Curbside Classic: 1973 Datsun 1200 (Sunny B110) - The Sunny, Yet Not Sunny Enough, Early Days Of The Nissan Sunny

Let’s not kid ourselves. These early tiny Japanese visitors were hardly taken seriously by many, but their intent, regardless of size, was quite serious. And while early on Nissan, AKA father of the Datsun, had temporarily ignored the subcompact market, they finally did so by going full-throttle into the segment with the Sunny.

And that early Sunny shone, though regrettably, not as much as its parent company intended. Still, the model created a long-lasting dynasty, living into the early 21st Century. So why not revisit the its history with the help of this second-generation one? After all, it’s the Sunny (Datsun 1200/120) that most of us around the world first laid eyes upon.

I’ve already talked about Nissan’s motivations and history of the period in my 1970 Cherry post, while Paul has also covered these early Datsuns (A while back I may say, when a couple were still roaming Eugene –Any of them still around?) However, the recent find of a few of these early ’70s Datsuns around my San Salvador home sort of force me to recap the whole matter for the uninitiated.

So let’s revisit this chapter, though this time with a Sunny (no pun intended) spin.

Toyopet (AKA Toyota) Crown in Taxi form, 1950s.

As the postwar dawned, Toyota and Nissan were Japan’s Big 2, vying to be that nation’s #1 carmaker. At the time, the Japanese market consisted mostly of fleets, with taxis, government agencies and corporate clients accounting for most sales. Further segments included commercial vehicles (transport and deliveries) and upscale pricey models. The latter built for a minor clientele and one could venture, as a matter of national pride too. Finally, really cheap trikes and the like (the future kei segment) formed a final niche.

In retrospect, a rather bipolar array of offerings; either very basic and plain or too sophisticated and costly for most buyers. But it responded to the realities of Japan’s yet suffering postwar economy and more closely, to that nation’s historical tradition as they had yet to develop a significant middle class.

Toyopet Tiara, AKA Toyopet Corona in the US.

Those realities were quickly changing during those postwar years, however. Toyota looked into diversifying first, by acquiring partial control of commercial truck maker Hino, and Kei car builder Daihatsu. As such, extending its reach across the whole market.

Meanwhile, as the ’50s reached their end and Toyota’s Crown line became larger and more sophisticated, the company looked into filling empty slots below. First with the ’60 Corona (AKA Tiara), and then with the subcompact Publica. The latter, in response to the “National Car” project of Japan’s MITI (Ministry of Transport). Roughly speaking, a Volkswagen sort of program, with very specific requisites in hopes to get Japan’s population on wheels.

’59-’63 Bluebird

While Mitsubishi jumped after the Publica with the Colt 1000, Nissan didn’t care much for the whole “car for the masses” idea. After all, the company was focusing on fleet sales and sticking to products like the Bluebird and Cedric, with fatter profit margins. They had also acquired Prince Motors, Japan’s premier carmaker. Gobbling thus some of that nation’s most renowned models; the Gloria and the Skyline.

As time would prove, some of these decisions would be detrimental to Nissan-san’s fortunes. But let’s not be too harsh on their decision-making… yet.

’67 Datsun 2000 (Cedric) in San Salvador.

As Nissan saw it, Japan’s economy was a ways off from having a middle class strong enough to be too bothered with. Besides, that Toyota ’60 Publica episode hadn’t done too great, nor did the early Corona. Furthermore, Nissan had costlier operations than its archrival (a situation inherited from their pre-WWII creation) which made the low end of the market an unappealing proposal.

Outside of Japan, aside from its pickup line, Nissan was pushing its upscale credentials. In the US the brand was somewhat of a hot thing in the ’60s, with models like the 510, the Roadster and the 240Z. Meanwhile, in Latin America vehicles like the 2L Cedric were trying to make a case for the carmaker as a purveyor of “accessible” luxury.

However, Toyota’s early stumbles with its Corona and Publica lines had taught the company valuable lessons. Adjusting their business model, their product line got a workover with much customer input through their dealer network. A fine-tuned Publica eventually gained some traction, and the ’64 T40 Corona became a success. Both in Japan and abroad, with Toytota surpassing Nissan as Japan’s #1. And assault that was to keep on going, with Toyota’s upcoming Corolla aimed at Japan’s rising middle-class. Nissan could no longer ignore the market’s new reality.

Or so one would think…

The quote “If they don’t have the money, they can just buy used Bluebirds…” is famously credited to Nissan President Katsuji Kawatama when the entry-level model idea was proposed. Legend has it that research and development –more attuned to market realities apparently– insisted on proceeding under the pretext that their small car proposal was meant solely for commercial fleets. Under that condition, development was approved.

The expense underway and with Toyota’s ambitions being known, Nissan’s entry car eventually got the green light to become a full-fledged Corolla fighter. A name was needed…

As told in Paul’s 1200 post, the model got its name after Nissan launched a creative national public contest, part of the stunts the company was so fond of at the time. “Sunny” was the chosen one, tying the fate of the car –conveniently– with Japan’s “Rising Sun” flag.

Both the Corolla and the Sunny appeared in the Japanese market in 1966. An arrival that is considered defining in that nation, akin to the Model T in the US. Numbers for both models were beyond anyone’s expectations, and it turned out to be a sunny dawn for the Sunny (and the Corolla), indeed.

However, the Corolla comfortably surpassed the Sunny by a good 50K to 100K in yearly sales in those early days. So, Nissan’s entry car had a bright dawn, but not as sunny as its parent company would have liked.

That Nissan was somewhat less serious than Toyota with its entry car could be seen in the models’ foreign exploits. While the Corolla was sent around the globe early on, the Sunny remained a JDM offering, with some coupés also sold in Australia.

Playing catch up, once again, matters would change for the Sunny’s second generation. And from ’70-’73 the Sunny B110 was sent worldwide to make its case against the Corolla.

So this, the B110, is the first Sunny face many of us remember, though most know it as the Datsun 1200 or 120.

Styling-wise, Nissan had yet to go outré (or desperate), and the B110 arrived with rather clean lines that evoked the larger Bluebird (510). Dimensions of the new B110 were slightly larger than the then-outgoing Corolla, a matter which Nissan proudly extolled in advertising. In the same line of thinking, an upgraded 1.2 L engine debuted on the model, offering –briefly– more power than the Corolla.

Most markets got the 2-door sedan and a nifty fastback coupé. Less distributed, 3/5-door wagons and the 4-door sedans. Still, a good number reached the world, like this 4-door in San Salvador.

And well, the B110 was also the father of the long-running Sunny pickup, with updates remaining in production until 2008 in Africa. Talk about a never-dying tin-can critter!

Here’s a late ’80s one not far from my MIL’s house on the outskirts of San Salvador. One of plenty that are still found in this city. Throw a rock in the air and one is most likely to land on a Sunny pickup…

The ’70-’74 Corolla, another crown –in Latin– in Toyota’s history.

The Sunny B110’s arrival pretty much defined what the Toyota/Nissan horserace would look like in the coming decades. While Nissan’s cars were just as competently assembled and offered many of the same amenities, they always seemed “slightly off” against Toyota’s products, with the latter always selling in larger numbers.

In the case of the low-end market, Toyotas always seemed to offer a better deal and a more upscale feel. Attributes that gained Toyota more loyal buyers. Meanwhile, in the upper echelons of the marketplace (Cedrics, Bluebirds and Laurels), Nissans seemed somewhat more frivolous and less compelling –though occasionally more exciting.

There’s some irony to this, as time seems to have shown. Toyota’s early products gained the maker strong loyal buyers, or in other words: Toyota people. Meanwhile, Nissan seemed to create models that had a more devoted following. In other words, 510 and 240Z fans and so on.

(All relative of course, with exceptions and impressions changing according to period and region.)

In the case of the B110, some of those ideas apply to the model. As per most unbiased opinions, the B110 was as competent as the Corolla. Only, ever slightly, less refined. A bit noisier, and choppier under driving, but offering good assembly and reliability. All as long as the tin worm was kept at bay.

And while the B110 may not have the same following as 510s or 240Zs, they certainly have some. As can be seen in today’s finds scattered across San Salvador, with samples that have gotten much love and attention.

As locals know, these early Datsuns can provide economical means to enjoy sporty driving. And this explains the way most of these San Salvador Datsuns look; all slightly souped-up, purportedly fixed up for sportier intentions.

And if in fastback coupé form, such goals are displayed more clearly. Like in this one found in a recent car show (If you’re curious about the show, I covered it previously HERE).

After all, the Sunny’s economical 1.2 found under the hood was well-balanced and had good flexibility. With some tuning, high RPMs. were easily achieved. And with the model’s 5-speed introduced in ’72, along with the car’s lightweight, tossable and sprightly driving can be found.

The car’s suspension is basic McPhersons upfront with semi-elliptical leafs at the back. Nothing extraordinary; not quite engaging, and certainly choppy if put to the test. But doesn’t that make it feel sportier? At least in the spirit of the times?

So as an economical means for “sporty” driving, these old Sunnys have quite a few devoted followers here. And in quite a few places across the globe, if one does a bit of online searching.

I won’t deny that of all its body styles, the fastback with its modest coke-bottle hips is my favorite. And considering where Nissan styling was heading, this was quite purposeful and accomplished.

So yes, I’m certainly smitten with this tiny fastback. Not that I’ll deny I’m biased…

See what I mean?

(Yeap, that’s me on the trunk lid of our family one. I look sleepy… but perhaps I’m quietly pondering the Sunny’s merits?)

Don’t get excited about the fastback’s rear fender brightwork. Those are just for show.

Styling lessons from the ’64 Mustang, with a Nissan spin?

“Datsun” in pretty cursive, way before the model’s real Nissan persona was revealed.

Nothing like creating a brand, worldwide, to eventually toss it away… Just because?

A clear and straightforward interior, with improved ventilation for its class in its native Japan. That said, an ambiance a notch or two below the Corolla’s, as it would become custom.

And that’s a non-stock steering, yes. The kind of mods local enthusiasts love.

The chromey-glossy taillights of Nissan and Toyota of the period. Pure “’70s Japanese” nostalgia.

Back to the 2-door bright green sedan that opened this post. As it happens with many of my finds, it showed up soon after on the FB marketplace for sale. A ’73 model with a fairly unmolested 1.2L mill and the 5-speed manual.

Price? $6500. A figure that over here is rather steep, but elsewhere, I’m not sure… I mean, I’m told most of these rusted to oblivion elsewhere.

So, would your desire for early ’70s Sunny nostalgia find that figure –plus customs and transport hassle– worth the trouble?

Here’s this Sunny’s fairly intact propelling heart. All 1.2L of Japanese fury. And in typical Salvadorian form, missing the air-filter assembly altogether.

BTW, if you sneeze and “Austin” escapes your mouth, I won’t blame you. These A12 engines clearly borrowed much from those Brit wonders, and it was partly the reason behind the rise of the Japanese. Known mechanicals, unchallenging, in a package fairly well assembled. At good prices too.

The enthusiasts knew more sophistication was found elsewhere (Alfa, Lancia, and so on), but to the average buyer, what was not to like?

Sticking to the topic of engines, as usual, options were greater in its native Japan. With the ’70 E20 Corolla coming out with optional 1.2 and 1.4 engines, a hotter 1.4 Sunny Coupe 1200GX-5 appeared for ’71. Just to show Toyota who’s boss.

Toyota responded with a 1.6 hemi-powered Corolla. Nissan, instead of responding directly, went and created the 1.4-1.6L Violet to slot between the Sunny and the Bluebird.

Not that Nissan remained idle with the Sunny, with the launch of the Excellent variant in ’71. Apparently, an effort to make semi-big bucks from their entry-level car.

Taking the usual page of sprucing up an entry model and passing it as a “luxury”, the Excellent had the trimmings and mechanical upgrades expected. Added gingerbread included new brightwork and trim, roof vinyl, interior wood accents, full instrumentation and items such as a radio and a cigarette lighter. You know, “luxury” in accessible ’70s form.

How many of those items came as standard or optional I’ve a hard time making out from it’s JDM brochure, since my Japanese is nil. But the photos feature them.

Mechanically, the Excellent came with the 1.4 mill and double-carburetion, with either a 5-speed manual or a 3-speed automatic.

All Nissan efforts aside the variant failed to gather much interest, and while it remained available in the Sunny’s B210 generation, it was dropped altogether in ’77 when the B310 models appeared.

Talking about those other Sunnys, while the B110 from ’70-’73 did good numbers, as told earlier they were just not bright enough for parent Nissan. So while the E20 Corolla enjoyed the full JDM 4-year production run, Nissan sped up the B110’s cycle.

After a short –for their standards– 3 years, a new Sunny would arrive with quite a different proposal in feel and styling: the B210. It was the dawn of what would be Nissan’s outré ’70s period. But that’s a story for another time (And actually, already covered elsewhere at CC).

Opening 1973 green Datsun 1200 photos by Lorena Saavedra.