Nissan 240SX

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Nissan 240SX Manufacturer Nissan Also called Nissan Silvia Nissan 180SX Nissan 200SX Production 1989–1998 Assembly Kyūshū, Japan Predecessor Nissan 200SX (S12) Class Sport compact Layout FR layout Platform Nissan S platform Transmission(s) 4-speed automatic 5-speed manual

First generation (S13) Production 1989–1994 Body style(s) 2-door coupe 3-door hatchback 2-door convertible Engine(s) 2.4 L KA24E I4 2.4 L KA24DE I4 Wheelbase 2474 mm (97.4 in) Length 4521 mm (178 in) Width 1689 mm (66.5 in) Height 1290 mm (50.8 in) Curb weight 1224 kg (2699 lb)

Second generation (S14) Production 1995–1998 Body style(s) 2-door coupe Engine(s) 2.4 L KA24DE I4 Wheelbase 2525 mm (99.4 in) Length 4498 mm (177.0 in) Width 1727 mm (68.0 in) Height 1288 mm (50.7 in) Curb weight 1253 kg (2762 lb)

The Nissan 240SX was a car introduced to the North American market by Nissan in 1989. It replaced the 200SX (RWD) in 1989. The 240SX was equipped with a 2.4-litre inline 4 engine, rear wheel drive. (KA24E from 1989–1990 and KA24DE from 1991–1998). Two distinct generations of the 240SX, the S13 (1989-1994) and the S14 (1995-1998), were produced from the Nissan S platform. The 240SX is closely related to other S vehicles: the Japanese-market Silvia and 180SX and the European-market 200SX.

[edit] First generation / S13 (1989-1994)

The first generation of the 240SX can be divided into two distinct variants: Zenki ("early period" in Japanese and commonly known as "pignose" to US 240sx enthusiasts) and Chūki (translated to "middle period" in Japanese). Each of these variants came in two distinct body styles: hatchback (base and SE) and coupe (base, SE, and XE). Nissan marketing and documentation almost exclusively used the term "fastback" but some people believe it is not truly a fastback but is a hatchback. Both styles shared the same front bodywork as the Japanese-market Nissan 180SX, which was a hatchback, and featured the sloping front and pop-up headlights. This bodywork distinguishes the coupe model from its Japanese-market counterpart, the Silvia, which featured fixed headlights. Both styles, and all markets, share the same chassis, and with few exceptions, most components and features are identical. The Zenki (前期, lit. preceding period) was sold under model years 1989 through 1990. It was powered by a 140 hp (105 kW) 2.4-litre SOHC KA24E engine with 3 valves per cylinder instead of the 1.8-litre DOHC I4 CA18DET (offered in Japan and Europe during these years), with no turbocharged engine available in the United States. Four-wheel disc brakes were standard, with antilock brakes as an option on the SE. Both models were offered with either a 4-speed automatic or 5-speed manual transmission. "Coupes" offered a Head-Up Display showing a digital speedometer as part of the optional Power Convenience Group.

The Chūki (中期, lit. middle period) was available from model years 1991 to 1994. This gave the car an overhaul that included mostly minor body modifications and an upgrade to the engine. The Zenki front bumper was replaced by a smoother, more modern-looking bumper, and a new (LE) hatchback trim package was added that included leather interior. The SOHC KA24E was replaced by a new DOHC KA24DE with 4 valves per cylinder that produced 15 more hp, for a total output of 155 hp (116 kW). An optional sports package including a limited slip differential and Nissan's HICAS four wheel steering was added to the hatchback. In Canada, a VLSD (viscous limited slip differential) was standard on all cars.

Nissan 240SX convertible

In 1992, a convertible body style was added to the lineup. It was exclusive to North America and was partially assembled in Japan, with final assembly taking place in the California facilities of American Specialty Cars (ASC).

For the 1994 model year, the only available car was a Special Edition of the Convertible body style with a 4-speed automatic transmission.

The S13 was known for its sharp steering/handling (thanks to front MacPherson struts and a rear multilink suspension) and relatively light weight (2700 lb) but was regarded in the automotive press as being underpowered. The Nissan KA24E engine, while durable, was a heavy iron-block unit that produced meager power for its size. It was only modestly improved by the introduction of the DOHC version in 1991, denoted with a "D" in the designation, KA24DE. These engines are the primary difference between the North American 240SX and the world-market Silvia/180SX. Other differences include: VLSD on all Silvia/180SX and Canadian 240SX vs. VLSD standard only on USDM HICAS models; available digital climate control in Japan vs. mechanical slider control in North American cars; and manual seatbelts standard in Japan vs. automatic restraint seatbelts in North America. The Canadian model also had daytime running lights located in the lower vent holes for the North American version.

[edit] Second generation / S14 (1995-1998)

The 240SX was redesigned using the S14 Silvia body in the spring of 1994 as an early 1995 model. The hatchback and convertible body styles were eliminated, leaving only the coupe. The wheelbase of the car grew 2 inches, the track width was increased, while the overall length of the vehicle was slightly shorter than the S13. The curb weight of the vehicle went up by about 23 pounds relative to the S13 chassis, putting the S14 SE model at 2753 lb (1249 kg). The chassis, while very similar mechanically to the S13, was thoroughly revised. Dual air bags were added, while the pop-up headlights were removed in favor of fixed lamps. Though general layout remained the same though almost all parts where redesigned so that very few parts are interchangeable without modification from S14 to S13 (or vice versa). The chassis was changed slightly to increase frame stiffness (Nissan claimed 50% torsional, 100% bending rigidity increase) and utilize a slightly longer wheelbase with higher rear strut mounts. Automatic seatbelts were replaced with common manual type. The fuel tank, previously located at the rear end under the trunk floor, now sat in front of the rear suspension and behind the rear seats.

The second generation of the 240SX can be divided into two distinct variants, Zenki and Kouki:

From 1995 to 1996 the 240SX S14b(b = before) is commonly referred to as Zenki (meaning "early period" in Japanese). The base model had 4 lug 15-inch wheels, a softer suspension, no rear sway bar, and no remote trunk opening lever. SE and LE models came equipped with 16-inch, 5-lug alloy wheels, a stiffer suspension versus the base model, and a rear sway bar. The LE was an upgraded SE model, and was equipped with leather seats, keyless entry, an antitheft system, and a CD player. Antilock brakes and a viscous limited-slip differential came as an optional package to the SE model.. JDM and USDM models both had headlights with plastic lenses while the European versions had glass lenses (which are preferrred as they do no turn yellow with age like the plastic units).

S14 "Kouki"

From 1997 to 1998 the 240SX S14a is commonly referred to as Kouki/kōki (後期, lit. latter period). Changes over the 1995-96 models are primariliy related to updated bodywork including aggressive projector headlights; a new front bumper, hood, and fenders; and revised taillights and center panel. Side skirts became standard on the SE and LE trim level as well as Antilock brakes and a viscous limited-slip differential on all North American SE and LE models. 1998 marked the end of production for the Nissan 240SX, with no further variations of the S platform released in America.

Every 240SX was built in Kyūshū, Japan. The last 240SX rolled off the assembly line on July 23, 1998.

[edit] Aftermarket Tuning

Automatic models featured Nissan's "DUET-EA" system, an electronic link between the engine control module (ECM) and the transmission designed to facilitate smoother, more controlled shifts. Many users have been known to circumvent this system however in favor of a more "sports car" feeling to the ride, similar to that of an aggressively shifted manual transmission. This modification was done by simply unplugging the transmission pressure sensor located on the US driver side in the engine bay.

[edit] Swaps & Conversions

The car has a reputation for being underpowered, and to counter act this it became rather popular to swap the KA24DE for the Japanese and world-market I4 SR20DET and even the I6 RB series Nissan Skyline engines. High performance shops specialize in SR20DET swaps. Another popular option is to turbocharge the stock engine. Other Nissan swaps include the I4 CA18DET, Nissan V8 VH45DE, V6 VQ35DE, and V6 VG30DE from Z32 Nissan 300ZX. Engines from other manufacturers have also been swapped, such as the ubiquitous GM small block V8 (like the General Motors LS series), Toyota Supra 2JZ, and even Mazda RX7 rotary engines.

Continuing on their S chassis CA18DET and SR20DET engine swaps, some owners attempt full JDM conversions. JDM part swapping is not limited to just the Nissan 240SX, and it is somewhat popular through-out the "import scene". For the 240SX, some owners import the JDM specific components of the Japanese-market chassis and install them onto their USDM chassis. There are two main classes of conversions: "Hybrid" conversions wherein parts from one japanese body type are used on a different US body type, and simpler "JDM" conversions wherein parts from one japanese body type are used on the same US body type.

Popular hybrid conversions include using the front body work from a S13 Silvia (JDM coupe with fixed headlights) onto a hatchback, thus making a Sileighty hybrid. The 'Sil' comes from 'Silvia' and 'eighty' comes from '180sx', which is the designation of hatchbacks in Japan that had the CA18-based engine. Another popular option is to use the S15 Silvia front body work on either S13 or S14 chassis. Hybrid swaps are significantly more common on the S13 chassis as there are more of them on the road. Hybrid swaps may be denoted by a combination chassis number such as s13.4 which stands for s13 chassis with s14 front body work, or s14.5 for s14 chassis with s15 front body work. Furthermore other swaps have been recorded such as a 240Z front end on a S13, a Nissan 280z front end on a s13, a S14 with S13 (pop-up headlights) front end (S14.3), and S13 with R32-chassis Skyline front end.
Popular JDM conversions are to use 1996-1998 Kouki 180SX Type X JDM parts and install them on USDM hatchbacks (same body style), or installing 1997-1998 Kouki Silvia K's body work on to USDM chassis.For all years of production the JDM body work was different thus creating the possibility for USDM and JDM parts swapping even for the same chassis types.
Finally due to the differences in s14 & s14a bodywork there is another type of swap, this being between different USDM model years. This has led to the very popular 'Kouki conversion' which is achieved by swapping front headlights, fenders, bumper, hood, and rear lights (at minimum) from a 1997-98 car onto a 1995-96 chassis.

[edit] Production Numbers In the United States

All Models (including convertibles):
1989 - 68118
1990 - 60582
1991 - 34534
1992 - 27033
1993 - 21471
1994 - 1391
1995 - 25114
1996 - 7334
1997 - 3655
1998 - 1232

Total cars produced from 1989 to 1998: 251410

Convertibles only:
1992 - 2327
1993 - 4602
1994 - 1391

Total convertibles produced from 1992 to 1994: 8320

Production numbers total those acquired by American Specialty Cars.

[edit] See also

• Nissan Silvia
• Nissan 180SX
• Sileighty

[edit] External links

• Nissan 200sx 3d model
• 1991-1998 Nissan 240sx KA-Turbo
• RiceBoyTV - Drifting Coverage and Nissan 240sx Information
• [1] different body conversions that have been done to the 240sx
• [2]240sx and other cars drifting forum