\Maximum Impact
With Its Turbo SR20-Power And Retina-Scorching Body Mods, This 240 Hits Hard

Text by Evan Griffey
Photos by Jason Mulroney

There is no denying the seductive bodylines of the Nissan 240SX (or sultry Import Tuner Model Jillian Hogan for that matter). Its sculpted look (the car's) takes well to body tuning and its wheel wells welcome big-league aluminum, but there are two strikes against the sporty coupe that have kept it out of the starting lineup of many enthusiasts. Strike one is its cost off the showroom floor, which regularly topped $25,000. The second strike is the car's KA24 engine, which is regularly called a truck engine because it started life powering Nissan's compact pickup truck. Since the 240SX ceased production in 1998, it's a used-car proposition making strike one a foul tip of sorts. As far as strike two is concerned...can you say engine swap? The most popular engine swap for the 240 is the Japan-spec SR20DET and when done right, it turns strike two into a home run. Jonathan Yeh of Chino, Calif. took this route when it came to modifying his 1995 240SX for maximum impact.

The SR20DET can be looked at as the "better" Japanese version of the SR20DE found in the Sentra SE-R. Despite the numeric similarities of the engine designation codes, there are numerous internal differences between the U.S.-spec Sentra/200SX powerplant and the Japan-spec Silvia engine. Most notable are the pistons and rods which are boost-ready units. Another big difference is the Silvia's under-piston oiling, a big advantage when it comes to reliability. However a key difference makes the 240 swap a challenge for skilled technicians--the Sentra is a front-drive engine and the Silvia is a rear-drive design.

Jonathan's search for skilled technicians led him to the doors of SP Engineering, a tuning shop in City of Industry, Calif. that has really caught our attention. SP reports the swap itself was a straightforward, one-day affair requiring no modifications to the engine mounts or engine bay mounting points. The big hurdle was wiring. This is a Japanese engine, wiring harness and ECU going into a U.S. car with no shop manual. So finding things such as signals for the speedometer, tach and other gauges was a trial-and-error procedure that pushed the company's voltmeter to the breaking point. The SP Engineering crew headed by chief engineer Jason Reinholdt worked on and off on the wiring dilemma for two or three weeks. Their efforts paid off; all lights and gauges work like they did from the factory.

Can swapping to a smaller displacement engine make more power? When it's a factory turbocharged engine, you bet it'll out-gun the original. SP Engineering credits the truck heritage of the KA24 and the technologically advanced engineering in the SR20DET for the big difference in appeal between the two powerplants. The Silvia engine, a S13-spec engine, is stock, right down to its T25 turbo, but boost has been bumped from the stock 10 psi to 14 psi via a HKS EVC IV boost controller.

SP Engineering grafted a GReddy S14 intercooler into the mix. The challenge was making the cooler's S14 piping work on a S13 engine and Jason handled the situation without missing a beat. A GReddy Type-R blow-off valve was welded in the system to relieve pressure between shifts. Outgoing gases are escorted by a Blitz Nur Spec R exhaust featuring beefy 3.5-inch tubing. What's the bottom line of this swap? SP Engineering conservatively estimates the engine makes 250 hp which puts it 100 horses ahead of the KA24. Now that's maximum impact.

As its sweet copper-colored paint and buff Bomex body armor illustrate, Jonathan's 240 takes its maximum impact mission beyond engine performance. The Nissan flexes a full-tilt Bomex body kit which includes a front clip that perfectly frames the intercooler, side skirts, grille, an aggressive wing and rear fascia. One cool styling cue that lends added appeal to the 240 is the Bomex hood spoiler. This piece mounts on the leading edge of the hood and adds a one-off flair to the car. Another trick aero feature of the Nissan is the way the Bomex side mirrors tuck close to the body.

The aero package was installed and pristinely painted by 20/20 Autobody. The copper color is a factory Volvo color called saffron. Selecting stock colors from a different car manufacturer is a great way to save money and get a "custom" color. Since these paints are widely used and require no custom mixing, they are less expensive than a crazy concoction of hues. Furthermore, if you were to get a scratch (or worse) a repaint is easy with stock colors, near impossible with some whacked-out, one-off color. The crew at 20/20 laid four coats of Saffron which gives the Nissan its seductive deep-luster finish.

The 240 sports the required low-down stance thanks to Koni adjustable shocks, Sheep Dog springs and big-time rolling stock. The Nissan rides on 19-inch Dazz Motorsport Matiz aluminum and Pirelli P7000 rubber. Up front, 19x8.5 rims are joined by 235/35 tires while the rear is shod with a 19x9.5 and 265/30 combination. The Matiz wheel is Dazz Motorsport's latest offering and the three-piece, seven-spoke creation has a lot going for it. The wheel sports a unique center cap treatment and is finished in Dazz's Dynamic Diamond Finish. If you like what you see, you better be serious; the Matiz only comes in 18- and 19-inch sizes.

To counteract all the extra gusto within the 240, Jonathan opted to up the car's stopping power by way of 300ZX Twin-Turbo front brakes. SP Engineering has experience with this procedure. The upgrade uses the 300ZX hub/rotor assembly and caliper. SP mounted the calipers and fabricated stainless-steel braided lines. The shop reports the installation takes two to three hours.

In the cabin Jonathan has added the few highly effective components needed to get the job done. On the information side we find GReddy EGT and boost gauges, the HKS EVC IV boost controller, a turbo timer and a good deal of carbon fiber accent trim. Under the banner of comfort and convenience, we find Recaro SR-D bucket seats and a Momo competition steering wheel. A C's short shifter is also on call, adding to the driving experience.

As it sits, Jonathan's 240 represents a Stage 1 level of modification with the swap taking up much of the effort. And the effort pays dividends as the install looks clean enough to be mistaken for OE. SP Engineering has Stage 2 plans in the works and these plans will encompass moving to a HKS GT2835 ball-bearing turbo, converting to speed density via a HKS VPC, swapping in a HKS metal head gasket to contain the boost and installing JUN cams. The plan is to turn up the boost, add the fuel and produce truly prodigious power from the stout-and-ready SR20DET.

Jonathan's 240 was completed just before the Import Tuner photo shoot, but rest assured it ain't no trailer queen. The 240 is driven daily, just like God intended. Looking at our tech sheet, we found there were many lines left blank but Jonathan's 240 vividly illustrates that even with a minimum number of parts, maximum impact can be achieved.

Text and photos courtesy of Import Tuner Magazine