1988-1994 Nissan 240SX (S13): Future Classic

1988 Nissan 240SX/180SX

As Nissans go, the 240SX holds a soft spot in the hearts of enthusiasts in America. The S-Platform was famously named the S13 Silvia in Japan when it appeared late in 1987. Elsewhere the car went by many other names like 240SX in America and the 180SX in Europe/Australia. In America, it filled a spot left by the portly Z31 300ZX. The Z car had just made the jump to the new Z32 platform and a design that elevated it from overweight GT cruiser to world beating sports car. The jump resulted in a constellation prize for those who could not keep up with the new Z Car’s higher price. Nissan wisely realized that there were still plenty of  people who wanted the Z car’s original formula but at a more affordable price point. As a result, those who opted for a 240SX got Z Car handling with the more restrained straight line performance that came with a big (yet underpowered) four cylinder engine.
1988-1990 Nissan 180SX/240SX Side Profile

Despite being an actual replacement for the 200SX, the 240SX was a more mature and refined design that looked like an evolution of the Z31 300Z’s design. It retained the wedged long hood and sloping fastback profile with a practical liftback design. Where the 200SX looked like a tarted up economy car, the 240SX had more classic GT car proportions with an sporty, yet restrained look. Unlike the top 200SX or the Z car, the 240SX would have a 2.4 liter inline four cylinder engine. The normally aspirated powerplant did not even have dual overhead cams as it did in Europe and Asia with turbocharging. Interestingly, had Nissan decided to use the 3.0 from to outgoing 300ZX, or the 200+ hp CA18DET engine the 240SX might have performed better than the new 300ZX in it’s base forms.

Facelifted 1991 Nissan 240SX Coupe

Instead, the 240SX would live out it’s existence as a driver’s car begging for more power. As such it came with a fully independent suspension (MacPherson front and multi-link rear) with stabilizer bars at booth ends. Disc brakes all around were standard while ABS were optional. The new chassis featured a nearly balanced 50/50 weight distribution. Along with it’s rear wheel drive, it offered a steering and handling mix that was free from the torque steer of competitors like the MX6/Probe and turbocharged versions of the Talon/Eclipse. Although all variants and trim levels of the 240SX came with the same engine, it was available as a fastback coupe, notch back coupe and surprisingly elegant looking convertible.

Power issues were partially addressed in 1991 with a more aerodynamic face lifted front end and a new DOHC version of the 2.4 with 155 hp. Despite having the output of most V6s of the era, there were still cries for more power. In some ways the 240SX was like a European car in that it stressed handling over all out horsepower and straight line performance, a fact that was not lost on many buyers who just wanted a stylish sporty car. At well under 3,000 lbs, even for the rare convertible the 240 was light enough to return decent 0 to 60 times in the mid 8 second range.

Inside was just as impressive. The simple well laid out interior was no nonsense and business only. In fact, it looks better with time especially compared to the often busy ergonomics of late ’80s and early ’90s designs.

1989 Nissan 240SX interior (shown with worn seat covers)

Unfortunately, the 240SX’s biggest fault aside from power might have been it’s higher price. Considering that its rear wheel drive layout put it in direct competition with cars like the Mustang LX, the 240SX looked less like a bargain compared to the Ford’s 225hp V8 equipped Mustang LX. The fact that the 240SX was more expensive may have deterred some buyers but did not dampen it’s overall popularity. That popularity came not from the accolades of the motoring press, but with the emergence of the second hand market where Z Car aficionados quickly discovered the potential of the 240SX by modifying it’s engine to 300ZX levels of performance. Things only got worse for anyone looking for a clean unmolested examples as films like The Fast and the Furious and games like Forza would highlight the rear wheel drive car’s natural ability to drift.

Today the 240SX’s popularity in America continues to the point that half completed project cars with well over 100K miles can still go for over $8,000. All of this pint up demand is based on the potential for performance and the easy availability of parts in the aftermarket. Then of course, Nissan currently has no car in it’s American line up that comes close to the 240SX’s mission as an affordable GT car with some built in practicality. One could only hope Nissan was paying attention. Unfortunately, the demand for affordable sporty two door cars like the 240SX exists only in videogames and Cars and Coffee meets.