1989-1994 Nissan 240SX S13

You could liken the first-generation Nissan 240SX to an indie film: ignored by the public on its debut, only to become a cult classic. From the early Datsun Fairlady and Roadster to the 240Z, Nissan delivered authentic sports machines with performance that drivers could feel through the seat of their pants. The S13, sold in America from 1989 to 1994, is no exception.

Though critics carped at the mid-sized, front-engine/rear-drive coupe for what they saw as an underpowered, unrefined engine with a disproportionate amount of torque, they couldn't deny the excellent handling from the front MacPherson struts and rear multi-link suspension, and the car's advantageous weight (2600 pounds). Despite its faults, the maligned 2.4-liter engine still provided some steer-from-the-rear ability in spirited situations and wheel-spinning drifts on demand. Along with its handsome styling, most enthusiasts, particularly the drift crowd, loved these characteristics. If they didn't, they simply modified things to suit their tastes. A wide range of performance enhancements and easy modification are hallmarks of the 240SX.

The first-generation is commonly referred to as the S13, an abbreviation of the nine-digit chassis code found in the engine bay. S13s are available in either hatchback, coupe or convertible body styles, and base model, SE (hatchback), XE (coupe) , or LE (both) trim levels.

In the first two years of production, US-market S13s came with a 2.4-liter, 140bhp SOHC KA24E. And the nickname Pignose, after the two non-functional ducts at the front. In 1991, the Nissan introduced minor styling revisions-including a duct-less front bumper-and upgraded to a DOHC KA24DE, 155bhp engine with 160lb-ft of crass (but nonetheless endearing) torque. The fastback included an optional sports package with a limited-slip differential and even Nissan's HICAS four-wheel steering. A convertible was available from 1992 to 1994, the end of the S13 generation.

As already noted, ease of aftermarket modification is one of the biggest reasons for the surging popularity in used 240SX models. Part of this is due to the wide distribution and excellent reputation the S13 achieved around the world. In Europe and Australia, the car was known as the 200SX, powered by either a naturally aspirated or turbocharged 2.0-liter engine. In Japan, it was known as the Silvia/180SX and it became the most popular sports car line in Japanese automotive history. Though the sheetmetal changed significantly in successive generations, the vehicles remained mechanically similar. So the sheer quantity of performance parts available, particularly those developed by Japanese tuners, is almost unrivalled. Check out our accompanying 240SX Performance Buyer's Guide for just a small sample of what the aftermarket has to offer.

The popularity of S13 engine swaps deserves special mention. In stock trim, the 240SX is, admittedly, a slug in a straight line. A fair number of owners remedy this by turbocharging the KA engine, but many more take advantage of the stout stock rear end and the accommodating engine bay to drop in a range of powerful alternatives.

The original turbocharged 1.8-liter CA18DET engine found in early JDM Silvias is one option, though more popular is the turbo 2.0-liter SR20DET that replaced it. First-generation 'Red Top' SR20DET engines produced roughly 200bhp and 200lb-ft of torque, while later incarnations from S14 and S15 Silvias bumped power up to 240bhp for the top-spec, 'Black Top', low-port version. These engines, readily available across the US from Japanese engine importers, bolt right in with minor modifications to radiator, throttle cable, and wiring harness, exponentially increasing driveability and tunability.

For those with more exotic tastes, there are the Skyline six-cylinder RB-series engines. Everything from naturally aspirated 2.0-liter units to twin-turbo 2.6-liter versions have also become popular, although they require significantly more work than the SR20. Even more drastic measures must be taken for swaps involving Nissan VQ-series V6 engines and the sacrilegious V8s from GM, Toyota, and Nissan.

PricingPrices vary widely, depending on location and vehicle condition. The increasing demand among Japanese car enthusiasts, particularly drift fans, have recently skewed values upward. But in major metropolitan areas, like Los Angeles and the San Francisco Bay Area, it is still possible to find hidden gems, including running models in reasonable condition for under $1000. To find a deal in other parts of the country, you may have to broaden your search to areas that have yet to discover the S13's hidden value.

As shown in the chart below, Intellichoice shows a wide range of prices for used stock S13s. Prices for modified versions vary significantly, depending on engine type (stock versus swapped), level of modification and amount of abuse-drift or otherwise. Nowadays, it isn't too hard to find swapped S13s in most major cities. But, as always, let the buyer beware when it comes to purchasing a modified vehicle. A quick check on prices around the country for S13s with the most popular SR20DET engine swap yields varying results, some falling below book value for the stock vehicle.

For the mechanically inclined, don't be afraid to look for clean and straight shells, or chassis with blown engines. Given the popularity of engine swaps, supply of used engines generally exceeds demand, particularly if you're interested in simply replacing a blown KA engine; low-mileage direct replacements can usually be picked up for a song.