Quick Facts

• S13 Silvia Of all the Silvias that Nissan conceived from the past to the future models pending to be launched, the S13 was probably the only model that was most controversial. It had the most number of variances in terms of engine option and chassis styles. Even after more than 10 years of its introduction, car enthusiasts around the globe are still trying to figure out how and why Nissan named this cult machine in various parts of the world. Here I shall attempt to shed some light on these issues. Introduced in 1988, the S13 had no less than three body styles in the original form. There were the coupe version, hatchback and the convertible. The Japanese domestic cars were powered either by the CA18DE or the CA18DET engine. USA had the KA24DE engine. The KA24DE engine had 12 valves in 1989 & 16 valves version from 1991onwards. HICAS (4-wheel steering) was also available as an option on domestic and export models although there were restrictions in some trim levels. In Japan, trim levels were J's, Q's and K's. Export market cars had a pop-up headlights which was codenamed as either RS13 or as in the later years, RPS13 which was endowed with a SR20DET engine. These were also commonly known as 180SX in Australia and European countires and/or 200SX in Asia. The domestic Japanese models had fixed rectangular lights and known generally as "Silvia" in the country. When a newer S14 was introduced, a 2Litre engine called the SR20DET was developed for it. Running along side with the production of the predecessor, the S13 also benefited itself with the SR20DET engine capable of higher horse power. This made the drifty car even more tail-happy. With the transplant of the SR20DET, Nissan once again renamed the RS13/RPS13 as PS13 Silvia ( rectangle headlights ) or as PS13 200SX ( with pop-up lights ) and continued to be sold in Japan until its production ended in 1995. • S14 Silvia First launched in 1993, along side with the enduring S13, all chassis numbers were prefixed with an "S14" It was clothed in a new styling, a longer chassis and a pair of fixed headlights. Pop-up headlights disappeared in all markets. The new SR20DET engine also received Nissan's new variable valve timing. HICAS was not an option for export models, except the 240SX SE. This time round the S14 was produced only in coupe styling; no hatch, or convertible. Rear badges were highly polished and labeled on the right side on the rear. Japanese trim levels were J's, Q's & K's, similar to the S13 Silvia. Export models had two or three levels depending on the export destination. All except North America received the SR20DET. In Japan, Turbo cars had a 3-gauge cluster under the radio consisiting of an Oil Pressure, Boost and Voltage gauges. Export cars did not have this items as stock trim. In 1995, the S14 received a headligh face lift. It was lossely known as S14a. The R33 look-alike headlights were discarded and replaced with a more aggressive looking headlight which tapered towards the center of the car. • S15 Silvia The latest and probably the last line of Silvia models was introduced on the 16th January 1999. Some suspension parts were derived from the R34 Skyline, and having an aluminum chassis reduced its overall weight. Considerable effort was focused on tightening up the body. Two models were available: Spec-S and Spec-R. Power output of the updated SR20DET in Japan and NZ is around 186KW (250HP) for the manual and 164KW (220HP) for the Auto. Australian imported cars remained at 147KW. This time round a 6-speed manual transmission was coupled with the more powerful SR20DET on the turbo models. In Australia, manual versions came with the Helical LSD (similar to that of the R34 GT-R) and Autos retained the Viscous LSD. Other markets S15 Spec-S also received the viscous LD whilst the S15 Spec-R had the Helical. Australian models did not include the climate control air-conditioning, boost gauge and/or the rear wiper. Black was added in place of Shiraz in the Australian line-up. Yellow was introduced to the colour lineup in March 2001.