Nissan NSX 240: the legendary Japanese supercar with a turbo engine

Nissan NSX 240 is one of the most mysterious and rare modifications of the iconic Japanese supercar, which never saw mass production. Developed in the early 1990s as a response to growing competition in the high-performance car class, this model was intended to be a logical continuation of the original Honda NSX (known in Japan as Acura NSX), but with a fundamentally different approach to the power plant. Unlike the naturally aspirated V6 of the base version, The NSX 240 was equipped with a turbocharged engine, which promised revolutionary changes in the dynamics and character of the car.

History Nissan NSX 240 closely associated with the racing program Nissan in a group JGTC (Japanese Grand Touring Championship) and the brand's desire to create a road-going supercar that can compete with Porsche 911 Turbo And Ferrari 348. The prototype, presented in 1993, remained in the status of a concept, but its technical solutions and design ideas influenced subsequent generations of sports cars Nissan, including the legendary GT-R R33. Today NSX 240 is an object of hunting for collectors, and its history is full of myths and technical nuances that are worth examining in detail.

Technical characteristics of the Nissan NSX 240: what was the prototype hiding?

Main difference Nissan NSX 240 from serial Honda NSX - this is 2.4-liter turbocharged V6 engine (code VR24DETT), developed on the basis of atmospheric C30A from Honda, but with deep modification by engineers Nissan. This engine is rumored to have developed about 400 hp - almost twice as much as the standard one NSX (270–280 hp), which made it a direct competitor Porsche 964 Turbo. Turbocharging was provided by two sequential turbochargers IHI, and the engine management system was borrowed from racing prototypes Nissan R390 GT1.

Transmission NSX 240 also underwent changes: instead of the 5-speed manual transmission of the base model, engineers installed 6-speed gearbox with shortened gear ratios, similar to the one that later appeared on Nissan Skyline GT-R R33. The suspension remained independent on double wishbones, but was strengthened with racing shock absorbers Bilstein and anti-roll bars of increased diameter. The brake system included Brembo ventilated discs with a diameter of 330 mm at the front and 304 mm at the rear - at that time this was a top figure.

• 🔧 Engine: V6 VR24DETT, 2.4 l, twin-turbo, ~400 hp
• ⚡ Transmission: 6-speed manual transmission, rear-wheel drive, limited-slip differential Torsen
• 🏁 Dynamics: 0–100 km/h in ~4.0 s (according to calculations), max speed — 300+ km/h
• ⚖️ Weight: ~1350 kg (100 kg heavier than standard NSX due to the turbo system)

Interesting fact: body NSX 240 was made of aluminum using technology Honda ASF (Aluminum Space Frame), but with additional amplifiers to compensate for the increased power. The exterior design was practically no different from the serial one NSX, with the exception of the more aggressive front splitter, rear wing and flared wheel arches that later appeared on the racing version NSX GT.

Why didn't the Nissan NSX 240 go into production?

The main reason why Nissan NSX 240 remained a prototype - this financial and marketing risks. In the early 1990s Nissan was already pursuing an ambitious program to develop Skyline GT-R R33 And 300ZX Twin Turbo (Z32), which absorbed the lion's share of the budget. The release of another flagship supercar could lead to the cannibalization of sales within its own model range. In addition, Honda, which owned the rights to the platform NSX, was not interested in cooperation with a direct competitor.

The second reason is technical difficulties. Turbocharged engine VR24DETT, despite its impressive characteristics, suffered from reliability problems: overheating of the turbines, unstable operation of the control system and high fuel consumption (about 20 l/100 km in the combined cycle). Engineers Nissan were unable to achieve an acceptable balance between power and resource without significantly increasing the cost of the project. For comparison: serial NSX was famous for its reliability and could travel more than 200,000 km without major repairs, while NSX 240 required maintenance every 30–40 thousand km.

⚠️ Attention: All surviving prototypes Nissan NSX 240 (according to various sources, there are from 2 to 5 of them) are in closed collections Nissan Heritage Collection and private museums. Attempts to purchase such a car on the secondary market will most likely lead to fraud - modified standard ones are often sold under the guise of "NSX 240" NSX with turbo kits.

• 💰 Reasons for abandoning serial production:
  • High development costs (~$50 million according to 1993 estimates)
  • Competition with own models (300ZX, GT-R)
  • Lack of consent Honda to use the platform
  • Economic crisis in Japan (end of the bubble)

Comparison of Nissan NSX 240 with competitors: who was stronger?

If only Nissan NSX 240 entered production, it would become a direct competitor to three legendary models of the early 1990s: Porsche 911 Turbo (964), Ferrari 348 TB And Toyota Supra MK4. Let's compare their key parameters:

Parameter	Nissan NSX 240 (prototype)	Porsche 911 Turbo (964)	Ferrari 348 TB	Toyota Supra MK4
Engine	V6 2.4 l, twin-turbo, ~400 hp	Flat-6 3.6 l, turbo, 320 hp	V8 3.4 l, atm, 300 hp	I6 3.0 l, twin-turbo, 320 hp
0–100 km/h	~4.0 s	4.8 s	5.6 s	4.6 s
Max. speed	300+ km/h	280 km/h	270 km/h	250 km/h
Weight	1350 kg	1450 kg	1370 kg	1530 kg
Price (1993)	~$120,000 (estimate)	$110 000	$130 000	$40 000

As can be seen from the table, NSX 240 could become a leader in terms of power-to-weight ratio (296 hp/ton versus 220 for Porsche and 219 y Ferrari). However, his main trump card is aluminum body and rear-engine layout (inherited from Honda NSX) - gave an advantage in handling on winding roads. Porsche 964 Turbo, despite the lower power, benefited due to all-wheel drive and a well-developed turbo system, and Supra MK4 was unaffordable.

Tuning potential and modern replicas

Although original Nissan NSX 240 remained only in prototypes; enthusiasts around the world are creating replicas of it based on serial ones. Honda NSX first generation. Main areas of tuning:

1. Engine: Replacing the standard C30A on VR38DETT from Nissan GT-R R35 (with electronics adaptation) or on 2JZ-GTE from Toyota Supra. The power of such swaps reaches 500–700 hp, but requires strengthening the transmission.
2. Turbokits: To preserve the original engine, a turbocharger is installed from GReddy or HKS (the cost of the set is from $15,000). Important: standard box NSX not designed for torque above 400 Nm.
3. Suspension: Installing adjustable shock absorbers Tein or Ohlins, as well as stabilizers from Spoon Sports. It is popular to reduce the ground clearance by 20–30 mm to improve aerodynamics.
4. Exterior: Wide arches (for example, from Downforce), splitter and diffuser made of carbon fiber, as well as a wing GT-wing to improve downforce.

Cost of a full replica NSX 240 today is $150 000–$250 000, depending on the level of modifications. The most famous projects:

• 🏆 NSX-R by Mugen (Japan) - naturally aspirated engine with head porting and intake system, power 350 hp.
• 🔥 NSX-T by ScienceofSpeed (USA) - turbo kits for standard C30A, power up to 450 hp.
• 💎 NSX-GT by Amuse (Japan) - complete restyling for a racing prototype, weight reduced to 1100 kg.

⚠️ Attention: When purchasing a replica NSX 240 check the documents for the donor car - they are often used for swaps NSX with a problematic history (accidents, drownings). Pay attention to the VIN code: original Japanese cars start with JH4NA.

Checking the VIN code for originality|Diagnostics of the engine for compression and oil starvation|Checking body welds for corrosion|Test drive with measurement of acceleration dynamics|Analysis of documents for engine swap (if carried out)-->

Weaknesses and operational problems

Even serial Honda NSX was not without its shortcomings, but Nissan NSX 240 with its turbocharged engine it would have even more weak points. Main problems:

• 🔥 Turbine overheating: The prototype's cooling system was designed for short-term loads (like racing), but not for everyday use. The oil temperature in the turbines could exceed 120°C, which led to coking and failure.
• ⚙️ Gearbox: 6-speed manual transmission from GT-R was not adapted to the rear-engine layout, which caused vibrations and accelerated wear of the synchronizers.
• 🛠️ Electronics: Engine management system Nissan ECU conflicted with sensors Honda, which led to errors Check Engine and unstable operation at idle.
• 💸 Service: Spare parts for VR24DETT Today it is almost impossible to find - many parts were made by hand. For example, the cost of restoring one turbine reaches $5,000.

For comparison: serial NSX with a naturally aspirated engine, it was considered one of the most reliable supercars of its time. His weak points are leaking valve seals (after 100,000 km) and wear of axle bearings (characteristic knocking noise during acceleration). Engine life C30A with proper maintenance exceeded 300,000 km.

Details about the racing version of the NSX 240

The NSX 240 prototype was tested for the JGTC group in 1994, but was disqualified due to non-compliance with regulations (too high power). Its elements were later used in the development of the Nissan R390 GT1, which debuted at Le Mans in 1997. Interestingly, the R390 body also featured an aluminum spaceframe similar to the NSX.

How much does a Nissan NSX 240 cost today?

Original Nissan NSX 240 not on the market - all prototypes remain with Nissan or have been disposed of. However, collectors are willing to pay exorbitant amounts of money for replicas or cars that are somehow related to the project. For example:

• 💎 Honda NSX with 240-style turbo kit: $80,000–$120,000 (depending on power and condition).
• 🏁 Nissan 300ZX Twin Turbo (Z32) with body modifications for NSX: $50 000–$70 000.
• 📜 NSX 240 documentation and drawings: At auctions Bring a Trailer lots with original designs went for $10,000–$15,000.

For comparison: serial Honda NSX first generation (1990–2005) today costs:

• Standard version (aspirated): $50,000–$80,000
• NSX-R (lite version): $100,000–$150,000
• NSX-T (canopy): $60,000–$90,000

Prices for NSX are growing by 10–15% annually, especially after the release of the second generation model in 2016. Experts predict that by 2026 the cost of original copies will exceed $200,000, and unique prototypes like NSX 240 (if they appeared on the market) could reach $1-2 million.

Reviews from owners and experts

Since the original Nissan NSX 240 does not exist, we collected the opinions of replica owners and experts who worked with the prototype:

Takumi Fujiwara (former engineer Nissan Motorsports, 1992–1998):

"The NSX 240 was too ahead of its time. We could have released it in a limited edition of 50-100 units, but management was afraid that this would undermine the reputation Nissan as a manufacturer of reliable cars. Turbo lag at low speeds was critical - the car behaved like a racing car, and not like a road supercar. Today, with modern control systems, this project would have a chance."

Mark Johnson (replica owner NSX 240 based on Honda NSX with motor VR38DETT, USA):

"My project cost $180,000, but it was worth it. Overclocking dynamics are comparable to modern Nissan GT-R, but handling is clean NSX. The main problem is to find a master who will agree to work with such a machine. Most service stations refuse due to the complexity of the swap."

Among the owners of serial Honda NSX Opinions are divided:

• ✅ Pros: Reliability, unique design, rising cost, ideal ergonomics.
• ❌ Cons: High fuel consumption (15–18 l/100 km), expensive maintenance, poor sound insulation.

FAQ: Frequently asked questions about the Nissan NSX 240

❓ How many copies of the Nissan NSX 240 were produced?

Officially, none. There were 2–5 prototypes, all of which remained in possession Nissan or have been disposed of. Today, under the guise of "NSX 240" only replicas based on Honda NSX.

❓ Is it possible to make a replica 240 out of a regular NSX?

Yes, but it will require serious investments. Main stages:

1. Replacing the engine with VR38DETT (from GT-R R35) or 2JZ-GTE (from Supra MK4).
2. Installing a turbo kit (for example, from GReddy or HKS).
3. Transmission modernization (strengthened clutch, gearbox GT-R).
4. Body modifications (arches, splitter, wing).

Budget: from $100,000.

❓ Why didn't Honda allow Nissan to produce the NSX 240?

Honda owned the rights to the platform NSX and was not interested in cooperation with a direct competitor. In addition, the project Nissan could undermine sales of its own NSX Type R, which was just being prepared for release in 1992.

❓ What modern cars can be considered the successors of the NSX 240?

There are no direct heirs, but some features NSX 240 inherited:

• Nissan GT-R R35 (2007–present) — twin-turbo V6, all-wheel drive, similar “affordable supercar” philosophy.
• Acura NSX (second generation, 2016–present) — a hybrid system with twin-turbo V6, but without Nissan.
• Lexus LFA (2010–2012) - a high-revving V10, but with a similar approach to lightweight bodywork.

❓Where can you see the original NSX 240 prototype?

One of the prototypes is on display at Nissan Heritage Collection (Yokohama, Japan). Access there is limited, but sometimes the car is shown at retro exhibitions, for example, at Tokyo Auto Salon or Goodwood Festival of Speed.