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.
Radiator reservoir yellows and weakens over time.
Idling problems (sometimes bad enough to stall the engine) are a common complaint, in most cases caused by the IAA valve (controls air intake to the fuel injection system) and solved by establishing an extra ground wire and covering the original connecting cable with plastic tape.
Mysterious 'check engine' light? See if the EGR tube has broken or come loose.
KA24 valve cover gaskets cann leask as well as the fuel injectors.
Power steering return hoses harden and leak.
A common solution for worn out brake master cylinders is to upgrade to a 300ZX unit. Likwise with the front brake calipers and rotors.