Nissan Silvia

The Nissan Silvia is the name given to the company’s long-running line of sport coupes based on the Nissan S platform. Although recent models have shared this chassis with other vehicles produced by Nissan (most notably the European 200SX and North American 240SX in the S13 and S14 generations, and 180SX in the Japanese market), the name Silvia is not interchangeable with the chassis codes.

The Original Silvia
The Nissan Silvia CSP311 made its public debut at the Tokyo Motor Show in September 1964 as the “Datsun Coupe 1500”. The introductory model was a hand-built coupe based on the Fairlady convertible, styled with input from Count Albrecht Goertz. The CSP311 was powered by the 96 hp 1.6 L Nissan R series engine. The engine was equipped with twin SU carburetors. Production ceased in 1968 after a mere 554 were made (mainly in 1965), every one unique with hand-formed body panels. Most of the cars remained in Japan; however, 49 examples were exported to Australia and another 10 went to other countries. The low production numbers and tedious method of construction assured each car was unique and valuable; this is reflected by the car’s purchase price of almost twice as much as the next model in the manufacturer’s lineup at the time. After production ceased in 1968, the name Silvia would not grace another Nissan until 1974. Its marketing approach was similar to the Isuzu 117 Coupé.

S10
The S10 was the first mass-produced Silvia built on the S platform. This was “Nissan’s compact, rear-wheel-drive, sporty car platform”. Japanese versions were exclusive to Nissan Japanese dealerships called Nissan Prince Store along with the larger Skyline.
The S10 featured less “traditional” lines than similar offerings from rivals Toyota and Mazda and was summarily less popular with consumers in most markets. In Japan it was fitted with an L18 I4 engine, which it shared with the Datsun 610/Bluebird 180B. The Japanese version introduced Nissan NAPS emission control technology at its introduction. In the North American market a version incorporating the larger-displacement L20B was offered as the 200B of the same series Bluebird and Skyline. This model in North America was affixed with the mandated 5 mph (8.0 km/h) bumpers and badged as the Datsun 200SX. The S10 Silvia and Datsun 200SX were based on the Datsun B210. Its success in both markets was limited, most buyers opting for the Celica over what was considered the more mundane S-Chassis. The car had the same drivetrain as the cult-classic 510, but with cart springs in the rear rather than the 510’s independent rear suspension. Its appearance seems to be influenced by the 1970–1975 Citroën SM.

S110
This iteration of the Silvia (sold in United States and Canada as the Datsun 200SX and in Mexico as the Datsun Sakura), available as a 2-door hardtop coupe and a new bodystyle 3-door hatchback. The Japanese market version of the hatchback was called the Gazelle and was exclusive to NIssan Bluebird Store locations sold alongside the Fairlady Z, while the coupe bodystyle Silvia remained exclusive to Nissan Prince Store locations alongside the Skyline.
This generation Silvia was uniquely progressive in that it was originally intended to feature a rotary engine, designed and built by Nissan. The resulting unit was fairly unreliable, and forestalled production. Coincidentally, it shared a chassis code with the also ill-fated Mazda Cosmo, first Japanese production car to feature a rotary engine. The chassis was no longer shared with the B-series Nissan Sunny, and was upgraded to the larger A-series Nissan Stanza platform.
The car was redesigned shortly after it was released and the Wankel power plant was replaced by a line of conventional piston engines based on the new Z-series engine. These included the Z20 and the turbocharged and fuel-injected Z18ET, although the latter of the two was only available to the Japanese domestic market. In USA/Canada the 200SX had the Z20E with H165 rear axle from 1979 to 1981. From 1982 to 1983, it had a Z22E engine with H190 rear axle. Vehicles with engines under 2000cc are still considered “compact” vehicles under Japanese regulations regarding engine size.

240RS
This generation saw the introduction of the Nissan 240RS (BS110), a coupe fitted with the 2.4-liter DOHC FJ24 engine. The 240RS was built between 1983 and 1985, its production extending the end of the S110 itself. The resulting machine became Nissan’s official rally car in the World Rally Championship from 1983 to 1985, and finished 2nd in the 1983 New Zealand Rally.

S12
The S12 was produced from 1984 to 1988, with revisions to the exterior trim in 1987 (referred to as “Mark II”). It was sold in two configurations—a coupe (often called a “notchback” due to the side profile view of its rear window section) and a hatchback version.
A number of different engines were equipped in the S12 chassis, depending on production year and more specifically on the geographic market. These engines borrowed from previous designs, or in some cases, inspired future engine platforms (with the exception of the FJ series, which was designed solely with Rally competition in mind). For instance, the CA series initially borrowed design cues from the NAP-Z series. The CA18DET’s DOHC head design was similar to that utilized in the later “RB” engine series, the inline-six engine that powered the Skyline GT-Rs. Certain trims had the S12 equipped with an optional V6 engine also shared by the 300ZX (Z31) of the same vintage; this engine would be augmented with dual cam heads for the Z32.

North America
The S12 chassis in North America was badged as a “200SX”. The Coupe was available with a 2.0L SOHC engine (CA20E), while the hatchback received both the 2.0L SOHC engine, and a 1.8L SOHC Turbo (non-intercooled) engine (CA18ET). For 1987 in the United States, Nissan discontinued putting the 1.8 Turbo into the fastback, and created the “SE” model which had the 3.0L SOHC V6 engine (VG30E), generating 160 hp and 165 hp. This was the same engine offered in the non-turbo 300ZX for that generation. For 1988 the “SE” model received a 5 hp gain from using the later “W” series revisions of the VG30E with a total output of 165 hp while torque remained the same.

Europe
The S12 chassis in Europe was badged as a “Silvia”, with notable exception of Sweden where it was sold as a “180ZX”. This is a curiosity because “ZX” is traditionally associated with the Nissan Z platform. The European S12 was available only in the hatchback configuration, with the same 1.8L SOHC Turbo (CA18ET) used in North America, and in some areas the 2.0L DOHC “FJ” engine (FJ20E). The “FJ” engine series was originally designed for the 240RS rally race car as a 2.4L carburated system (FJ24), and was underbored to 2.0L. It also saw use in the “DR30” Nissan Skyline chassis, in both turbocharged and naturally aspirated versions.

Australia
The S12 chassis in Australia was badged as a Gazelle. The Australian Gazelle was available in both the coupé and hatchback. Trim levels comprised the GL (basic) and the luxury-oriented SGL with electric mirrors and windows. It was equipped with the same 2.0-liter SOHC (CA20E) engine found elsewhere producing 78 kW at 5,200 rpm, and 160 Nm of torque at 3,200 rpm. This engine was mated to either a five-speed manual gearbox or a four-speed automatic. This has made the S12 Gazelle very popular for engine conversions among motoring enthusiasts, as a sports coupé the CA20E was not quite powerful enough, as were the brakes (front disks were very small, rear drum brakes standard). the CA18DE/T, being a direct bolt in replacement for the CA20E, is quite popular and requires no modification to the drive train other than the engine itself.
When the S13 Silvia was introduced in 1988, the Gazelle nameplate was discontinued. The Nissan 180SX took its place in Japan, although in Australia there would not be a replacement until the introduction of the Silvia-based Nissan 200SX in 1995.

Japan
As with the S110, the S12 chassis in Japan was badged as both a Silvia and a Gazelle. The S12 Silvia in Japan was available in a hatchback as a basic model only, or as a coupé in base, RS, and RS-X trims. The S12 Gazelle was strictly a hatchback, available in regular, RS and RS-X variants. The RS was equipped with the 2.0L DOHC “FJ” engine (FJ20E), while the RS-X was equipped with the same engine in a turbocharged version (FJ20ET). In 1987 Nissan discontinued the FJ Series engine in the S12 and installed the updated version of the older CA, with dual cams and a bigger turbocharger—the CA18DET.
Japanese spec Gazelle models came with many options like voice command, fog lights and options for a variety of different motors (FJ20E, FJ20ET, CA18DE, CA18E, CA18DET.). The RS-X model also came with different factory alloy wheels.

Revisions
The S12 chassis in 1984-86 is referred to as “Mark I”, with “Mark II” as a revision in ’87. Below lists the description of both.

Mark I
The first trim of the S12 chassis. Bumpers featured matte-finish raised surfaces, and sides featured half-inch rubstripping. Cars featured a honeycomb radiator grille, and long corner lights. The RS-X trim in Japan and Europe received a hood bulge accent to accommodate the oversized dimensions of the FJ20E/ET engine, and featured a faux front vent with monogram (either FJ20, DOHC, or TURBO); In North America, the 1984 Turbo came with a “TURBO” monogrammed hood bulge accent, although all subsequent North American Mark I hoods were flat regardless of trim. In some markets, the 1984 and 85 could be had with a foam rubber deck spoiler. In 1986 the foam rubber deck spoiler was changed for a fiberglass version with an integrated third brake light. Some hatchbacks and all Turbo models came with ground effects, as did the RS-X coupes These had a combination of plastic mudflaps (monogrammed as either “NISSAN”, or “SILVIA” in applicable markets) and accommodating foam rubber sideskirts, as well as a foam rubber lower deflection lip. 1984 year foam rubber sideskirts featured the “NISSAN” monogram.

Mark II
In 1987, the bumpers were updated, and the matte finished surfaces were eliminated for a more uniform surface. Rubstripping was increased to 2-inch height w/ scribe detailing. The honeycomb radiator grille was replaced with a slatted version that spanned the entire front end (previous was shorter), and cornerlights were shortened. The “SE” model and the Turbo (Canada, Europe) came with new fiberglass ground effects and mudflaps, painted in the color of the car, and a new and more pronounced lower deflection lip in the front. All Mark II S12’s received a new reverse-cowl hood bulge design to accommodate clearance for the 3.0L V6. Optional rear mudflap accents were available.

Special Editions
In Europe, a limited-run (~50 units) version of the S12 was produced and sold as the “Silvia Grand Prix” model. Based on a Mark I chassis, it was powered by the FJ20E (with a few known to be sold with the CA18ET), and featured molded-in fiberglass wide body fenders and quarter sections and special edition wheels.
The widebody exterior grabs design cues from popular European rally car platforms of the time (e.g. Audi Quattro, BMW M3 Sport Evolution, Renault 5 Turbo 2, etc.), although Nissan’s choice of the FJ20E over the FJ20ET suggests this was more of a “rally inspired” car rather than a serious performance trim. The Silvia Grand Prix holds the distinction as the rarest incarnation of the S12, and is generally considered something of a collector’s item. The Mark II revision of the S12 chassis marked the end of the Silvia Grand Prix.

S13
The S13 Silvia, introduced in mid-1988 for the 1989 model year, was immensely popular in Japan. The Silvia name was no longer used on export models, however; European models were now known as 200SX. In North America, the S13 was known as the 240SX (please see lower down for the 240sx). The Nissan 200SX nameplate would return on a 3 door hatchback version of the B14 Nissan Sentra (1995–99). The S13 was based on the first generation Nissan Cefiro, the A31. Following industry trends, the S13 Silvia switched to relampable fixed headlights. Projector optics were offered as an option.
The S13 Silvia coupe was made from 1988 to 1994, overlapping with the S14 Silvia introduced in 1993. The Nissan Silvia used fixed headlights; whereas, the 180SX, simply a hatchback version of the Silvia, introduced at the same time used pop-up headlights. The hatchback version, called the Gazelle, was no longer offered in Japan, but remained in production internationally until 1995. A Silvia convertible was briefly offered soon after the start of production, but it was never popular, perhaps due to high cost (3.25 million Yen in 1988), heavier curb weight, and chassis flex.
The S13 was one of the first uses of Nissan’s multi-link rear suspension, the technology of which was previewed in concept cars in previous years, such as the Nissan MID4. It also offered a four-wheel steering system for the first time, known as HICAS-II. In 1990, HICAS-II was updated and renamed SuperHICAS. The S13 also saw the introduction of a viscous-type limited slip differential for some models.
S13 Silvias were initially powered by the CA18DE and CA18DET engines carried over from the end of S12 production, with an intercooler added to the CA18DET for a slight increase in stability and power. In mid-1990, (for the 1991 model year) the SR20DE and SR20DET engines debuted, offering improvements across the board in power and torque due to increased displacement and a more efficient turbocharger than was offered on the previous cars. One of the other simple changes that was made between the CA generation and the SR generation was the switch to a single colour paint job, instead of the two-tone colour sets that were previously offered. On top of this, the SR motor later debuted another variant of the platform known simply as the “black top”. Identifiable by its black and silver rocker-cover (as opposed to the traditional red/silver cover), it featured a number of minor changes, resulting in little performance gain. It is vastly different to the more powerful “notch top” used in the S14 and S15 variants.
In the U.S. the S13 was replaced after the 1994 model year by the new S14 design, but lived on till 1999 in Japan with a major face lift, the 180SX Aero (Type X). this was the “Kouki” generation, while the previous was “Chuki” gen. The Kouki featured newly design tail lights a redesigned aero body kit and out fitted with an airbag . In 1998, the S13 Silvia was resurrected, in part. A variant was produced by Kid’s Heart for Nissan called the Sileighty, which featured the 180SX body with the front end from the Silvia. The Sileighty style was originally created by Japanese enthusiasts for their own 180SX’s, and is still a common modification for the 180SX and 240SX fastback. The Sileighty also made an appearance in a Japanese anime and manga series known as Initial D. The series (based around the Japanese motor sports of Touge and drifting) featured the Sileighty in one of the last battles of the First Stage (or first season in the anime).
The creation of the Sileighty then followed by another version of the Silvia known as the Onevia. Based on the chassis of the S13, the front end of the Silvia would be removed and replaced with the front end of a 180SX. The Onevia was never retailed as a complete car in Japan (though it was in North America: the notchback version of the 240SX was essentially a left hand drive version of the Silvia with the 180SX/240SX nose).
There was also a retro-styled car (á la the Zimmer Golden Spirit) which used the S13 Silvia’s centre portion, engine, and underpinnings. It is called the Mitsuoka Le-Seyde and was built in a very limited series in 1990.

Trim level designation
The S13 Silvia was the first S-series car to use the J’s, Q’s, and K’s designations for the different trim packages. These names are references to the face cards of English playing cards.
The J’s was the base model . The Q’s model offered a slightly more refined experience and received electric options and an available LSD. The K’s grade received the turbocharged CA18DET or SR20DET (depending on the year of manufacture) in addition to the options offered on the Q’s.
On top of the K’s and Q’s models, the Club and Diamond Selection packages came with specific options bundled together. For example, all K’s Club Selections came with projector headlamps, a rear spoiler, and 15″ aluminum wheels while all Q’s models came out with automatic climate control.
The Silvia A’s “Almighty” was introduced in late 1992. Trim wise, the Almighty slotted between the J’s and Q’s, offering options not available on J’s, but not including all the standard features of the Q’s. The only available engine/transmission was the naturally aspirated SR20DE coupled with the four-speed automatic or a five-speed manual.

S14 (Japanese model)
The S14 Silvia debuted in Japan towards the end of 1993. It was lower and wider than the S13. New rounded styling contributed to the illusion of a greater increase in size than actually occurred. Wheelbase and track were both increased, leading to slightly improved handling. Unlike export markets, where sales of the S14 chassis variants faltered, the Silvia remained popular in Japan. However, the width dimension exceeded 1700mm, which pushed this generation out of the compact class tax bracket, which made Japanese buyers liable for additional yearly taxes.
Trim level designations were similar to the S13, however the Club Selection package was dropped. “Aero” variants of the Q’s and K’s were offered that featured large rear wings and mild ground effects.
The S14 Silvia K’s received a new version of the SR20DET, with a slight bump in power due to the implementation of Nissan’s variable cam timing system known as N-VCT, on the intake cam, and a larger T28 turbocharger.
There was a mild styling update to the S14 during 1996, which added aggressive-looking projector headlamps and tinted taillights to all models. Fascias and other exterior trim pieces were also revised. The turbocharger now used a more efficient ball bearing center section. This updated version is also known as the kouki (後期, literally “later period”) S14, or by enthusiasts as the S14A. A similar car was sold as the second generation 240SX in the United States from 1995 to 1998. The final model year of S14 production in all markets was 2000, called the Touring Model, which had a better engine, pistons and a high throttle on lower gears.
The S14 was sold in Taiwan as the AREX Elite 901.

270R
The Nismo 270R was a limited edition vehicle developed by Nissan Motorsports. The vehicle was built on the S14 chassis but had many enhancements over the Silvia. Only fifty 270Rs were ever built and they were only produced in 1994. The ‘270’ is in reference to the horsepower of the unique car as opposed to the displacement of the engine (as other vehicles, including the 240sx, were previously named upon). The 270R featured a vented hood, Nismo ‘Edge’ Aero kit, heavy duty clutch, 2-way limited slip differential, and a front mount intercooler, NISMO logo front and rear seats among other upgrades. All the 270s were painted black with ‘Nismo 270R’ badging above the rear wheels and a product numbered plaque in the glove compartment.

Autech Version K’s MF-T
Tuning company Autech, has a tuned adaption of the CS14 King’s variant. This includes Aero style HUD with white displays and gauges for oil pressure, boost, and voltage in the centre console, along with a MOMO steering wheel and leather gear knob. The interior trim is also revised.
Handling improvements include multi-link suspension, firmer shocks and springs, front strut brace, and a rear sway bar. A large F40 style rear spoiler and aero bodykit with Autech indicators are also fitted. An “Autech Version K’s MF-T” badge and sticker can be found on the boot.
An IHI ball bearing turbo (VN14) was fitted in favour of the Garrett T28 for slightly quicker response and flow. Larger 480 cc Injectors found in the later S15 Spec R’s were also fitted as well as a thicker 80 mm intercooler also found in S15’s. To help expel exhaust, a higher flowing Fujitsubo Giken (FGK) exhaust was fitted.
The engine is an Autech-tuned SR20DET that produces 245hp.

S15
Japan saw a new version of the Silvia (S15) in 1999, now boasting 250 hp from its SR20DET engine, thanks to a ball-bearing turbocharger upgrade, as well as improved engine management. The SR20DE (non-turbo motor) featured 165 hp.
The S15 Silvia included aggressive styling inside and out, updating the previous Silvia styling in-line with modern car design trends. The body dimensions were reduced from the previous generation so that it would comply with Japanese Government compact class, which had an effect on sales of the previous model.
The S15 Silvia model lineup was initially simplified to just the Spec-S and Spec-R, both models offering an “Aero” variant with a large rear wing and side skirts/valances.
This generation of the Silvia was only sold in Japan, Australia and New Zealand but was available as a grey import in most other countries. In Australia and New Zealand the car was sold as the Nissan 200SX.
Within the Australian domestic market (AUDM), the S15 sold in 2 trim levels as noted above; Spec-S and Spec-R – however both models featured the SR20DET motor, albeit slightly detuned from the JDM spec cars. Nissan S15s were never officially sold with the naturally aspirated SR20DE engine in Australia or New Zealand. These two models were available at Nissan showrooms until the Nissan 200SX GT was introduced in 2002, the last year of production for the S15. Main differences here were namely the wheels being finished in a silver shadow chrome and updated larger rear wing.
The S15 was sold in Taiwan as the AREX Elite 951.
As of 2002, Nissan stopped producing the S platform with the S15-series Nissan Silvia being the final variant.

Spec-R
The Spec-R differed from previous Silvia models by featuring a 6-speed manual transmission. The Spec-R also included extensive chassis and suspension strengthening via the use of larger anti-roll bars and strut bracing. The S15 featured the same 4-piston front brake calipers that were found in the S14 but included a larger brake booster.
One of the biggest changes to the S15 model of the Silvia fitted with the 6-speed manual transmission was the implementation of a helical limited slip differential. The result was a safer, more track suited drive; in some contrast to its drifting heritage and subsequent media attention. All other versions of the Silvia (S14, S15 Spec S JDM) came with the viscous limited slip differential.
As with many Nissans, HICAS (High Capacity Active Steering) four-wheel steering was available as an option.

Spec-S
The Spec-S featured only a 5-speed manual transmission (in addition to a 4-speed automatic available on both the Spec-S and the Spec-R). It also lacked the additional chassis support of the Spec-R; featured 4-piston front brake caliper and a slightly smaller brake booster. The Spec-S also only featured open differential. Note that Australian delivered Spec-S models featured the same helical differential, chassis bracing and 6sp manual transmission as the Australian delivered Spec-R models.
The S15 line was later expanded to include various luxury and upgrade option packages for both the Spec-S and Spec-R. Autech, a specialty car developer, also offered several tuned versions of the S15; one with body and interior trim modeled after the Ferrari 456, called the style-A, available in both Spec-S and Spec-R based trims; and a second tuned version was based on the Spec-S trim level with the engine output increased to 200 hp through the use of increased compression, more aggressive camshafts, and free-breathing intake and exhaust tracts, along with ECU tuning and upgrades to the chassis and suspension. This version also included the 6-speed transmission and other upgrades normally found only in the Spec-R.
There was also a convertible variant of the Silvia, called the Varietta, featuring a folding retractable hardtop. The Varietta was built by Autech and was based on the Spec-S model, featuring the same naturally aspirated engine, with a choice of the 5-speed manual transmission or the 4-speed automatic transmission.
Production of the Silvia ended in August 2002 amidst Nissan’s efforts to reduce its myriad of platforms. The S15 Silvia was therefore the last car to hold the Silvia badge. Nissan’s worldwide sports car platform is now the FM Platform, which underpins the current Fairlady Z (the 350/370Z outside Japan), as well as the 2001- onwards Nissan Skyline (the Infiniti G35/37 in North America).

Nissan 240SX (Amercian market)
The 240SX is a sports car that was introduced to the North American market by Nissan in 1988 for the following model year. It replaced the outgoing 200SX (S12) model. Most of the 240SX were equipped with the 2.4-liter inline 4 engine (KA24E from 1989–1990 and KA24DE from 1995–1998). The KA24E had a single over-head cam and KA24DE had dual over-head cams.The capacity to expand the engine bay, to numerous contents.Two distinct generations of the 240SX, the S13 (1989–1994) and the S14 were produced based on the Nissan S platform. The SR20DET was never legalized or introduced into the North American market in a 240SX, though some like to import them.
The 240SX is closely related to other S platform based vehicles, such as the Japanese-market Silvia and 180SX, and the European-market 200SX. Although their names are similar, the 240SX is unrelated to the 240Z or the 280ZX.

First Generation S13 (1989-1994)
The first generation of the 240SX can be divided into two distinct versions, both having the sporting advantage of rear wheel drive standard. Each of these variants came in two distinct body styles: fastback, which was offered in both base and SE trim, and coupe, which was offered in base, LE and bivenlar race car platinum edition trim levels. Both styles shared the same front bodywork as the Japanese-market Nissan 180SX, featuring the sloping front with pop-up headlights. This bodywork distinguishes the coupe model from its Japanese-market counterpart, the Silvia, which featured fixed headlights. Both styles in all markets share the same chassis, and with few exceptions, most components and features are identical. The 240sx is a popular car in the sport of drifting due to its long wheelbase, low cost, ample power, and abundant aftermarket support.
1989 and 1990 models are powered by a naturally aspirated 140 hp, 160 pound-feet 2.4l SOHC KA24E engine with 3 valves per cylinder (instead of the turbo-charged and intercooled 1.8-liter DOHC CA18DET offered in Japan and Europe in the 180SX and Silvia). Four-wheel disc brakes were standard, with antilock brakes available as an option on the SE. Both models were offered with either a 4-speed automatic or 5-speed manual transmission. “Coupes” offered a Heads-up display (HUD) with a digital speedometer as part of the optional Power Convenience Group.
The 240SX received some updates in 1991. This gave the car an overhaul that included a minor update of the exterior and a new cylinder head. The front bumper was updated and a new “LE” hatchback trim package was added that included leather interior. The SOHC KA24E was replaced by the DOHC KA24DE, now with 4 valves per cylinder, rated at 169 horsepower and 160 pound-feet. An optional sports package including ABS, a limited slip differential, and Nissan’s HICAS four wheel steering was now available on hatchback models. In 1992, a convertible was added to the lineup and was exclusive to the North American market. These vehicles began life in Japan as coupes and were later modified in the California facilities of American Specialty Cars (ASC).For the 1994 model year, the only available 240SX was a Special Edition convertible equipped with an automatic transmission. The US 240sx convertible differed from the Japanese market version, in that the Japanese market model had a power top cover boot, whereas the US market model had manually installed boot cover once the top is down.
The S13 was known for sharp steering and 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 engine, while durable, was a heavy iron-block unit that produced meager power for its relatively large size. It was only modestly improved by the change to the DOHC version in 1991. These engines are the primary difference between the North American 240SX and the world-market Silvia/180SX/200SX. The KA24DE did not come turbocharged while the SR20DET did. Other differences include a standard limited slip differential on overseas and Canadian models, available digital climate control in Japan, and manual seat belts standard in Japan and Canada vs. automatic restraint seatbelts in America. The 240sx S13 model came standard with a dual tip exhaust system, as well as a single tip exhaust system.

Second Generation S14 (1995-1998)
The 240SX was redesigned in the spring of 1994 as a 1995 model. The hatchback and convertible body styles were eliminated, leaving only the coupe. The wheelbase of the car grew 2 inches (51 mm) and the track width was also increased, while the overall length of the vehicle was slightly shorter than the previous generation. The curb weight of the vehicle increased by about 80 pounds relative to the 1994 model^. Dual air bags were added and the automatic seatbelts were replaced with common manual type. The pop-up headlights were removed in favor of fixed lamps. Though the general layout remained the same, almost all parts were redesigned to the extent that very few parts are interchangeable. The chassis was changed slightly to increase stiffness (Nissan claimed 50% torsional, 100% bending rigidity increase) and utilized higher rear strut mounts. 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 base model had 4-lug, 15-inch wheels, a softer suspension, no rear sway bar, and no remote trunk opening option. Base model dealer options could have features added such as leather, ABS, & a viscous limited-slip differential. SE and LE models came equipped with 5-lug, 16-inch alloy wheels, a stiffer suspension than the base model, and a rear sway bar. The LE was basically an upgraded SE model, equipped with leather seats, keyless entry, an antitheft system, and a CD player. Antilock brakes and a viscous limited-slip differential could be had as an optional package to both base and SE/LE models.
In 1997, the 240SX received minor updates. The different looks of the S-Chassis are referred to as before change “Zenki” as seen on the right, and after change “Kouki” as seen on the left. Changes were primarily aesthetic, including new projector headlights, front bumper, hood, fenders, and revised taillights and center panel. Side skirts became standard on the SE and LE trim level. 1998 marked the end of production for the Nissan 240SX, with no further variations released in America. The later generation of the 240sx suffered in sales due to the competition from other car manufacturers. Every 240SX was built in Kyūshū, Japan. The last 240SX rolled off the assembly line on July 23, 1998.

Motorsports
The S-series is a popular drift car, especially the S13 through S15 vehicles. The car has enjoyed success in the sport, having won 7 D1 Grand Prix championships with 5 different drivers driving the S15 (Nobuteru Taniguchi:2001; Ryuji Miki:2004; Yasuyuki Kazama:2005; Masato Kawabata:2007; Youichi Imamura:2009,2010,2011) and a Formula D championship with the Hoonigan sponsored Hertech Eugene Jr. (BG) driving the S15 in 2012.
Silvias have been raced successfully in the All-Japan Grand Touring Car Championship (now Super GT) and its predecessors. In the late Eighties, when Group B was banned, S110 and S12 Silvias also saw limited success in rallying, mainly on endurance rallies. During the S13’s production, there was a one-make series in Japan. The S13s were also successful in racing in the IMSA GTU class during the early 1990s.

 

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