Nissan GT-R R35 — VR38DETT Turbocharger Service

Stock Rebuild
to Full Power Build.

Boost Lab services the full Nissan GT-R turbocharger spectrum -- from OEM IHI RHF55 rebuild on stock turbos to hybrid stock-location upgrades to full large-frame turbo kit service. Both turbos rebuilt as a matched pair, every time. All chassis codes covered.

IHI RHF55 OEM Stock Location Hybrids Large Frame Kits CBA • DBA • 4BA NISMO
Start Your Rebuild 813-443-0531
Stock Configuration
OEM Turbocharger
IHI RHF55

The Nissan R35 GT-R uses a pair of IHI RHF55 turbochargers on the VR38DETT 3.8L twin-turbocharged V6. Notably, the RHF55 is the same turbocharger platform used on the Subaru STi (MY06) -- a shared architecture between two of the most iconic all-wheel-drive performance platforms of their era.

The two turbos are mirror images of each other -- left (driver side) and right (passenger side) -- with separate OEM part numbers. Both units must be rebuilt as a matched pair. Differential wear between left and right is common on GT-Rs, particularly on cars that have seen track use or sustained high-boost operation. The passenger-side turbo typically shows more wear due to differences in oil drainage geometry and heat exposure.

The stock turbos use a floating metal bearing -- not ball bearing -- at the factory. This is an important distinction when sourcing rebuild components and when considering upgrade paths. Ball bearing CHRAs are available as an upgrade at rebuild time and offer improved response and longevity under sustained high-boost use.

The OEM turbo assembly on 2009-2019 models is integrated into a one-piece "turbofold" -- a combined turbine housing and exhaust manifold unit. This design keeps packaging tight but makes larger turbo upgrades more complex. The 2020+ model year introduced a two-piece design that separates the manifold from the turbine housing, significantly simplifying turbo swaps.

IHI RHF55 — Stock Specifications
Turbo PlatformIHI RHF55
ConfigurationTwin (L + R mirror)
Compressor Wheel60mm / 46.5mm inducer
Turbine Wheel53mm / 48mm
Compressor Blades6 + 6
Turbine Blades11
Max Turbine Speed165,000 RPM
Bearing TypeFloating metal
WastegatePneumatic actuator
Left OEM PN14411-JF00A / KB40A
Right OEM PN14411-KB50A
IHI DesignationIHI455 (L) / IHI456 (R)
Model Year Reference
CBA, DBA, 4BA --
What Changes

The R35 GT-R went through several factory power increases across its production run. The chassis code prefix indicates the emissions standard and generation. Key turbo-relevant differences are noted below.

CBA-R35
2009-2011
485-530hp factory • One-piece turbofold
The original R35 generation. Stock IHI RHF55 pair. One-piece turbofold integrates the turbine housing with the exhaust manifold. Turbo upgrades on CBA cars require new manifolds/turbofolds from the kit manufacturer -- the OEM one-piece unit cannot accommodate larger CHRAs without machining. CBA cars are often upgraded to DBA-spec inlet pipes at the same time as a turbo service.
DBA-R35
2012-2019
530-570hp factory • One-piece turbofold
The DBA (2012-2016) introduced factory power increases through revised intake manifolds, larger intercooler ducting, sodium-filled exhaust valves, and revised ECU mapping. The 2017-2019 facelift maintains the DBA chassis code with additional cosmetic and NVH changes, boosted to 562hp. Still uses the one-piece turbofold -- same upgrade considerations as CBA for full kit installations. Most popular generation in the used market.
4BA-R35
2020+
565hp+ factory • Two-piece design
The 2020 model year introduced the most significant turbo architecture change in R35 history -- a two-piece design separating the exhaust manifold from the turbine housing. This makes turbo swaps significantly more straightforward -- the turbine housing can be removed and replaced independently of the manifold. The 2020+ cars can reuse their OEM exhaust manifolds with compatible turbo kits.
2020+ owners: confirm with your kit supplier which manifold provisions are required for your specific upgrade choice before ordering.
NISMO • Track Edition
2014-2024
600hp factory • Uprated IHI units
The NISMO and Track Edition models use uprated IHI RHF55 variants with higher-flow compressor and turbine wheels than the standard car. NISMO turbos use different OEM part numbers (14411-JF40A left, separate right PN) and should be identified correctly at teardown. NISMO turbos are often used as mild upgrades on standard DBA cars due to their higher flow capacity within the stock housing architecture.
Service Levels
Stock Rebuild to
Full Power Build

Boost Lab services GT-R turbos across the full power spectrum. Whether you need a precision OEM rebuild or service on a large-frame turbo kit, we have the equipment and experience.

01
OEM IHI RHF55 Rebuild
Stock power — up to ~600whp on supporting mods
A precision rebuild of the factory IHI RHF55 pair to OEM specification. New bearings, seals, thrust components, and a full cleaning of all oil and coolant passages. VSR balanced before leaving the shop. The stock turbos are capable of approximately 580-600whp at their limit regardless of supporting modifications -- beyond that, upgraded turbos are required.
Full teardown and inspectionBoth turbos documented before any quote
Ball bearing upgrade availableRecommended for any tuned GT-R staying on stock-location turbos
Billet compressor wheel upgrade availableStronger and more flow than stock cast wheel
VSR balancedBoth turbos matched to the same balance spec
02
Hybrid Stock-Location Upgrades
~700whp — ~1,100whp depending on spec
Hybrid stock-location turbos use the OEM turbofold housing machined to accept a larger CHRA with upgraded compressor and turbine wheels. The result bolts in like stock but flows significantly more. The most popular upgrade path for street GT-Rs. We service all major hybrid upgrade platforms.
Pure Turbos Pure1000Billet compressor wheel, larger turbine, upgraded bearing housing, VSR balanced -- direct fit all years including NISMO. One of the most popular hybrid options on the market.
AAM Competition GT1000-RLarger precision compressor and turbine wheels in OEM housings. Proven to 1000hp on appropriate fuel with fast spool.
Boost Logic 750X Gen 2Custom billet compressor and exhaust wheel retaining stock cores. Demonstrated 730whp at 20psi on 93 octane on a stock motor. Strong street choice.
Other hybrid upgradesForced Performance, Xona, custom CHRA upgrades -- if it uses the OEM turbofold architecture we can service it
03
Full Turbo Kit Service
~900whp — 2,200whp+
Full replacement kits use new manifolds, turbofolds/housings, and purpose-built turbochargers. These kits move beyond the OEM architecture entirely. We service, rebuild, and VSR balance every major kit platform. All Garrett, Precision, BorgWarner, and Xona units can be rebuilt regardless of which kit they came in.
AMS Alpha / Omega SeriesAlpha 9, 12, 16, 22X; Omega 9, 11, 14 -- Garrett G-Series CHRAs. The benchmark GT-R kit line. Alpha 22X supports 2,200whp+. Omega line designed for 2020+ two-piece architecture.
ETS Stock-Location KitsGTX28 (650-700whp pump / 850-900whp E85), GTX3076R Gen 2 (850-1000whp pump / 1,200-1,300whp E85), GTX3582R Gen 2 (1,000-1,100whp pump / 1,400-1,500whp E85). Equal-length 12" runners, TiAL 44mm MVR wastegates.
Speed By Design SBD900RCast manifold ball-bearing kit. Supports up to 1,150whp on E85. Fast-spooling stock-location design.
Precision Turbo kitsPT6266, PT7275, PT8285 and larger Precision units in various kit configurations
All platforms VSR balancedEvery turbo balanced to the actual installed wheel specification regardless of frame size
HKS GT1000 / GT1000+ — Not Serviceable
The HKS GT1000 and GT1000+ turbochargers fitted to some high-power GT-R builds are not serviceable. These units use a proprietary left-hand rotation turbine wheel and internal architecture that is not rebuildable through standard turbo rebuild service. If your GT-R is running HKS GT1000 or GT1000+ turbos and they need service, contact HKS directly. We cover this in detail on our HKS rebuild page.
Failure Analysis
How GT-R Turbos
Fail
01
Differential Wear Between Turbos
The left and right turbos on the VR38DETT are not perfectly symmetrical in their operating environment. Oil drainage geometry, heat exposure, and exhaust pulse characteristics differ slightly between the two banks. On high-mileage or heavily used GT-Rs the passenger-side turbo typically shows more wear. Always rebuild both turbos together -- replacing only the failed unit and leaving the worn twin creates an imbalanced system that puts extra load on the rebuilt turbo.
02
Oil Contamination from Engine Events
The VR38DETT is a high-strung engine running significant boost from the factory. Any internal engine event -- a spun bearing, piston ring failure, or valve seal failure -- sends contaminated oil through the turbo bearing housing. A GT-R that has had any internal engine work done should have both turbos inspected before returning to service. The turbo bears the consequences of whatever happens in the engine's oil circuit.
03
Bearing Failure on Tuned Cars
The stock IHI RHF55 uses a floating metal bearing -- reliable at factory boost levels but showing its limits on cars running significantly above OEM boost targets on supporting modifications. Sustained high-boost operation on the stock floating bearing accelerates wear compared to a ball bearing CHRA. Cars running stage 2 or above on the stock turbos should be inspected periodically rather than waiting for audible symptoms. A ball bearing upgrade at rebuild time is the standard recommendation for any tuned GT-R staying on stock-location turbos.
04
Compressor Surge
The OEM RHF55 compressor map has defined flow limits. GT-Rs running aggressive tunes that push the stock turbos beyond their efficient operating range experience compressor surge -- a cyclical stall condition that hammers the thrust bearing and fatigues the compressor wheel. This is common on cars that have been tuned hard on stock turbos before a planned upgrade. Surge presents as a distinctive chuffing or fluttering sound under boost. At teardown the thrust bearing and compressor wheel are inspected specifically for surge-related damage.
05
Hot Shutdown Damage
Track use followed by an immediate shutdown is a common pattern on GT-Rs and one of the more preventable causes of turbo bearing damage. Residual heat in the turbine housing cooks oil in the bearing housing with no oil flow. A cooldown idle of 2-3 minutes after any track session significantly extends turbo bearing life. On a car with a street tune that sees occasional hard use, a turbo timer or cooldown discipline is a simple, free preventive measure.
06
Foreign Object Damage (FOD)
Intake-side FOD from deteriorated silicone couplers, loose hardware, or failed air filters contacts the compressor wheel at operating speed. On a high-RPM, high-boost GT-R application the consequences of even small debris reaching the compressor wheel are significant. Compressor wheel condition and turbine wheel condition are both documented at teardown with photos before any rebuild quote is issued. An FOD event that damaged the wheel may require wheel replacement in addition to the bearing rebuild.

Send Us Your
GT-R Turbos

Stock rebuild or full upgrade service -- start a rebuild request and ship your turbos to Dade City, FL. Both units processed together.

Start Your Rebuild 813-443-0531
37833 Pineapple Ave Unit A • Dade City, FL 33523 • sales@theboostlab.com