1998 Nissan 200SX Some small, affordable sporty coupes are too sporty to be practical for people who want decent rear-seat space and a roomy trunk.
But Nissan's sporty 200SX coupe is practical because it's derived from the Nissan Sentra sedan. Two 6-footers fit fairly comfortably in the backseat and the trunk is large.
However, the 200SX's off-the-rack styling turns few heads, even with bright paint. And even the top-line 200SX SE-R model lacks the crisp roadability of less practical small coupes.
The long, heavy doors seem as if they belong on the Sentra sedan, not on the smaller, lighter 200SX.
The 200SX is offered as three sporty models, with the $16,749 SE-R having the most powerful engine and the largest amount of equipment.
The $13,149 base and $15,399 SE models have a sophisticated 1.6-liter, 115-horsepower four-cylinder with dual overhead camshafts, 16 valves and variable intake valve timing for more efficient operation.
That engine provides fairly quick acceleration with the standard five-speed manual transmission. But it's rather noisy and too small to offer more than average performance with the $800 four-speed automatic.
The SE-R has a smoother, quieter 2-liter four-cylinder that produces 140 horsepower and is a picture of high-revving serenity.
That aluminum engine became legendary in the discontinued Sentra SE-R and turns the 200SX into a tiger with the manual transmission. However, acceleration is slow off the line and 65 to 75 m.p.h. passing times are average with the automatic.
It's best to team the SE-R with the decent-shifting manual for the quickest acceleration and driving fun--although the automatic shifts crisply.
The highest 200SX economy is provided by the base model with the manual: an impressive, estimated 29 m.p.g. in the city and 39 on highways. The lowest economy is delivered by the SE-R with the automatic: 23 and 30.
Still, the larger motor, which also has dual overhead camshafts and 16 valves, is worth the extra money and makes the SE-R a smooth highway cruiser.
The base 200SX has a fair amount of equipment, including depowered air bags, bucket seats, power steering with a tilt column, rear defroster and dual power outside mirrors.
The SE adds upgraded front buckets, cruise control, AM/FM/cassette, power windows and door locks and fold-down rear seatbacks for more cargo space.
The SE-R adds speed-sensitive power steering, larger tires on 15-inch alloy wheels, leather-wrapped steeing wheel and gear shift knob and body sill extensions for a racier appearance.
Anti-lock brakes are $499 for all models, and a new $999 SE-R option package contains a power sliding glass sunroof and vehicle security system with remote keyless entry.
Those are worthy options, but being forced to pay $79 extra for floor mats is a bit much. Controls work smoothly and visibility is good, although occupants sit unusually low in the 200SX and there is a fair amount of road and tire noise.
The large front seats in the SE and SE-R are a high point, being extremely comfortable and supportive. But it's easy to confuse the lever to open the trunk with the lever that controls the position of the seatback; both are near each other on the floor at the left side of the driver's seat.
The rear seat is fairly easy to enter and leave, thanks to those long doors and a device that slides the front passenger seat partly out of the way. But some will find the rear seat too firm. And the flip-down seatbacks reveal only a small opening from the trunk--and thus don't increase the cargo area as much as they should.
The 200SX rides smoothly, although even the SE-R's steering is a tad too slow for a sporty coupe. The nimble SE-R delivers the best handling and braking, but seems designed more for comfort than driving kicks. Narrower tires on other 200SX models inhibit spirited driving.