Nissan 200sx Air Bag
Nissan 200sx Air Bag
The 240SX is a two-door compact 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. All versions of the 240SX were equipped with the 2.4-liter inline 4 engine (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 based on the Nissan S platform. The 240SX is closely related to other S platform based vehicles, such as the Japanese-market Silvia and 180SX , and the European-market 200SX .
First generation / S13 (1989-1994)
The first generation of the 240SX can be divided into two distinct variants: Zenki and Chūki . Each of these variants came in two distinct body styles: hatchback, which was offered in both base and SE trim, and coupe, which was offered in base, LE and SE trim levels. Both styles shared the same front bodywork as the Japanese-market Nissan 180SX, featuring the sloping front with retracting 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 Zenki (前期, lit. early period ) or "Pig-Nose" was sold for model years 1989 and 1990. It was powered by a naturally aspirated 140 hp (105 kW) 2.4 liter SOHC KA24E engine with 3 valves per cylinder instead of the turbo-charged and intercooled 1.8-liter DOHC I4 CA18DET offered in Japan and Europe during these years. 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 Head-Up Display (HUD) with a digital speedometer as part of the optional Power Convenience Group. It shared the same chassis as a z32.
The Chūki (中期, lit. middle period ) or "Shark-Nose" was available from model years 1991 to 1994. This gave the car an overhaul that included a minor update of the exterior and a small upgrade to the engine. The Zenki front bumper was replaced by a smoother, more modern-looking front bumper cover. Also 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, producing 15 more horsepower, for a total output of 155 hp (116 kW). An optional sports package including ABS, a limited slip differential and Nissan's HICAS four wheel steering was now available on hatchback models. In Canada, a VLSD (viscous limited slip differential) was standard on all cars.
In 1992, a convertible body style 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 of the Convertible body style all of which were equipped with the 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 relatively large size. It was only modestly improved by the introduction of the DOHC version in 1991. These engines are the primary difference between the North American 240SX and the world-market Silvia/180SX/200SX. Other differences include: VLSD on all Silvia/180SX/200SX 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 and Canada vs. automatic restraint seatbelts in America. The Canadian model also had daytime running lights located in the lower vent holes.
Second generation / S14 (1995-1998)
The 240SX was completely redesigned using the platform from the S14 Silvia 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 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 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 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 where redesigned to the extent that very few parts are interchangeable without modification (S14 to S13 or vice versa). 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 second generation of the 240SX can be divided into two distinct variants, Zenki and Kouki :
From 1995 to 1996 the 240SX S14b 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 option. 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 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 came as an optional package to the LE model only. SE did not get the limited slip differential. Japanese Domestic Market (JDM) and US Domestic Market (USDM) models both had headlights with plastic lenses while the European versions had glass lenses to conform to European standards (which are preferred as they do no turn yellow with age like the plastic units).
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 were primariliy aesthetic, including new aggressive projector headlights, front bumper, hood, fenders and revised taillights and center panel. Side skirts became standard on the SE and LE trim level as well as ABS and VLSD 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.
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.
Swaps and conversions
The car has a reputation for being underpowered, and to counteract 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. Another popular option is to turbocharge the stock engine (engine is then commonly referred to KA24DE-T). Stock engine internals can be made to deliver over 300 horsepower with the addition of a properly configured turbo setup.
A smaller number of owners have also attempted supercharging. 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 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 hat
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