In 1981, Nissan unveiled their NX•018 concept car at the 24th Tokyo Motor Show. A front-engined, front wheel drive hatchback which was classed into the “リッターカー” or “liter car” category. As the name suggests, the category mainly consisted of lightweight cars which have engines that are of 1000cc (or 1 liters) of displacement or less, this is done as a way to cheapen Japanese automobile engine and weight taxes, which were determined by engine displacement and, you guessed it, weight. This is not to be confused with kei cars, as they are of a different category altogether.
Designed by Giorgetto Giugiaro, which was responsible for the classic 250 GT Berlinetta and the iconic Mk.1 Golf, the car soon captured the hearts of many, and in 1982, when the March was officially introduced into the market, it sold like hotcakes. Many loved the idea of the small, compact March, attracting the likes of party-going individuals with the Collet trim and its canvas top option, right down to clubman racers and rallyists, in which the March was a leader in many of its class races at the All Japan Rally Championship.
In 1985, Nissan saw the increasing trend of hot hatches. With Daihatsu souping up their Charade with a snail slapped into it on their Charade Turbo models, Honda and Suzuki upping their game with high performance double-overhead cam cylinder head designs, the March was soon facing a grim reality if Nissan didn’t do jackshit about their then flagship hatch model. As such, in 1985, they unveiled the March Turbo, a sporty, rally-derived turbocharged nugget made to answer the likes of small-time hot hatches of bubble economy Japan.
Unlike some of its rivals, the March Turbo still relied on its trusty SOHC design instead of going DOHC. Using the K10’s MA10 engine as a base, the mini 987cc inline four was given a kick in the guts using a Hitachi MT97 turbine, a larger diameter turbo front pipe, as well as a larger twin-tip muffler, upping the engine power to an outstanding 85PS at 6000 RPM and multiplying torque values to 120 newton-meters at 4400 RPM, which is 30PS and 50 newton-meters more than the original carbureted MA10S. Speaking of carbureted, the newly developed MA10E-T ditches the mechanical setup with Nissan’s then new ECCS EFI system, which maximizes the car’s turbo performance rather than having to resort to difficult mechanical adjustments.
The exterior has been given a sportier revamp. With rally style integrated foglights, a more aggresive bodykit, and a two-tone paintjob finished off with a rad reddish-orange pin-striping to show it’s rally intentions. There were two wheel options that were offered, one being standard 12inch wheels, and the other being 13inch wheels which were wrapped in oldschool Bridgestone Potenza RE86 tires for a more performance-oriented set. The interior hasn’t had much of a change, apart from an “80s as f***” digital speedometer and two additional gauges seen on the furthermost left and right corners of the speedometer dash. The seats remain relatively similar to the one’s used in the Collet, albeit now with special orange-black two tone fabric, reminiscent of the car’s overall color theme.
Having a MacPherson strut suspension and 4-link setup rear suspension, the March Turbo really was a small nugget designed for loose surface racing. Journalists noted how nimble the 710kg Nissan was on city streets winding roads thanks to the addition of a rear anti-roll bar as well as meticulous tuning on the suspension spring rate and bushing hardness. On gravel, the car was reported to have a smooth flowing handling characteristic, having oversteer that could be moderately controlled without hassle, as FF cars tend to be on the troublesome side when their rear end starts to break loose. Overall, the March Turbo seems to be a very well purpose built car, and as such, became the popular choice for All Japan Rally contenders and even Group 5 Super Silhouette, although it only went as far as a concept.
As much as the idea of owning a March Turbo tempts you, you’re better off buying its newer, and arguably cooler iteration, which is none other than the Super Turbo. As this post is being made, there are literally ZERO K10 March Turbos being offered for sale, and the closest thing you can get right now being a white Super Turbo fetching for a ridiculous ¥2,490,000 pricetag. Trust me folks, I think you’re better off with a DC5 Type R instead honestly, if you’re prioritizing performance and practicality above all that is. However, for those of you who’re seeing this on the unique side of things, then be my guest, but good luck trying to find them.
The March Turbo, an important stepping stone of Nissan performance hot hatches and undoubtedly the car which gave the idea to arguably the company’s most iconic liter car hot hatch, the Super Turbo. When the K11 March came out, Nissan didn’t bother doing these performance oriented models anymore (that is if we don’t count the crazy Autech Mid-11, but that’s a concept at the end of the day), thus bringing an end to what was definitely Nissan’s most unique era when it comes to performance hatchbacks.
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