Launched in 1988, the S13 is where the modern Silvia formula was set: a light, rear-wheel-drive coupe with a four-cylinder turbo up front and a chassis built to be thrown sideways. It's the car most of Australia's drift and JDM scene grew up wanting, and three decades on it's still one of the most requested imports we get.
Overview
The S13 won Japan's Car of the Year award in 1988 and was sold across three closely related platforms: the Silvia notchback coupe in Japan (fixed headlights, no SX badge), the JDM/European 180SX hatchback with pop-up headlights, and the USDM 240SX. Early cars ran the 1.8L CA18DE/CA18DET carried over from the S12, but from January 1991 Nissan moved to the 2.0L SR20DE/SR20DET — the engine family the S13 is best known for today. Late-spec K's models paired the SR20DET with a T25G turbo, viscous LSD and Nissan's HICAS four-wheel steering, putting out around 205PS from the factory.
J's / Q's / K's
J's and Q's were the naturally aspirated/base-turbo trims aimed at comfort; K's was the enthusiast spec with the turbo engine, LSD and firmer suspension — the trim most buyers are actually chasing.
CA18DE/DET → SR20DE/DET
Pre-1991 cars run the 1.8L CA18 family; from 1991 the 2.0L SR20 took over. SR20DET K's cars are the most sought-after and easiest to find parts and tuning support for today.
Auction Pricing
Recent Japanese auction results put clean S13 Silvias broadly between ¥1,200,000 and ¥2,500,000. Higher-mileage base J's/Q's cars are around ¥1,200,000, while well-kept SR20DET K's examples with low mileage and a clean auction sheet regularly clear ¥1,500,000–¥2,500,000+, and exceptional, low-owner cars can go well beyond that. As with any 30-plus-year-old car, condition and history matter more than the number on the sheet — we physically inspect every car ourselves before you commit to a bid.
What to Check
The S13's age means originality is rare — most surviving cars have been modified or have a track/drift history, which isn't necessarily a problem but needs an honest inspection. Common points we look at: rust around the rear arches and floor pans, condition of the HICAS rear-steer system (many owners lock or remove it, which is fine but worth knowing), timing chain guide wear on the SR20, and how straight the chassis is on cars that have seen circuit or drift use. Auction sheets don't always reflect this, which is exactly why we inspect in person.
Import Eligibility
Fully Eligible
Every S13, from the first 1988 cars to the last 1994 models, cleared the 25-year import threshold years ago. No waiting on eligibility here.
Fully Eligible
The entire S13 production run cleared the federal 25-year exemption by 2019. State registration requirements still vary — see our Import page for details.
MOT Only
Well past the 10-year IVA threshold, so a standard MOT is all that's needed to register — no IVA test required.
FAQ
Should I buy a CA18 or SR20 S13?
Most buyers target the SR20DET K's for parts availability, tuning support and performance. CA18-powered cars are cheaper and lighter, and have their own following, but expect a smaller parts market and less aftermarket support.
Is the S13 a good first import?
It's one of the more forgiving classic JDM platforms to own — parts support is strong, the SR20 is well understood by workshops everywhere, and eligibility is already sorted in every major market. The main thing is inspecting condition carefully given the car's age and drift/track heritage.