Published on: Jan 19, 2016 @ 17:13 Originally Published in: 2014 (old website) (C) Jay Auger - website owner & author Notice: Any form of duplication methods (including but not limited to copy/paste of text and screen capture) of the website's content is strictly forbidden.
INTRODUCTION
The Nissan Silvia 240RS rally car was a direct evolution of the Nippon company’s previous works offering: the Datsun Violet GTS. In fact, due to almost identical specs under the skin, the 240RS can be considered as being a simply upgraded Group B version of the Group 4 Violet GTS. The rally car was designed with very conventional engineering, making it easy to drive and maintain, however this would soon make it unable to favourably compete against the bespoke Group B competition in the World Rally Championship (WRC).
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HISTORY
While the new Group B regulations introduced much leeway over its Group 4 predecessor, Nissan would mainly focus on improving the car’s wardrobe. The main differences between the 1982 Violet GTS and the 1983 Silvia 240RS were that the latter featured prominent squared fender flare extensions, a wider track and light polymer panels. The 240RS did also sport a slightly more powerful 237 BHP normally-aspirated engine in road trim – upped to 265 in the first spec of the rally car.
However, while on paper this made the conventional rear-wheel drive Nissan 240RS hardly a threat to the likes of its Audi quattro rivals, the rally car made up for its lack of outright speed with unsurpassed ruggedness and production car reliability hence making it a natural top contender in tough endurance events such as the Rallye Côte-d’Ivoire and the Safari Rally. In 1983, Timo Salonen managed to steer his 240RS into second place in the year’s New Zealand rally – netting the 240RS its best ever result in a WRC event.
While Audi, Lancia and Peugeot were dominating the top echelons of the WRC in 1984, Nissan would sneak in the 240RS’ best year in overall rally competition. Often untold, it is much note to mention that Shekhar Mehta finished third at the year’s Côte d’Ivoire Rally and also became Kenyan rally champion with the car. Other national championships were also won by 240RS teams; David Llewellin (Britain), George Moschous (Greece) and Vahan Terzian (Cyprus).
By the end of the year, Timo Salonen’s string of top ten finishes at the wheel of the Nissan 240RS caught the eye of Peugeot, offering the Flying Finn a contract for the 1985 season. With the more capable four-wheel drive 205 Turbo 16, Salonen would soon take over the spotlight from injured teammate Ari Vataten and win the WRC driver championship, also giving Peugeot their first manufacturer championship.
Hoping to continue on their backstage success, Nissan upped the ante for 1985 with a modest evolution model; a slight increase in engine displacement from 2340 to 2391 cc netted 12 BHP / 22 LB-FT more output while a new rack and pinion steering was implemented to replace the completely obsolete worm screw system. These minimal changes did not require a new 200-unit homologation run but Nissan had to build 20 of these “evolution” cars to be able to run the modifications and also offer the upgrades to privateer teams.
However, after the introduction of its Japanese cousin, the Toyota Celica TCT, which was similarly designed, as equally rugged, but much more powerful thanks to its turbocharged engine, the Nissan 240RS had a harder time imposing itself in endurance events. 1985 would see the 240RS’ last ever podium finish in the WRC when Mike Kirkland came in third behind two Toyota rivals in the year’s tough Safari Rally. Toyota would subsequently utterly dominate the 1985~86 endurance events and push the Nissans aside.
While being technically outclassed compared to the bespoke Group B competition, the 240RS nonetheless was a favourite amongst a fleet of no less than fifty privateers which were attracted by its low cost (roughly £25,000 at the time), ease of maintenance, good reliability and tame demeanour. Widely respected all-around by rally insiders, the Nissan 240RS is often referred to as being the most successful “underdog” of the Group B era.
RALLY CAR SPECIFICATIONS
| Group/Class | B/12 | Homologation number: B-233 (click to see papers) |
| Years active |
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Homologation
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| Engine | ||
| Type | FJ24, I-4, DOHC 16v, gas | located front, longitudinal |
| Displacement |
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WRC:
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| Compression ratio |
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| Output power – torque |
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| Materials | block: cast iron | cylinder head: aluminium |
| Aspiration |
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| Ignition | electronic, firing order 1-3-4-2 | |
| Cooling system | water-cooled | |
| Lubrication system | dry sump | |
| Transmission | ||
| Type | rear-wheel drive | 5-speed gearbox |
| Gearbox ratios | 1st: 2.818/1 2nd: 1.973/1 3rd: 1.470/1 4th: 1.192/1 5th: 1.000/1 |
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| Differential ratio | 4.625/1 | hypoid bevel gears, 75% limited-slip rear differential |
| Clutch | dry, single disc | |
| Chassis-body | ||
| Type | Steel monocoque BS110 chassis with roll-cage, 2-door design with polymer body panels | |
| Front suspension | McPherson struts with lower wishbones, coil springs, telescopic gas shock absorbers and antiroll bar | |
| Rear suspension | Live axle with four links, coil springs and telescopic gas shock absorbers | |
| Steering system |
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| Brakes | front and rear ventilated disks | dual circuit with servo |
| Dimensions | ||
| length: 4300 mm (169.3 in) | width: 1800 mm (70.9 in) | height: 1310 mm (51.6 in) |
| wheelbase: 2400 mm (94.5 in) | front track: 1410 mm (55.5 in) | rear track: 1395 mm (54.9 in) |
| Rims – tires | 6″ x 14″ | Dunlop 215/60-14 |
| Dry/Unladen Weight | 970 kg (2140 lbs) | |
| Weight/power |
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| Fuel tank | ||
HOMOLOGATION VERSION
In 1982, the sporty Silvia was a mainstream production model but Nissan decided to homologate its new rally car with a special modified version: the iconic square fender-flared 240RS. Produced at 200 units for Group B homologation, it was a no-nonsense rugged design that could be very easily modified for official rally duty and bring production car reliability to the game. Boasting 237 BHP and a curb weight of only 980 kgs, the 240RS was no slouch on the road and more than capable of holding its own against other sports cars. As it was the norm when producing an international-spec rally homologation special, the 240RS was left-hand drive as opposed to its home country’s usual layout. The car was priced at about £12,500 at the time of its release.
ROAD CAR SPECIFICATIONS
| Class | Compact | Homologation number: B-233 (click to see papers) |
| Production | 1982 (200 homologation units) | Assembly: – |
| Engine | ||
| Type | FJ24, I-4, DOHC 16v, gas | located front, longitudinal |
| Displacement | 2340 cc | |
| Compression ratio | 11.5:1 | |
| Output power – torque | 237 HP@ 7200 rpm | 177 lb-ft (240 Nm) @ 6000 rpm |
| Materials | block: cast iron | cylinder head: aluminium |
| Aspiration |
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| Ignition | electronic, firing order 1-3-4-2 | |
| Cooling system | water-cooled | |
| Lubrication system | N/A | |
| Transmission | ||
| Type | rear-wheel drive | 5-speed gearbox |
| Gearbox ratios | 1st: 2.818/1 2nd: 1.973/1 3rd: 1.470/1 4th: 1.192/1 5th: 1.000/1 |
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| Differential ratio | 4.625/1 | limited-slip rear differential |
| Chassis-body | ||
| Type | Steel monocoque BS110 chassis, 2-door design body with polymer body panels | |
| Front suspension | McPherson struts with lower wishbones, coil springs, telescopic gas shock absorbers and antiroll bar | |
| Rear suspension | Live axle with four links, coil springs and telescopic gas shock absorbers | |
| Steering system | worm screw | |
| Brakes | front and rear ventilated rotors | |
| Dimensions | ||
| length: 4300 mm (169.3 in) | width: 1800 mm (70.9 in) | height: 1310 mm (51.6 in) |
| wheelbase: 2400 mm (94.5 in) | front track: 1410 mm (55.5 in) | rear track: 1395 mm (54.9 in) |
| Rims – tires | 6″ x 14″ | |
| Curb Weight | 980 kg (2160 lbs) | |
| Weight/power | 4.1 kg/HP (9.1 lb/HP) | |
| Fuel tank | ||
VIDEOS
REFERENCES
(free delivery worldwide!)
AWIN Affiliates Program – by purchasing books with the links provided here you are also helping to support the Rally Group B Shrine!*
Group B – The rise and fall of rallying’s wildest cars (English)
Gruppe B – Aufstieg und Fall der Rallye-Monster (German)
Group 4 – From Stratos to quattro (English)
Gruppe 4 – Das Jahrzehnt der Heckschleudern (German)
Safari Rally: 50 Years of the Toughest Rally in the World (English + German)
(C) Article by Jay Auger – website owner, main author & chief editor
- Images & videos are the property of their original owners
- Eifel Rallye Festival pictures used under permission – McKlein Publishing
- All homologation papers are the property of the Fédération Internationale de l’Automobile (FIA): SOURCE
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DISCLAIMER / LEGAL NOTICES
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