work (6)
| Service | Price |
|---|---|
| Small-end bush replacement 6 pcs (Ø21 mm piston pin) | 3 360 kr |
| Manufacturing small-end bushings 6 | 4 347 kr |
| Length adjustment connecting rod 6 | 4 347 kr |
| Press-fit piston replacement 6 | 2 373 kr |
| Piston ring replacement 6 | 1 659 kr |
| Big-end resizing 6 | 3 528 kr |
| Inspection/straightening connecting rod 6 | 2 121 kr |
| Full reconditioning connecting rod 6 | 4 746 kr |
| Shot peening connecting rods 6 | 3 402 kr |
Pressure testing & balancing
| Service | Price |
|---|---|
| Cylinder head pressure testing 6 cyl (small) | 2 814 kr |
| Cylinder head pressure testing 6 cyl (large) | 4 200 kr |
| Pressure testing cylinder block | 1 400 kr /h |
| Rotating assembly balancing inline 6 cyl | 5 100 kr |
| Weight matching connecting rods 6 | 1 974 kr |
| Weight matching pistons 6 | 1 638 kr |
| Flywheel balancing | 2 100 kr |
| Balancing flywheel + clutch | 2 842 kr |
Indicative prices for the RB26 configuration (6 cyl inline ladder frame, 86 mm bore, 24 valves, alu cylinder head, cast iron block). Labour prices excl. VAT and parts. For the RB26 we recommend the N1 oil pump as standard at every rebuild - the cost of the pump is negligible against the risk of catastrophe. Sodium-filled exhaust valves are handled according to the FSM protocol. Get a quote for an exact price after inspection.
Tuning the Nissan RB26DETT
The RB26 is one of the world's most proven tuning platforms. The bottom end handles nearly double factory power with the right lubrication and upgraded rod bolts.
- 1
Bolt-ons + ECU tune
ECU tune, boost controller, downpipes, intercooler upgrade. Steel-wheel turbo reconditioning (if coming from ceramic). The stock bottom end handles this without problems on the right fuel.
400-450 hk - 2
Big turbo + N1 pump
Single big-turbo conversion (see turbo upgrade) OR upgraded twin steel-wheel. ARP rod bolts critical. N1 pump a baseline requirement. 1000+ cc injectors, Walbro 525 fuel pump, front-mount intercooler.
500-600 hk - 3
Built bottom + forged internals
Forged pistons (CP-Carrillo / Wiseco), forged rods (Tomei / Brian Crower H-beam), ARP head + main studs. Requires cylinder boring, cylinder head resurfacing and crankshaft reconditioning. Tomei/GSC cam profiles or custom-ground via cam grinding. Race-spec ECU (Haltech / Motec / Link).
700-900 hk - 4
2,8L stroker race build
Sleeved block for a 2,8L stroker (HKS or Tomei kit), custom crankshaft, billet connecting rods at 1200+ hp, custom cam profiles, dry sump. Methanol/E85 common. The RB26 handles 1500+ hp in drag trim on the right setup.
1000-1500+ hk
Robert Wiklund has built engines for Nissan racers and JDM builders since the 90s and plans the RB build together with you - from an ECU tune on the factory bottom end to a complete 2,8L stroker.
Questions & answers about the Nissan RB26DETT
What does an RB26DETT rebuild cost?
A complete RB26 rebuild costs 38 000 - 65 000 SEK for labour including the N1 pump as standard. A built bottom end (forged pistons, forged rods, ARP studs) adds 18 000 - 50 000 SEK. Parts (piston rings, bearings, gaskets, ARP bolts) are extra. We give a firm quote after inspection.
Is the OEM oil pump really that weak?
Yes, on early BNR32 (pre-feb 1993). The drive collar spline on the crankshaft can shear off at high RPM and leads to total engine failure. The N1 pump (Nissan PN 15010-24U01) has a larger hardened gear set and solves the problem permanently. We always switch to N1 or better at rebuild - the cost is negligible against the risk.
What is the difference between stock and N1?
The N1 versions (R32 N1, R33 N1, R34 N1, R34 Nür) have a reinforced block (extra ribs, sometimes higher nickel content), an upgraded oil pump, steel-wheel turbos instead of ceramic, and a redesigned head gasket. Internal clearances and cam profiles are identical to standard. Of the roughly 72 000 GT-R with RB26 (R32 ~44 000, R33 ~16 600, R34 ~11 600), the N1 and Nür versions make up only a small fraction.
Does the RB26 use a timing belt or timing chain?
Timing belt. The RB26DETT uses a toothed timing belt for the cam drive - NOT a chain as is sometimes wrongly reported. Replacement interval: every 100 000 km or every 8 years. The RB26 is an interference engine - a snapped timing belt means bent valves. Initial belt tension is ~196 N (20 kg) per the FSM.
How much power can an RB26 handle on the stock bottom end?
500-600 hp reliably if you switch the rod bolts to ARP and use the right fuel. 700 hp is the limit where the OEM rods start to become unreliable. For consistent running above 700 hp you should rebuild the bottom end with forged components.
Is 280 hp really the factory power?
Officially yes - it was a gentlemen's agreement between Japanese manufacturers in the 90s. Real factory power measures 320-340 hp on the dyno on several well-documented examples. The N1/Nür variants can sit even higher thanks to steel-wheel turbos and an improved intake.
Do I need to worry about sodium-filled exhaust valves?
Yes - when scrapping them. Damaged RB26 OEM exhaust valves react with water and can release hydrogen gas explosively. FSM protocol: submerge in > 10 L of water, stand 2-3 m away, wait 4-5 hours for the reaction to complete before scrap handling. We follow this protocol at every cylinder head reconditioning. In operation the valves are completely safe.
How long does an RB26 rebuild take?
3-6 weeks from an approved quote to a finished engine. More complex performance builds (1000+ hp, stroker kit) take 6-12 weeks because of lead times on custom parts and balancing requirements. The N1 pump specifically and quality block work sometimes require import from Japan.
Do you have an RB26 that needs a rebuild?
Call us or send a quote request and we will help you plan the build. We offer a 12-month warranty on all work.