Even storied nameplates like the Skyline have had their low points. Some might say the R34 (1998-2002) was one, when production dropped below six figures. But if looks are the main consideration, I might submit that the post-mid-1979 facelift C210 Skyline (1977-81) was the breed’s lowest point. But it was certainly a successful car, regardless.
Nissans of the ‘70s sure were a mixed bunch. A lot were horribly awkward, but some did manage to weather the decade relatively unscathed – the Fairlady Z or the 330 Cedric/Gloria, for instance, looked downright great. The Skyline started the decade with the crisply-styled C10, followed in 1972 by the Fuselage-infused C110. That was already a step in the wrong direction, but it wasn’t the worst thing Nissan put out in those troubled years – not by a long shot.
But then, on a dark day in August 1977, the C210 took over, bringing the Skyline into the fugly fold of the majority of Datsuns. The previous generation’s Fuselage look wasn’t completely ditched, but was bastardized beyond recognition. The rear hips got thicker, with the famous “surf line” still present. All in all, the car seemed heavier, despite not weighing more than the C110.
Let’s be clear on the Skyline C210 family tree, before we get too far into the weeds. Broadly speaking, the JDM range consisted in two series – the 4-cyl. cars (1.6 and 1.8 litre), known as the Tis, and the 2-litre 6-cyl. GTs. Three body variants were on offer: a saloon, a hardtop coupé and a van/wagon.
On GTs, the longer front end originally wore a combination of quad round headlamps and a honeycomb texture. In July 1979, that was switched to a sad-looking pair of rectangular headlights. As we can see in the photo above, the TIs kept the quads – as did the export models, which came with a wider variety of engines than were on offer for the JDM.
This is one of the noteworthy facts about this generation of Skyline: it was a time when Nissan really tried to peddle these in a lot of overseas markets. There were always some markets that welcomed these cars, even back in the Prince days – the Australian market (advert above), for one, was an avid client.
Global English-language C210 brochure excerpts, 1978
Nissan never exported the C210 Skyline as a mere 2-litre – only the rigid Japanese rules about engine displacement imposed that solution for the JDM. Instead, the foreign market GTs got a smoother 2.4 litre version of the L-Series engine, usually becoming known as the 240K. Markets where the 4-cyl. variants received the 1.8 litre (180K). The 2.8 litre Diesel straight-6 was also on offer in selected markets.
The C210 was never exported to North America due to the complex safety requirements of that particular part of the world, but those corners of Europe that had hitherto not seen the “sporty” Datsun, such as Germany, France or Italy, got their contingents of Skyline/240Ks. Several Middle-Eastern and Asian markets also received them.
Station wagons (vans on the JDM) did not exist in 6-cyl. guise, but could get a 65hp 2-litre Diesel 4-cyl.
Contemporary European journos were usually favourably impressed by the big Datsun – sometimes called Skyline, but more often given an alphanumeric soup that made these cars seem a bit generic. However, sales results must have been rather muted, given that few European markets transitioned to the R30 for MY 1982.
But still, that sad summer of ’79 when the higher-tier C210s got a new front end was decidedly the final act in Nissan’s decade of dubious designs. Sure, that ugly mug was chiefly grafted to the cars that stayed in Japan (some export markets got them as well), but that was a large majority of the Skylines produced.
The rear end is much better treated. The lower-end cars had blocky composite taillights that looked somewhat anonymous, but the 6-cyl. cars kept the four circular taillights that were a hallmark of the skyline since the late ‘60s – and remained one until the early 2000s.
From a technical point of view, the C210 pioneered a few key features for the Skyline breed. The 4-cyl. cars kept a live rear axle but now had a multilink setup; GTs boasted a coil-sprung semi-trailing arm IRS. The 1998cc OHC 6-cyl. in the EX-EL variant we’re looking at features what Nissan called “Electronic Gasoline Injection,” more commonly known as EFI. This gave the “small” 6-cyl. as much oomph as the 2.4 used in export models – 130hp. Late in 1979, the range-topper JDM Skyline GTs got a new engine with a turbo giving out 145hp. This was the first of a long line of turbocharged Skylines.
Despite the fugly looks, the thirsty engines (during a major oil price spike) and the lack of exports to North America, this was the second most popular Skyline generation. The old Prince factory at Murayama, Tokyo, produced almost 600,000 of this generation of Skyline from August 1977 to August 1981, including about 50,000 export models. This was a little less than the C110, but still constituted a major hit for Nissan.
There are not too many around these days – especially non-modded and non-coupés. So this was a most fortuitous encounter. Even more serendipity occurred on this particular shot, when a rare Autozam AZ-1 blew past, a bit too quick for my smartphone to fully capture.
All in all, this is an interesting but really (to me) ungainly design, especially that blocky nose – but really, there are no good angles on this thing. About a block away, I caught a contemporary Mitsubishi Galant Sigma in the same colour (soon to be featured on CC, all good things come to those who wait). The Sigma and this Skyline are broadly similar, but the Mitsubishi’s graceful and tasteful esthetics is the C210’s polar opposite.
Still, it’s a fine example of a late ‘70s Japanese 6-cyl. saloon and it’s in incredible condition. It seems a great many of these got butchered and boy-raced to an early (or not-so-early) demise, so let’s count our blessings and draw those lace curtains while averting our eyes.
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CC Capsule: 1978 Nissan Skyline (C210) 2000GT-EX Coupé – Disco Sucks, by T87
It certainly is a bit awkward, with a profile recalling the Renault 12. But the front end treatment really shows the roots of the line-wide 1980s-early 1990s style. Probably the car’s best view. The tail has some decent elements in isolation, but overall the edges of the tail lights and wide hips ruin even that view. The ’70s definitely were rough for Nissan.
Yuck. The body seems to bubble over the rocker panels like love handles and belly fat over a way too tight jeans, the side creases only amplify the impression. I think this generation got sufficient documentation once and forever.
On the other hand I am still longing for a detailed look upon a C110 four door, my personal unicorn. Actually that would be the euro/German market 240K, but it’s way more likely to come across an actual unicorn, rainbows, glitter and ice cream and all, I guess.
That model has a half baked look to it but Datsun styling has always been hit and miss and even now is just bland in different sizes, That car is in mint condition though, somebody really likes it just how it was made.
Yes, this surely isn’t what one pictures when one hears “Skyline”. You can almost focus on just one aspect of this car (or any of the other versions) at a time and find something that you can countenance or perhaps even try to appreciate and then the eye wanders towards the next corner and oh no, what have they done? The rear 3/4 is probably the best angle, followed by straight on from the back. The eventual cover of darkness probably helps a lot too.
What’s that contraption in the center console with the support legs? I almost want to think it’s a hot plate for the coffer or better yet, one of those covered hot trays that contain those various somewhat suspicious looking delicacies that are in larger form right near the register in many Lawton’s and FamilyMarts over there.
I had to scroll back up, I just can’t look away, that van/wagon is just all kinds of wrong in the rear side styling. And the elongated hood of the six does the car no favors either. But this particular owner, wow, what a remarkable job keeping it as new, even as it clearly does get out and about. It may take the cake, the little pre-packaged one over on aisle 3.
That’s the most prominent vehicle model callout I’ve ever seen in a headlamp lens. And I’ve looked!
The “fuselage infused” C110 GT-R was the rarest of them all, with production shortened by the first oil crisis. And it was the last GT-R before the 1989 R32 revival. Legendary.
I see a lot of ’75 Ford Granada here:
…and to my eye they look clumsily pasted onto an otherwise-rectilinear car.
Nice alloy wheels in the German ad
Notice there are no exterior mirrors in that shot? Not even on the driver’s door. Surely that’s not right?
There’s a mirror on the door. It sort of blends in with the A-pillar.
Oops, I was thinking of the pic with the blue sedan and green coupe.
Re the blue sedan and green sedan photo:
Someone airbrushed away the JDM fender mirrors and forgot to add the door mirrors.
These would be my most un-favourite Skyline too. Skyline nadir. A simple but not particularly pleasant blocky shape reminiscent of the concurrent Pulsar, overdecorated like mad at the extremities.
Export markets truly were served up a mix-and-match. My uncle got one, once all the kids had left home. In Australia we got the injected 2.4 (his kept stalling off-idle), but with Skyline badging rather than 240K, and the lower spec cars’ overstyled rectanguloid anonyblob taillights (maybe the rounds weren’t ADR-compliant?). My Japanese friends find that a curious combination. I remember it being smooth and quiet, but cramped inside for the size of car.
So why do I have a model? I rescued it from a friend.
I remember the occasional 240K 2 door in the UK, indeed one schoolfriend’s Dad traded a Landcrab for one IIRC, with quad lamps. I always felt they were a little bit more to UK tastes than a Bluebird or a Toyota Crown. I can see the Sapporo link you intimate.
However, as you suggest, the saloon is pretty anonymous when not ugly, and the estate, well, the less said the better.
I think this model Skyline looks fine. Certainly better than many Nissan monstrosities from earlier in the decade, and better than any Renault 12. The less said about the wagon the better.
That C210 is in spectacular condition given the overwhelming plainness of its design – made even more obvious by the appliance-white paint. Used to be the odd one here – both NZ-new and used JDM imports, but I haven’t seen one in about a decade. I don’t mind the styling but it’s probably my least-favourite Skyline series – although the coupe looks quite decent, and I like the wagon’s weirdness. The quad-rounds didn’t fully suit the square body lines, but the facelift rectangles certainly didn’t help the cause either… Another unhelpful feature of the C210 is the chrome trim along the leading edge of the bonnet. There must be a water trap of some sort that leads to simply spectacular rust, as the bonnet skin in these just disintegrates from the chrome strip back.