Nissan Skyline GTS-T RB20DET

The Nissan Skyline GTS-T RB20DET has a reliability score of 47/100, rated "RISKY". Old turbo six needs serious pre-buy diligence

The most frequently reported issues are Chronic Overheating and Cooling System Degradation, Cylinder Compression Loss, EGR System Faults and Carbon Buildup, ECU Wiring and Grounding Issues, among others. See the Known Issues section above for symptoms, affected mileage, and repair costs.

Yes, this is a documented issue on the RB20DET, typically appearing around 80,000-160,000 km. The RB20DET is well-documented in community forums for running hot, with reports of clogged radiators and insufficient cooling capacity even after fitting larger radiators and new water pumps. The engine generates significant heat in the engine bay compared to larger RB variants, making cooling system maintenance critical on any aged example. Sustained overheating risks head gasket failure or a warped cylinder head. Typical repair cost: €400-1,800. DIY difficulty: Moderate.

Yes, this is a documented issue on the RB20DET, typically appearing around 120,000-200,000 km. Forum evidence documents compression loss in individual cylinders on higher-mileage RB20DET engines, with at least one case citing cylinder 3 failure specifically. Given the engine age (30+ years), worn piston rings and valve seals are a realistic concern on unrestored examples. Typical repair cost: €800-3,000. DIY difficulty: Moderate.

Yes, this is a documented issue on the RB20DET, typically appearing around 80,000-150,000 km. EGR valve issues are documented in forum discussions, including seized EGR valves that will not budge. On a 30-year-old engine, carbon buildup in the EGR system and intake is expected. Many owners perform an EGR delete by plugging the vacuum hose to the actuator as a common fix. This affects drivability and emissions rather than engine longevity. Typical repair cost: €100-600. DIY difficulty: Easy.

Yes, this is a documented issue on the RB20DET, typically appearing around Any mileage. Multiple forum threads highlight ECU grounding problems and wiring faults specific to the RB20DET, including injector and ignition wiring issues. On cars of this age, degraded wiring looms, poor earths and aftermarket ECU modifications are common causes of intermittent faults that can strand the car or mask other problems. Typical repair cost: €150-800. DIY difficulty: Hard.

Yes, this is a documented issue on the RB20DET, typically appearing around 100,000-180,000 km. The single turbocharger on the RB20DET is aged on any surviving R32 example. Shaft play and oil seal degradation are age-related risks. Oil feed and return lines degrade over time and can cause oil starvation or leaks onto the turbo housing, accelerating wear. Typical repair cost: €500-2,000. DIY difficulty: Moderate.

Yes, this is a documented issue on the RB20DET, typically appearing around All mileages on 30+ year old cars. Any R32 RB20DET is now over 30 years old. Valve cover gaskets, cam seals, crank seals, coolant hoses and intake boots will have deteriorated regardless of mileage. Oil and coolant weeping is expected if these have not been replaced. Typical repair cost: €200-900. DIY difficulty: Easy to Moderate.

The RB20DET in an R32 GTS-T is a rewarding engine for an enthusiast willing to invest time and money upfront, but it is emphatically not a buy-and-drive proposition. Every surviving example is now over 30 years old and will have cooling, sealing and wiring issues that must be addressed immediately after purchase. Budget at least €1,000-2,000 for immediate recommissioning work regardless of how good the car looks. Only buy from a seller who can demonstrate recent cooling system work, an oil change history and a clean compression test, and walk away from anything that does not check those boxes.

Before buying, check: Perform a full cold-start compression test on all six cylinders — reject any cylinder reading more than 10% below others; Pressure-test the entire cooling system and inspect coolant colour — brown or rusty coolant indicates decades of neglect; Check turbocharger shaft play by hand and look for blue smoke on start-up and hard deceleration; Scan the ECU for fault codes and inspect the wiring loom for brittle insulation, poor repairs or non-standard modifications; Inspect all rubber boost hoses, intake couplings and coolant hoses for cracking — replace the full set if in doubt.

There's no fixed mileage limit, it depends on maintenance. The parts worth budgeting for proactively are: Coolant hoses and radiator (Immediate on purchase), Turbocharger oil feed and return lines (Immediate on purchase), Valve cover gasket and cam seals (Immediate on purchase), All boost and intake hoses (Immediate on purchase). Engines that clear these checkpoints with documented maintenance commonly continue well beyond typical ownership periods.

Estimated ownership cost is €4,500-10,000 over 3 years depending on condition at purchase and extent of deferred maintenance, higher if turbo or internal engine work is required, based on known issues and typical service needs.

Owners report real-world fuel consumption of around 12.6 L/100km.

Community-reported real-world usage suggests changing oil every 5,000 km using 10W-40 or 15W-50 semi/full synthetic meeting API SN or higher; community strongly recommends 5,000 km intervals given turbocharger heat soak on a 30+ year old engine, often more conservative than the official service schedule.

The RB20DET is also found in: Nissan Skyline R31 (HR31) GTS-t / GTS-R, Nissan Laurel C33, Nissan Cefiro A31, Nissan Skyline R32 GTS-4 (HNR32, AWD variant).

Old turbo six needs serious pre-buy diligence The biggest recurring complaint is Chronic Overheating and Cooling System Degradation. Mixed-to-cautious. Enthusiasts love the engine's character and tuning potential but consistently warn that age-related cooling, sealing and wiring issues make pre-purchase inspection essential. Community consensus is that a well-maintained or recently refreshed example is rewarding, but neglected cars are money pits.