2002 Nissan Skyline R34 - R34 vs R35

RB26dett Engine Analysis
The R34 has always been a popular candidate for modification across the world, due to its stout AWD drivetrain, and the strength of the RB26DETT engine-one that can produce as much as 500 whp with little modification, and be made to withstand much more, thanks to over-engineered internals and a block made of iron. This engine is also widely considered one of the most durable powerplants when heavily modified, known for its strength and extreme power potential. Having an unequal bore-to-stroke design (unlike the SR20DET or the 2JZ-GTE) means the RB can rev higher-up to 10,000 rpm with basic headwork. However, the RB is not without its problems. For all its attributes, it is a little temperamental. The standard internals are fine for Skylines making up to 550 whp, but exceeding that mark puts strain on the oil pump, causing it to fail. "With the Supra's 2JZ oil pump, you won't have the same problem," says Shen. "Anytime we at SP Engineering build a 2JZ engine for a customer, we simply buy a $380 pump (aftermarket RB pumps cost upwards of $2,000) from the dealership and drill a few relief holes to improve oil flow-that's it." Shen points out that another weak point of the RB26 revolves around its non-counterweighted crankshaft design, which becomes an issue when the motor is pushed to its upper limits. "Many customers don't understand that anytime you build an RB26 for high power, it's very important to purchase a fully counterweighted crankshaft-or a stroker kit that includes one-or the engine will fail at high rpm." Shen's Athletic Silver R34 was recently dynoed at 982 whp on Q16 race gas, with a maxed-out wastegate spring at 2.2 bar. With a stronger wastegate spring, Shen assures the car can produce 1,200 whp. But in the meantime, he's dialed down boost for California's crappy 91-octane pump gas, with output at a "conservative" 790 whp for street driving.

Breaking down the VR38DETT Power Plant
"The R34 was the end of the GT-R dynasty," begins Shen. "I was happy that Nissan was offering the R35 GT-R in the U.S., but I wish they would have kept some of the original GT-R blood in the R35." Shen hesitates for a split second as he lights a cigarette and continues, "I just can't see the lineage transition from the R34 to the R35. The loss of the inline-six for a 'V' was a big surprise, but I understand that in keeping with the new technology, Nissan engineers are phasing out the old cast iron blocks for newer, lighter engines." Shen speaks in reference to Nissan's decision to replace the GT-R's traditional inline-six with the cast-aluminum V-6 design of the new VR38DETT. Twin turbos were retained, displacement was bumped up from the R34's 2.6 liters to 3.8 liters, and the VR engine's all-new cylinder heads are rumored to flow better, stock, than a ported RB head. But could it deliver over 1,000 hp? Shen points out that anything is possible with a sleeved block, but is quick to ask, "Why sleeve the block when a 700whp R35 with minor bolt-ons is not only fast and reliable, but also very streetable?"

By Scott Tsuneishi

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