Datsun Sports Cars

Starting in 1934, Nissan Motor Corporation introduced Datsun vehicles, which brought a fresh, sporty identity to the brand. This article traces the journey of Datsun cars, beginning with the Datsun 1500 Sports, highlighting their early success and eventual decline.

The Datsun 1500 Sports, also known as the “Fairlady,” gained recognition for its reliable performance, rich features, and affordable pricing. Subsequent models like the 1600 and 2000 enhanced performance while maintaining the same design philosophy.

The Datsun 240Z became a standout model, competing head-to-head with the Jaguar E-Type at a much lower price point. Its popularity soared, leading to overwhelming demand that Nissan struggled to meet.

Interest waned by the time the Datsun 280ZX was released, as it felt too similar to its predecessors. While the car performed well against competitors of its era, it lacked distinctiveness, leading to sluggish sales.

Discover the complete history of the Datsun brand, featuring detailed profiles and a visual journey through the evolution of this reliable Japanese car manufacturer. We begin with the iconic model that started it all -- the 1500 Sports.

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Datsun 1500 Sports/1600/2000

Do you recall the vehicles Japan used to produce? Reflecting on them occasionally helps highlight the remarkable progress of the Japanese automotive industry. Nissan’s early sports cars, like the Datsun 1500 Sports, serve as a perfect example of this evolution.

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Although Nissan Motor Corporation was formally established in 1934, its roots trace back to 1911. The 1914 DAT, its first car, evolved into the Datson and later became Datsun in 1934. The company’s models in the late 1930s were largely inspired by British and American designs, including a collaboration with the American Graham Crusader. Postwar recovery was driven by licensed production of British Austin A40s, and Nissan didn’t introduce its own new postwar design until 1958 with the Datsun Bluebird sedan.

Significant advancements followed swiftly. By 1959, Nissan introduced a new two-seater convertible, reflecting Japan’s traditional preference for such vehicles. Known as the S211, it succeeded the original Datsun Sports, which had been produced in limited quantities for the domestic market since 1952.

This model marked the first Datsun to carry the poetic Fairlady name, still in use today, though the car itself didn’t inspire much poetic praise. Powered by a 60-horsepower 1189-cc four-cylinder engine, it was comparable in size to the Austin-Healey Sprite but lacked its agility and liveliness. Its attempt to mimic the appearance of a larger Healey didn’t help, yet production persisted until 1963.

Meanwhile, the 1961 Tokyo Motor Show unveiled a surprise: the all-new Datsun Fairlady 1500 roadster. More refined and sophisticated than the S211, it delivered improved performance and a more globally appealing design. This well-equipped model remained popular throughout the 1960s and is now recognized as a pivotal step in Nissan’s sports car evolution, leading to the iconic 240Z.

Coded SP310, the new Fairlady roadster bore a resemblance to the MGB, which it preceded by a year. Its clean, angular body lines and recessed headlight housings were distinctive. Initially, it featured a three-seater layout with a sideways rear bucket seat, though this was discontinued by 1963.

The specifications were straightforward and conventional. It featured a box-section frame with a cruciform brace, coil-and-wishbone front suspension, a live rear axle on leaf springs, and drum brakes on all wheels. The drivetrain, though new, was equally unremarkable: a 71-bhp inline-four paired with a 4-speed manual transmission.

True to Japanese tradition, the Fairlady 1500 was well-equipped and competitively priced. Standard features like wind-up windows, a radio, a heater, and a snap-on tonneau cover made it a better value than most European rivals of the time. Its build quality matched or exceeded that of its competitors, though its top speed of 95 mph meant it couldn’t truly compete with the performance of established British and Italian sports cars.

Nissan acted swiftly to enhance the model. In 1963, twin SU carburetors (manufactured under license by Hitachi) were introduced, boosting power by 10 horsepower. By September 1964, the 1500 was replaced by the upgraded 1600 model (CSP311), featuring a 1595-cc engine producing 96 bhp, an all-synchromesh gearbox, a modern diaphragm-spring clutch, and front disc brakes.

The 1600 model was smoother, quieter, and faster, with a top speed of 100 mph, making it a hit, particularly in the U.S. In May 1965, a refined version (SP311) with a five-main-bearing crankshaft was released. Marketed in the U.S. as the Datsun 1600, it shared the same engine but had slightly reduced dimensions: an inch shorter, a half-inch narrower, and about two inches taller.

By this time, impending U.S. emissions regulations and Nissan’s expanding product lineup, which included larger and higher-displacement models, led to the final evolution of the British-inspired roadster: the 2000 (SR311). Launched in 1967, it featured a 2.0-liter Type U20 overhead-cam four-cylinder engine producing 135 bhp, paired with a new 5-speed transmission.

Weighing just slightly more than the 1600, the 2000 could effortlessly reach 110 mph. A limited-production competition version with 145 bhp even exceeded 125 mph. Priced under $3000, it offered exceptional value and impressive track performance. Like its predecessor, modified 2000s quickly became popular in SCCA racing, and a young Hannu Mikkola even drove one in the Monte Carlo Rally.

Overall, these straightforward and sporty Datsuns were a major success, which is why many are still on the road today. Like most Japanese cars from the 1960s, they weren’t groundbreaking in design, but they offered excellent value, durability, and sheer driving enjoyment. Perhaps some things haven’t changed much after all.

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Datsun 240Z/260Z/280Z

The Datsun Z series marked Nissan’s entry into the sports car market as a serious contender. After significantly expanding its model range and sales in the 1960s, Nissan focused on innovation in the 1970s. The compact front-wheel-drive Cherry (later introduced in the U.S. as the F-10) demonstrated the company’s ability to produce competitive, albeit unconventional, mass-market vehicles. However, it was the Datsun 240Z that truly showcased Nissan’s capabilities, firmly establishing the brand as a global automotive leader.

The Datsun 240Z was meticulously developed, evolving from concept to production over five years. It debuted in Japan in early 1969 as the Fairlady Z. For international markets, it was named the 240Z, reflecting its engine displacement (2.4 liters multiplied by 10), though some claim it was derived from the car’s project number. Unlike the 1600/2000 roadsters it succeeded, the 240Z was a stylish fastback coupe, more technologically advanced and designed with a strong focus on export markets, particularly North America.

Coded Model S30, the original Z-car’s design was partly influenced by industrial designer Count Albrecht Goertz, who had worked with Raymond Loewy and designed BMW’s 507 and 503 models. Interestingly, Nissan initially downplayed Goertz’s contribution until legal pressure compelled them to acknowledge his role.

The Datsun 240Z was a groundbreaking success, largely due to its affordability. Sleek, refined, and well-equipped, it represented a truly modern sports car, comparable to the Jaguar E-Type but far more budget-friendly. Priced at just $3526 when it arrived in the U.S. in 1970, the 240Z offered exceptional value, earning widespread acclaim from automotive critics and drawing crowds to Datsun dealerships.

Apart from its engine and the 5-speed overdrive manual transmission (borrowed from the 2000 roadster), the Datsun 240Z was entirely new—more robust, faster, and better suited for long-distance driving than its predecessors. While its design wasn’t entirely original, it skillfully combined elements of the Jaguar E-Type with hints of Toyota’s discontinued 2000GT. Critics noted minor flaws, such as excessive badges and cheap wheel covers, but overall, the car was nearly flawless.

The elongated hood was partly necessitated by the engine, a 2.4-liter single-overhead-cam inline-six sourced from a Datsun sedan sold in Japan, modified to deliver 151 horsepower in U.S. specifications. The chassis featured cutting-edge technology for the time, including all-independent suspension with MacPherson struts, wishbones, and coil springs, rack-and-pinion steering, and front-disc/rear-drum brakes. The interior design had a distinctly American influence, particularly the Corvette-inspired dashboard, which only boosted its appeal in the U.S. market.

The car’s equipment also set a new benchmark for its price range. From the outset, options like air conditioning and an automatic transmission were available—features that competitors like BMC and Triumph hadn’t even considered for their Healeys and TR models. Standard features included comprehensive instrumentation, full carpeting, reclining bucket seats, a radio, and an advanced climate control system.

Performance matched the car’s striking design, ensuring the Datsun 240Z lived up to expectations. Many likened it to the beloved but discontinued Healey 3000 in terms of character, while others praised its 125-mph top speed, agile handling, excellent road grip, smooth ride, and overall refinement—rare qualities in a sports car at this price point.

A key factor in the Datsun 240Z’s immediate success was its positioning as more of a grand tourer than a traditional sports car, underscored by the lack of a convertible option. This made it an affordable alternative to the Jaguar E-Type, and Nissan quickly found itself unable to keep up with demand. The car’s exceptional reliability, a stark contrast to Jaguar’s reputation, further fueled its popularity.

Demand remained robust throughout the model’s production run, which ended in 1978. While some enthusiasts were aware of the Japan-exclusive 2.0-liter and twin-cam variants, they were never available internationally. Instead, buyers received incremental updates, an additional body style, and two engine displacement increases over the years.

The original Datsun 240, which achieved remarkable U.S. sales of 50,000 units annually, continued production until 1973. That year, the engine was expanded to 2.6 liters to counteract power reductions caused by stricter U.S. emissions standards. However, this change, resulting in the 260Z (officially Type GLS30 in the U.S.), led to slightly lower horsepower and torque. Federal regulations also required larger, heavier bumpers, adding weight, especially at the front, which further reduced performance and made power steering almost essential for easier handling.

The Datsun 260Z marked the beginning of the model’s gradual shift from a pure sports car to a grand tourer. This trend was highlighted by the introduction of a longer-wheelbase version with small rear seats, marketed as a 2+2. While the styling was compromised (similar to the Jaguar E-Type 2+2), initial sales were strong.

In 1975, the final iterations of this design, the U.S.-exclusive Datsun 280Z and 280Z 2+2, were released, featuring a 2.8-liter engine. With 150 bhp (SAE net), performance nearly matched that of the original 240Z. Nissan addressed criticisms of the 260Z’s poor driveability by replacing carburetors with Bosch electronic fuel injection.

After eight years and over 540,000 units produced, the original Z-car era ended in late 1978. This model was pivotal in proving Nissan’s ability to create not just functional vehicles but also captivating and thrilling cars. While it was time for a new direction, the changes that followed weren’t always improvements.

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Datsun 280ZX

The success of the original Datsun Z-car made a successor inevitable. Named the Datsun 280ZX, it had a shorter production run of five years compared to the original’s seven but achieved even greater sales. In 1979-80, Nissan sold over 140,000 units in the U.S. alone. The ZX also gained more popularity in Europe and Japan than the 260Z it replaced. This demonstrated that public appeal often outweighs critical reception, as the motoring press was less enthusiastic about the second-generation design.

Similar to the 260/280Z, the Datsun 280ZX was available in two configurations: a two-seater (Type HSL 130 in the U.S.) and a 2+2 (Type HGLS130). It debuted in Japan in mid-1978 and hit U.S. markets in November for the 1979 model year.

To maintain brand consistency, the Datsun 280ZX retained a design similar to its predecessor, leading some to question if it was just a restyled version of the older model. However, it was entirely new. The styling, developed in-house, was bolder and more intricate, while the all-steel unibody structure was redesigned to offer more space and practicality. The engine and drivetrain were the only carryovers in the U.S. version, with the 2.8-liter engine now standard across all markets. The U.S. model started with 135 horsepower (SAE net), compared to 140 bhp in Europe, and was increased to 145 bhp in 1981.

The Datsun 280ZX was Nissan’s first model to undergo wind-tunnel testing during its design phase. While it didn’t appear more aerodynamic than earlier Zs, it was. Despite meeting stringent U.S. crash standards, its weight remained similar, though still slightly heavy. Nissan acknowledged this by adding a larger fuel tank and a secondary gauge to monitor the final quarter of fuel. The two-seater’s wheelbase grew by 0.6 inches, while the 2+2’s shrank by 3.4 inches, with similar adjustments in overall length and a slight increase in width.

To optimize production costs, the Datsun 280ZX shared components with Nissan’s premium 810 sedans. The front suspension retained MacPherson struts, lower lateral arms, and coil springs but used compliance struts instead of tension struts. The rear suspension saw a significant change, adopting simpler BMW-style semi-trailing arms instead of Chapman struts and lower A-arms, all mounted on a new subframe.

Coil springs were used throughout. Responding to feedback, rear drum brakes were replaced with discs, and two steering options were offered: manual rack-and-pinion or power-assisted recirculating-ball (licensed by ZF). While the latter was recommended for better handling, it was only standard on the 2+2 model in the U.S. without additional cost.

Nissan worked tirelessly to preserve the Z-car’s performance despite increasingly strict emissions regulations, largely succeeding. For instance, Road & Track recorded a top speed of 121 mph and a 0-60 mph time of 9.2 seconds for the first-year two-seater. However, the Datsun 280ZX was noticeably softer in handling compared to the original Zs, though it remained sporty enough to earn widespread acclaim. As R&T noted, “Today’s Z-car is not yesterday’s Z-car. While purists may lament the loss of the sports car Z, enthusiasts will celebrate the GT Z.”

The Datsun 280ZX offered a level of luxury uncommon in sports cars, featuring power windows, a four-speaker stereo with joystick balance control, remote-adjustable door mirrors, plush velour upholstery, and even cruise control from the start. Consumer Guide® aptly described it as “the Ford LTD of sports cars.”

The Datsun 280ZX also drew comparisons to the Corvette. A T-bar roof option, reminiscent of the Corvette, debuted for 1980 two-seaters and was extended to the 2+2 in 1981. Within a year, it accounted for half of all U.S. ZX sales. The Datsun 280ZX Turbo, introduced in 1981 as a two-seater with an automatic transmission, further bridged the gap to American performance cars, offering a manual option and a 2+2 variant in 1982-83.

With 180 bhp in U.S. trim—a 25% increase—the Turbo could outperform a Porsche 924 Turbo, accelerating from 0 to 60 mph in 7.4 seconds (compared to 9.2) and reaching a top speed of 129 mph (versus 127 for the Porsche). While not the fastest car, the turbocharged Datsun 280ZX was more than capable for the era’s 55-mph speed limits.

By this time, the automotive press had aligned with Consumer Guide’s perspective. A 1981 R&T comparison stated, “Fundamentally, the Datsun lacks the ‘soul’ of the Alfa [GTV-6] and Porsche, and feels significantly heavier (though only 150 lbs more). It’s the world’s best boulevard sports car, capable of holding its own against true racers.”

While it might sound like faint praise, the Datsun 280ZX was nearly unmatched as a grand tourer. Despite rising prices over the years, it maintained the same exceptional value that made the original 240Z a standout.

Ultimately, the Datsun 280ZX was too conservative and aged quickly. By 1984, enthusiasts were yearning for a new Z-car with more character. Instead, they received another cautious update, the Nissan 300ZX, leaving many still longing for something more.

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