You're off to the Highlands (or if you're already there, London) - so what should the weary PHer take?
Rich in power, torque, and strength, the VR38DETT engine with twin high-flow turbochargers has acquired legendary status. Every engine was hand-assembled by ‘takumi’ craftsfolk in Tochigi and had an aluminium plate affixed to the front with the name of the bod mainly responsible for building your one. According to legend, only four takumi were authorised to build the GT-R motors.
The VR38DETT's inherent strength doesn’t mean it doesn’t fail. Blue smoke on a cold start or blue/grey smoke when the turbos fire up are not good signs. A loose flywheel shaft bearing could produce an annoying but usually harmless noise but as far as we know this hasn’t been a problem on post-’16 cars. If it crops up on your GT-R you can either ignore it until it becomes ridiculous or fit an uprated Litchfield replacement.
The later GT-Rs that we’re looking at here should be cheaper to run than pre-2011 cars which demanded service attention every six months or 6,000 miles. Cars after that date switched to a more conventional 12-month/9,000-mile schedule, but independent specialists reckon that 12k intervals are fine.
The standard front brake discs were huge at more than 15in in diameter but even so they weren’t invulnerable to the sort of hard use to which GT-Rs were often subjected. They could crack under pressure and replacements were expensive at up to £3k a set. Sellers have been known to put new brake pads on their cars while leaving terminally lipped discs in place and hoping you wouldn’t notice. Billet-calipered aftermarket kits from the likes of Alcon were popular.
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