Nissan Exa for Sale - Import from Japan

The Nissan EXA, specifically the N13 generation (1986–1990), carved an identity in Japan that never translated overseas. Born as a spin-off of the Pulsar series, the EXA was penned at Nissan's California-based NDI design studio and was one of the first Nissan models shepherded by Jerry Hirshberg—the same studio that influenced many Nissan icons in the '90s. While export versions came saddled with less inspiring SOHC motors and commuter trim, the Japanese Domestic Market (JDM) EXA told a different story. Japanese buyers got access to the rev-hungry CA16DE and CA18DE engines, a lighter chassis, and rare trims like the targa-roof Solaire. Even rarer? The 1988 Grand Prix (GP) edition—only 45 white units built for a celebrity race at the Adelaide Grand Prix, prepped with roll cages, upgraded suspension, and stripped interiors. From an outsider’s perspective, the EXA was just another quirky hatchback. But what makes it collectible today is its “what could’ve been” potential—now reawakened by JDM nostalgia and a new generation of buyers discovering its underdog charm.

Don’t let the FWD layout fool you—the right-spec EXA is no commuter jellybean. The CA16DE and CA18DE engines are both rev-happy, DOHC aluminum-block four-cylinders with eager midrange torque and a zingy, unmistakable rasp from 5,000 rpm up. They're not supercar fast, but paired with the crisp 5-speed manual and just over 1,000 kg curb weight, you’ve got momentum-friendly performance that's perfect for backroads or gymkhana runs. Power sits around 140–170 PS depending on spec, with the CA18DE being the hero choice. The earlier E15ET turbo (borrowed from the older EXA/Pulsar generation) is sharper off the line but runs out of breath up top. For modern enthusiasts, the twin-cam N13 chassis is ripe for tuning—swapped EXAs with 200+ whp builds are increasingly common among grassroots track fans. Driving it? It’s direct and lively. Rack-and-pinion steering brings clear road feedback, and while the stock suspension can feel harsh over bumps, it stays reasonably flat through bends. Vented front discs and optional rear discs (on S3 models) give braking confidence. No ABS, no driver aids—just old-school FWD seat-of-the-pants driving.

The EXA feels like a true analog ‘80s coupe—sharp yet manageable, and engaging even at low speeds. The five-speed manual is short and precise, though worn examples may start grinding into third (tip: rebuild or swap). Steering feel is lively, and the view out is superb due to low beltlines and minimal A-pillars. Drop the targa on a Solaire model, and you get an open-air buzz that no Civic of the era could deliver. Sound-wise? The CA-series engine has a distinctive snarl that escalates from sewing-machine precision at idle to a metallic belt-driven shriek near redline. Interior materials were basic but purposeful—textured vinyl, clicky buttons, and bolstered fabric seats. But beware: many JDM units suffer from dashboard cracking thanks to decades under UV. Maintenance-wise, it’s all relatively simple—just pay attention to the timing belt (replace every 60k km) and watch for brake binding on older JDM imports. Do that, and you'll find an incredibly affordable classic with tons of character and minimal fuss.

Finding a good Nissan EXA outside Japan is a losing battle. Most export-spec cars came with weaker engines and soft suspension, while survivors in places like Australia or New Zealand are often rusted, hacked, or past their useful life. Japanese-market EXAs, on the other hand, offer the holy grail: CA16DE or CA18DE engines, original interiors, uncut chassis, and often a better condition chassis than Western examples. Auction hauls in Japan are quietly stocked with solid Grade 4 examples—some targas too. And because the EXA hasn’t hit mainstream collector status yet, values are still buyer-friendly… for now. The smart move? Focus on inland Japanese stock to avoid coastal rust, and work with pros who know what to inspect—brake condition, synchro wear, bolt-on mods, and sun-cracked dashes. Want to see what's available now? View all used Nissan EXA models currently on offer.

While the EXA is fairly bulletproof, buyers should be aware of a few patterns: - Timing belt failures on CA16DE/CA18DE engines are a real threat. These are interference engines—snap the belt, and you may end up bending valves. Replacement every 60,000 km is non-negotiable. - Rear brake drum seizing, especially in humid Japanese regions. Always check for uneven braking or sticky rear wheels on auction cars. - Synchro wear in the 5-speed manual—usually third gear. High-rev driving on old gearboxes can lead to notchiness or grind. Other quirks? Turbo E15ET models can suffer from wastegate rattle and oil starvation if neglected—another reason the DOHC CA-powered cars are the smarter bet. Vinyl dash cracking from UV exposure is common on ungaraged examples. A pre-import inspection—especially of the drivetrain and underbody—is key. Need help interpreting condition reports? Our guide to how to read Japanese auction sheets will help decode the key info before you buy.

Here’s the thing—this car was never built to be a classic. And yet, it's becoming one. Clean JDM EXAs with CA18DE engines now punch above their weight in the JDM collector circle. As values of the NX Coupe (the EXA’s spiritual successor) stagnate or decay, the earlier N13 starts to shine. Expect 20–30% year-over-year appreciation on well-kept examples, especially rare trims like the Solaire targa or GP white editions. Tuners are taking notice, too. With factory parts cross-compatible with the Pulsar and Sentra, and nimble handling out of the box, EXAs are becoming low-cost heroes at grassroots drift and autocross events. While it never wore a GT-R or Type R badge, the EXA is quietly gaining respect as JDM’s hidden front-drive thrill machine. For serious enthusiasts—and those priced out of more famous '80s heroes—this is an investment that still lets you enjoy the drive.