Datsun’s long lineage of sports cars in the US began here, with the Datsun Sports 1600 (SP311). Strictly speaking, it started a few years earlier with the Sports 1500 (SP310), which looked very similar to this 1600, but there were a number of significant improvements. R&T noted that they had been somewhat less than impressed with the 1500, but that changed with this latest iteration.
The Sports 1600 had not only a larger and more powerful engine, but its bore and stroke had both been changed to improve it s high speed running, revving happily to 6000 rpm, where it made its peak 96 hp. Disc brakes, bigger 14″ wheels and a number of other technical and interior improvements turned R7T’s opinion 180 degrees, most of all in terms of its value proposition: unbeatable in its class.
It’s important to note that despite certain similarities with the MGB, the Datsun Sports 1500 was shown in 1961 several months before the MGB, so any lingering thoughts about it being a copy of that class-leading roadster needs to be put to bed.
R&T noted the many improvements since their test of a 1500 three years earlier. The top was much improved, and interior accommodations.
The engine, the latest evolution of the Datsun ohv four that began with a license built BMC B-Series engine, featured a larger bore and shorter stroke to improve its running characteristics and revving abilities. An even bigger improvement was the new four speed transmission, with all gears synchronized. It was deemed to be a splendid box, in fact, as good as any four-speed manual R&T had driven to date. This is a stark example of the kind of incremental improvements that the Japanese manufacturers were making at the time,,leapfrogging their sleepy competitors in the US and Europe with things like world class transmissions.
Of course the chassis was still old-school, with the classic IFS teamed with a rather brittle leaf-spring solid rear axle, yielding that classic vintage sports car ride and handling. Lots of fun, easy to throw the tail out in a controlled fashion, until the road surface deteriorates too much.
The cockpit was cramped for taller drivers, a common malady back then in sports cars. But the instruments and appointments were praised. Most of all, the list of standard equipment, which included a long list of items that were typically extra cost in other cars. This was of course according to the Japanese playbook at the time, since it simplified production and made the cars more competitive, price-wise.
mn
I assume sales of this model were very much California and one or two other spots. Asking this because, while Johnstown, PA had a Datsun dealer at the time (Pristow Oldsmobile/Renault) I never knew these cars existed until long after they went out of production. For that matter, I only knew that the 2000 roadster existed because the Erie Datsun/Saab dealer had a slight interest in carrying sports cars.
For most of the country, Datsun didn’t make sports cars until the 240Z arrived.
Not at all uncommon in California back then, and in fact I saw one on the road near my house a few months ago.
I owned one of these back in the day. Dad gave me money for my 21st birthday to buy a new car. He was horrified at my choice, but it’s what I wanted. I loved driving around in cold Seattle drizzle with the the top down. I bought it used, and it was in OK condition except for a clutch that went bad and had to be replaced. I kept it for two years until I had to sell it before I left Seattle to go to graduate school. It was a lot of fun. Recently I reclaimed my youth by buying a Mercedes SLK roadster. That car was a lemon, so I traded it for a Mercedes C300 Cabriolet. And I still like driving around in cold Seattle drizzle with the top down.
My brother has a ’69 1600, and our friend had a ’69 2000 for 10 years but recently sold it to focus on another project. At 6’3″ and 240, these cars are almost painful to drive but I still can’t stop myself from cramming my lard-ass in there and going for a spin. When our friend was shopping for a sports car, I recommended the Roadster over the British cars he was looking at and drove my 280Z to Alameda to test drive one for him. The lack of legroom–or even foot-room (I have to drive them w/o shoes) surprised me when compared to the Z, but what a great little car! These old road tests make for great reading, thanks CC!
I think of these as well engineered TR4s, unfortunately they were even more rust prone than their English inspirations. I’m pretty sure dealers in the NYC area sold 1600s and 2000s since I saw a couple in the 70 and early 80s but didn’t see a rust free one until I visited LA in 1984.
I, growing up in Wisconsin, never saw one on the road. I do remember the character Angel Martin driving a trashed one in episodes of The Rockford Files.
I still want one .
@ 238# I wonder how snug it will be .
-Nate
Never driven one, but I remember them and their stablemate 2000 well. From all I heard, they were a classic British sports car, but better than any of those from the British Isles. Reportedly the 2000 was even quick for the era. Reliability apparently was head and shoulders above the classic MG/Triumph etc.
Yes, I do have a California perspective on them.
I had a 1600 Sports in 1968 in Sydney.
A road test in Wheels magazine locally said that it matched a Lotus Elan!
So I just had to have one.
It was a great car for the day, very well appointed too.
I sadly traded it in for a 260Z – a completely different type of sports car.
Currently on my second Lotus – history re-written.