page_title: Nissan RB engine
section_title: RB26DETT
hierarchical_section_title: Nissan RB engine / RB26DETT
caption_attribution_description: English: This Nissan RB26DETT engine is on display at the Nissan Engine Museum in Yokohama, Japan.
context_page_description: The RB engine is a 2.0–3.0 L straight-6 four-stroke gasoline engine from Nissan, produced from 1985 to 2004, and will be continuing production in 2019, after a 15 year hiatus. The RB followed the 1983 VG-series V6 engines to offer a full, modern range in both straight or vee layouts.
  Both SOHC and DOHC versions have an aluminium head. The SOHC versions have 2 valves per cylinder and the DOHC versions have 4 valves per cylinder; each cam lobe moves only one valve. All RB engines have belt driven cams and a cast iron block. Most turbo models have an intercooled turbo, and most have a recirculating factory blow off valve to reduce compressor surge when the throttle quickly closes. The Nissan RB Engine is derived from the six cylinder Nissan L20A engine which has the same bore and stroke as the RB20. All RB engines were made in Yokohama, Japan where the new VR38DETT is now made. Some RB engines were rebuilt by Nissan's NISMO division at the Omori Factory in Tokyo as well. All Z-Tune Skylines were rebuilt at the Omori Factory.
context_section_description: The RB26DETT engine is a 2.6 L (2,568 cc) Inline-six engine manufactured by Nissan, for use in the 1989-2002 Nissan Skyline GT-R. The RB26DETT engine block is made from cast iron, while the cylinder head is made from aluminium alloy, which contains DOHC 4 valves per cylinder (24 valves in total) setup. The intake of the RB26DETT varies from other RB-series motors in that it has six individual throttle bodies (3 sets of 2 throttle assemblies that are siamesed together) instead of a single throttle body. The engine also uses a parallel twin-turbo system, using a pair of T25-type ceramic turbochargers set by the wastegates to limit boost pressure to 10 psi (0.69 bar), although the Skyline GT-R has a built in boost restrictor to keep boost under 14 psi (0.97 bar).
  The first 2.6 L RB26DETT was rated by Nissan at around 276 bhp (280 PS; 206 kW) at 6,800 rpm and 353 N⋅m; 260 lbf⋅ft (36 kg⋅m) at 4,400 rpm. By the end of production, power levels had gone up to around 320 PS (235 kW; 316 hp) at 6,800 rpm and 392 N⋅m; 289 lbf⋅ft (40 kg⋅m) at 4,400 rpm, not only because of developments and modifications to the engine, but also because of the "Gentlemen's Agreement" made between Japanese automakers to limit the "advertised" horsepower of any vehicle to 280 PS (276 bhp; 206 kW). While the published figures from Nissan were as quoted above, it's a known fact among enthusiasts that the car actually had a factory power output of closer to for the R34 was the power out put of 320 PS (235 kW; 316 hp). The RB26 is widely known and became quite popular for its strength and power potential thanks to its iron block and forged internals, making it a modification friendly platform for tuners and aftermarket modifications in general. 
  Some factory features of the RB26DETT:
  6 throttle body intake
  Solid lifter valve actuation, shim under bucket
  Belt driven cams
  CAS (crank angle sensor) driven off exhaust cam, tells ECU (engine control unit) crank/cam position
  water cooled, oil pressure lubed turbos
  OEM cast pistons have cooling channels under the crowns (extra oil cooling to keep piston temperatures down)
  Piston oil squirters
  Sodium filled exhaust valves
  8 Counter weighted crankshaft
  'I' beam connecting rods
  There is a common oiling problem with the pre-1992 R32 RB26 motors, as the surface where the crankshaft meets the oil pump was machined too small, eventually leading to oil pump failure at high rpm. This issue was resolved in later versions of the RB26 with a wider oil pump drive. Aftermarket performance parts makers also make oil pump extension drive collars to rectify this problem. More recently a spline drive solution has been developed by an aftermarket tuner Supertec Racing who moves away from the OEM flat drive system and uses splines to drive the oil pump gears in the same way as Toyota's 1JZ-GTE engine as found in the Supra MKIII. This kit is available for most uprated RB26 oil pumps including Nissans own OEM, N1 and Nismo although most high hp RB engines all over the world have been proven to be reliable without spline driven oil pumps when built and tuned correctly.
  Besides minor cosmetic updates and ECU fine tunings, changes were made in the R34 generation to ball bearing T28 turbochargers as opposed to journal bearing turbos. The R34 GT-R turbos retained the ceramic exhaust turbine wheel. Models that had steel exhaust turbine wheels included the R32 Nismo, R32-R33-R34 N1 models and R34 Nür spec skyline GT-R's.
  R34 GT-R model RB26DETT engine specific differences to the R32-R33 engines include:
  Candy red cam/coil pack covers
  Different coil cover emblem
  Plastic CAM gear cover
  Non painted inlet plenum (apparently also a lighter casting)
  Hitachi CAS (Crank angle sensor) has different drive fitting compared to earlier R32-R33 exhaust cams
  Igniter built into coil packs (no igniter pack on the rear of coil cover)
  Ball bearing turbo's with ceramic exhaust turbine wheels
  Stainless steel dump pipes
  Sump has a different ratio front diff (3:55)
  Different diameter coolant/heater pipes on intake side of block
  Dual mass flywheel
  Originally the R32 
caption: This Nissan RB26DETT engine is on display at the Nissan Engine Museum in Yokohama, Japan.
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