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The story so far

Japan entered the motor industry at a very late stage compared with Europe and America. Shintaro Yoshida was responsible for the country’s first petrol-driven vehicle, the so-called Takuri, which appeared on the scene in 1907. Even then, the engine had been imported from the USA, and production levels were very low; around 12 are thought to have been built.

Textiles, farming and fishing continued to be the most important areas of commerce in Japan, but, just before World War 1 broke out, interest in the automobile was starting to grow. Indeed, on state occasions Emperor Yoshihito was often seen with his Daimler limousines, mirroring the situation in Britain where royalty had made the motor car acceptable during the late 1890s.

In the meantime, Tokyo-based Masujiro Hashimoto, another entrepreneur, had founded the Kaishinsha Jidosha Kojo (the Kaishinsha Motor Car Works) in 1911 with financial help from Kenjiro Den, Rokuro Aoyama and Meitaro Takeuchi.

The second DAT chassis pictured in 1913. Rated at 10bhp, the completed car received a prize at the 1914 Tokyo Taisho Expo. This modest beginning laid the foundation for the Nissan empire.

Hashimoto had acquired his engineering skills in America, where the automobile had been a part of everyday city life for around 15 years. In fact, by 1900, some 8000 cars were already registered in the States, and, before long, a large number of factories - Ford, Oldsmobile, Cadillac, Buick, and Locomobile, to name but a few - had begun mass-production.

In recognition of the help he had received, Hashimoto took the first initial of each backer’s surname and gave his cars the name DAT. In Japanese, the word Dat would be prounced Datto, which literally means “with the swiftness of a hare in flight.”

Hashimoto’s first prototype of 1912 was something of a failure, but a second chassis built the following year was much better. At its first showing in March 1914, at the Tokyo Taisho Expo, Hashimoto received a prize for the vehicle’s design. The DAT 31 was introduced for 1915, powered by a four-cylinder, two-litre engine, which was later bored out to 2.3 litres for the 1916 Model 41. The latter was made in small numbers until 1926, when production ceased in favour of small commercials.

In 1925, Kaishinsha changed its name to DAT Jidosha Seizo Ltd (the DAT Motor Car Manufacturing Co. Ltd), following a merger with the Jitsuyo Jidosha Seizo. This firm had been founded in 1919 to build three-wheelers designed by the American engineer, William R. Gorham, who later helped with the design of the Mitsubishi Zero fighter aircraft. Although the three-wheelers were unsuccessful commercially, they did at least provide the basis for the four-wheeled Lila light car in 1921. Many Lilas were used as taxis in Japan, and they continued to be made for several years after the DAT merger.

The car was still not a popular form of transport with the Japanese; by 1923, there were fewer than 15,000 vehicles in the country. However, that year’s devastating Kanto earthquake resulted in a flurry of trucks and buses being imported from the United States to get the country mobile again. Most of Japan’s population is centred around the Tokyo Bay (Kanto) area, and the earthquake totally destroyed thousands of buildings and most of the communications in Tokyo and Yokohama. With few suitable home-grown vehicles, demand for these American imports was high, and both Ford and General Motors quickly established local assembly plants. After this, the vast majority of vehicles in Japan were supplied by these two US giants, and a large number of native manufacturers were put out of business in the process. Fortunately, DAT survived.

The Datsun marque

In 1930, DAT completed work on a 500cc prototype chassis, but in 1931, before it could be put into production, DAT was taken over by a large industrial concern known as Tobata Imono. This company, dating from 1910, had made its fortune as a foundry, and later turned to manufacturing components for the fledgling motor industry.

The DAT business was reorganized in Osaka, and its products sold under the Datson name, taken to mean ‘son of DAT.’ The Datson 91 was the first car to appear after the takeover, making its debut in August 1931.

However, as was quite rightly pointed out, in Japanese, ‘Son’ can be interpreted as loss or disadvantage. A typhoon which flooded the new DAT works was considered an omen by the management (most Japanese people are superstitious; even today, rooms are often built in nonsensical places because, supposedly, it is unlucky to have them on a certain side of the house) and, during 1932, the company name was changed to Datsun. Although the sun is very important to the Japanese (it appears on the national flag, after all), the word ‘Sun’ doesn’t actually mean anything in their language, so it couldn’t be taken the wrong way.

Around 150 Datsuns were made in roadster, tourer and saloon forms during 1932, powered by four-cylinder engines that developed 10bhp. Although clearly based on the Austin Seven, the Datsuns had semi-elliptic rear suspension and worm drive, whereas the British car was equipped with cantilever springs and bevel drive. Moreover, the 495cc engine was considerably smaller than that of the Austin. Although these production figures would be laughable for Nissan today, at the time 1932 was considered a highly successful year.

On 26 December 1933, Tobata Imono and Nihon Sangyo formed a new company in Yokohama to manufacture and sell Datsun cars. Yoshisuke Aikawa was nominated President of the new concern and, by May 1934, the Yokohama factory was finished, with all production moving there from Osaka. However, on 1 June 1934, Nihon Sangyo became the sole owner and changed the company name to the Nissan Motor Co. Ltd.

Nissan continued to make the Datsun light cars, with the total built reaching 1000 in mid-1934; a few were even exported to Australia. For 1935, the engine size was increased to 722cc, making the powerplant more suitable for light commercial applications; in May that year, the familiar Nissan badge was adopted.

The first car to wear the Datsun name, a 1932 Type 10 model powered by a 495cc four-cylinder engine. The top speed of this roadster version was said to be around 40mph (64kph).

Cover of the DC-3 sales brochure, described here as the Datsun Sports.

Japan became increasingly nationalistic during this period, and expanded its empire almost unchallenged, despite the use of force. Military considerations led to the 1936 Motorcar Manufacturing Enterprise Law, under which companies had to meet certain criteria or close down. Whilst only Nissan, Toyota and Isuzu complied with the new act, in effect, it put a stop to the activities of foreign car companies, with both Ford and General Motors first cutting back production, and then closing their factories in Japan during 1937. Ironically, it was in that year that Nissan used some old Graham-Paige tooling from America to build its first big saloon, the Nissan Model 70 (the smaller four-cylinder cars continued with the Datsun badge).

During 1939, Nissan made almost 18,000 vehicles, although around 75 per cent of them were commercials. Japanese car production reached a pre-war peak in 1941 (Japan didn’t enter the Second World War until December 1941), but more than half of it was reserved for military use. Naturally, as the Pacific War escalated, vehicle production gave way to armament manufacture. By the end of 1943, both Nissan and Toyota had turned to aero-engine production.

In September 1944 the company’s head office was moved to Nihonbashi in Tokyo, and the company name changed to Nissan Heavy Industries Ltd. In August the following year, the war came to an end for Japan. The rebuilding process followed and, on 15 November 1945, the Supreme Commander for the Allied Powers (under the direction of General MacArthur) granted permission for the first post-war vehicle to be produced in Yokohama - a Nissan 180 truck.

Post-war cars

Life was hard in post-war Japan. Most of the country’s resources went into the railways, steel production and shipping. Although truck assembly was seen as a necessary part of the reconstruction process, cars were not considered important at the time.

In January 1946, the company’s head office was returned to Yokohama, and in May the Yoshiwara plant began to produce a range of light commercials in very limited numbers, partly because of GHQ restrictions, but also due to the general shortage of tyres and radiators. Eventually, MacArthur allowed the industry more power, but the Americans remained in ultimate control until 1949.

Nissan produced its first true post-war car in August 1947. Known as the Standard Sedan DA, it was based on the commercials built in the previous year. This 722cc two-door machine was joined by a more modern-looking Model DB saloon in September 1948. By August 1949, the company name had been changed back to Nissan Motor Co. Ltd.

In 1950, Nissan built the 50,000th Datsun. Considering that, in total, just 1594 cars had been built by all Japanese companies that year, this was quite an achievement. Ironically, the Korean War helped the larger automobile producers (which naturally included Nissan), as vast military orders were placed by the United States following America’s post-war friendship agreement with the Land of the Rising Sun. The Japanese Prime Minister at the time, Shigeru Yoshida, called it “... a gift from the Gods.”

Shortly after, Nissan took the decision to build a limited run of sports cars, perhaps to revive memories of Datsun’s sporting successes in 750 racing in the late 1930s. However, the car was built by an outside concern run by Yuichi Ohta (his father was behind the Ohta marque). Making its debut in January 1952, the DC-3 was a traditionally-styled, open four-seater, which shared its 860cc, four-cylinder, side-valve engine and gearbox with the contemporary saloons. Maximum speed was quoted as just 44mph (70kph), and sales were very slow.

Links with Austin

The Japanese government was concerned by the technological gap that existed between Japanese cars and those from the West. Joint ventures were encouraged and, on 4 December 1952, Nissan entered into a ‘technical co-operation’ agreement with Austin of England. The first example of this was seen in April 1953, when licence-built Austin A40 Somersets started to roll off the line at the Tsurumi works. Others followed Nissan’s lead, with Hino building Renaults and Isuzu turning to the Rootes Group for its Hillman Minx.

Nissan suffered a crippling four-month strike in 1953, which nearly put the company out of business (intervention from the Bank of Japan saved the firm at the last minute), but, by December 1954, the first Austin A50 Cambridge had been built. Unfortunately, this was just a little too late to be shown at the first Tokyo Motor Show.

Various laws were passed to assist the Japanese motor industry, which gradually found its feet. Production increased steadily, new roads were built, and Tokyo streets began to fill with Japanese cars rather than ageing imported models. Steel and automotive components were being produced in Japan, reducing the need to buy from foreign countries, and the Occupational Forces had returned most of the factories to their owners. In 1955, Nissan alone produced 13,354 cars; by 1956, it was building the Austin A50 (the A40 had been dropped) entirely from Japanese-sourced parts.

The A80X, unveiled to the press in November 1957. The glassfibre body concealed an 860cc engine connected to a four-speed gearbox. Top speed was just 53mph (85kph), but at least it provided the basis for a more competitive machine.

New sports cars

By the mid-1950s, Ohta’s new company, Alpha Motors, undertook most of Nissan’s experimental work. It had designed the 210 chassis (forerunner of the Bluebird) and had been asked to produce a number of prototypes for a new sports car. One design, code-named A80X, was developed into a running prototype and shown to a small group of journalists at the top of the Mitsukoshi building in Tokyo in November 1957.

Japanese car builders were slowly making inroads into export markets. Early in 1958, Nissan took part in the Imported Car Show at Los Angeles; by June, Datsuns began to appear on the West Coast of America. During September, the company took first and fourth places in its Class on the 6th Round-Australia Mobilgas Trial, further boosting its image abroad. Most Japanese companies took an active part in competition during this period to prove their worth on an international stage.

October 1958 saw the S211 make its debut at the fifth Tokyo Show. More practical than the 1957 prototype, it retained the advanced feature of a glassfibre shell, but was equipped with a more powerful 988cc ohv engine. Although this was rated at only 34bhp, the vehicle’s low weight helped deliver a top speed in excess of 70mph (112kph). Braking was by drums all-round, while semi-elliptic leaf springs provided suspension at all four corners. By June 1959, the car had gone on sale to the public, built to order at a price of 795,000 yen.

Shortly after, Nissan announced the 310 Bluebird. Powered by ohv engines of either one- or 1.2 litres (rated at 34 and 43bhp respectively), it was competitively priced and had styling that was acceptable even to European eyes. The 1.2 litre Bluebird appeared in California in late 1959, then spread through the States. Its success can be gauged from the fact that, in 1958, just 52 Datsuns were sold in America; the following year the figure rose to 1290 units after the 310 arrived.

The first Datsun sold in Europe went to Norway in 1960. That year, the Fairlady name was introduced for the first time on the SPL212 model - an updated version of the S211. Making its debut in January, the Fairlady was built with left-hand drive only, and produced specifically for the USA, as lhd cars were prohibited in Japan.

The engine was the Type E four-cylinder ohv unit of 1189cc - a development of the Type C ‘Stone’ engine and shared with the 310 Bluebird model. Linked to a four-speed gearbox and delivering 48bhp, it endowed the new sports car with a maximum speed of 82mph (131kph). The chassis was a big improvement over the S211, as it featured an independent torsion bar front suspension. However, semi-elliptic springs were retained for the rear, and braking was still via drums all-round. Bodily, it wasn’t all that different to the S211, except that the glassfibre panels had been superseded by steel ones. Priced at below $2000 in the States, it offered very good value for money.

The car which won its Class on the 1958 Australia Mobilgas Trial, known at the factory as Fuji-Go (the sister car was Sakura-Go). It was driven by Yasuharu Nanba (later, President of Nismo) and Kazuaki Okuyama.

The SPL213 Fairlady, introduced in October 1960. This was the last of the Ohta-designed roadsters, all of which sold in very small numbers.

In March 1960, the agreement with Austin expired and Nissan was left completely on its own. Three months later, Nissan won the Deming Prize for excellence in industrial engineering - an accolade that was proudly advertised in all of its publicity material of the period.

In September 1960, the Nissan Motor Corporation was established in the USA, confirming the company’s desire to conquer the world’s most important market. Export man, Takashi Ishihara, was appointed the first President of the Corporation, and went on to become Nissan’s President in the early 1980s. There were two Vice-Presidents: Yutaka Katayama handled the Western Division, and Soichi Kawazoe looked after the East Coast. Commenting in December 1961, Motor Trend observed: “With the proper approach and good cars they intend to make even better, Datsun will soon have quite a number of Americans driving cars marked Made in Japan.”

In October 1960, after 288 examples of the 212 had been produced, the SPL213 made its debut. Although basically the same as its predecessor, it had a more powerful engine (rated at 60bhp, despite maintaining the same capacity). The new model was built for export only, and the price was kept at $1996 in America, where it sold until late 1963. It was the last of the Ohta-designed cars to reach production, and 297 examples were built.

The modern era

A new car was displayed on the Nissan stand at the 1961 Tokyo Show. Bearing the Fairlady name, it had a completely restyled body designed by Hidehiro Iizuka. Known as the Fairlady 1500, it eventually went on sale on 4 October 1962, having already been previewed at the New York Show.

The new car’s low, box-section chassis frame came from the popular 310 Bluebird, and was cross-braced in the centre for extra strength. While semi-elliptic leaf springs were retained at the back, the independent front suspension was via wishbones and coil springs. The brakes were uprated for greater stopping power, although drums remained on all four wheels. Power was provided by the standard 1488cc Type G four from the six-seater Cedric, which offered 71bhp. However, this gave a massive improvement in performance; 95mph (152kph) being possible (almost 15mph/24kph more than the substantially heavier Cedric).

The Fairlady 1500 was available for both home and export markets, so came in left- (SPL310) and right-hand drive (SP310) versions, although it was America that provided the biggest sales outlet. Shortly after the first Japanese Grand Prix, the engine was uprated to give 80bhp. On the home market, the SP310 sold for 880,000 yen: at the time, the exchange rate was still 360 yen to $1, and the price in America was $2465.

The Fairlady was a great success compared to previous Datsun sports cars and, in December 1964, Nissan Body Ltd started a Fairlady-only line at the Hiratsuka Plant. In all, a total of 6906 SP/SPL310 models were built, almost half of which were sold in America.

A delightful shot of the Fairlady 1500 (SP310) in Japan. This car represented a massive leap forward for Nissan’s designers - sales success, both at home and in America, was their reward. The car went on sale in October 1962 and, by the end of 1965, almost 7000 had been built.

In May 1965, Nissan announced the SP311 at 930,000 yen. Although at first glance basically the same as the SP310, the SP311 featured a larger, 1.6 litre Type R engine and Japan’s first all-synchromesh, four-speed gearbox. Another important feature was the introduction of front disc brakes. Having increased performance, the new brakes were welcomed by enthusiasts, and universally praised in road test reports. The first few 1600 models filtered through onto the American market in the latter half of 1965, priced at a very competitive $2465.

As with all Datsun models, the SP311 was constantly reviewed to make it better and able to meet ever-changing regulations. In March 1967, a five-bearing cylinder block was adopted for smoother running, and interior changes included anti-glare finishes to most surfaces and gauges. At the same time, the bodyshell was subtly modified to make it easier to build, and to accept the forthcoming two-litre engine and drivetrain.

The Prince merger

Whilst the post-war economic boom encouraged car ownership, it was still beyond the reach of most Japanese: even in 1965, fewer than 6 per cent of families owned a car. However, the Japanese motor industry continued to grow at a rapid rate, protected by high import taxes and quotas. Only in the late 1960s did Japan begin to relax these restrictions, mainly because of pressure from America.

As productivity increased (a little under 700,000 cars had been built in 1965, compared with only 165,000 five years earlier), cars became cheaper. At the same time, the average wage in Japan rose to such an extent that, for many people, car ownership became a possibility. For the first time in Japan’s history, car fever gripped the country and the car became something of a status symbol.

However, although Nissan had produced 97,000 cars in 1962, this figure was still quite low compared with the output of bigger companies in America and Europe. The government noted that the Japanese industry was still quite vulnerable and, in 1966, suggested a number of mergers to make the businesses stronger. Toyota took control of Hino and Daihatsu, and Nissan absorbed Prince.

A 1957 Prince Skyline De Luxe, powered by a 1.5 litre, four-cylinder, ohv engine developing 60bhp. After the Nissan takeover, the Skyline was allowed to continue, attaining almost legendary status after the GT-R version was launched.

A rare brochure for the Datsun Coupé 1600, known as the Silvia for the home market. Very few were built (sales ended in mid-1968) and, as a result, a second generation Silvia didn’t appear until many years later.

Prince Motors Ltd had emerged from the Ishikawajima aircraft concern, formed in the 1920s. By the end of the Second World War, Tachikawa - as the company had become - was turning to motor car manufacture. A couple of vehicles were built under the Tama name, but, in 1951, the Prince marque was born in honour of Prince Akihito. Prince Motors Ltd was registered the following year, when the first Prince car (a 1.5 litre, four-door saloon) appeared.

After being taken over in 1954 by Fuji Precision Machinery, Prince took a stand at the Paris Salon in 1957, the year in which its first generation Skyline appeared. In 1962, came the Gloria, along with the Skyline Sport coupé and convertible. These were landmark vehicles, putting Prince firmly at the top end of the market. Sadly, the luxury sector was not yet sufficiently developed in Japan.

A merger was the only way to continue the business, with the Nissan takeover - encouraged by the government - occurring in August 1966. Nissan was very healthy, financially, having recently registered a company in Australia, and production was just starting in its Mexican subsidiary. The takeover was beneficial for both parties as it protected Prince jobs, and Nissan acquired a fine test track facility from Prince.

The Datsun range became increasingly complex, comprising the Fairlady, Bluebird, Cedric and President lines. Nissan also continued production of some of the Gloria and Skyline models, maintaining the luxury theme of the former and the GT image of the latter. In fact, Nissan took the Skyline to new levels, bestowing it with an almost legendary status that has continued to this day.

Towards the end of the 1960s, the Sunny and Laurel entered the arena, and there was the short-lived Silvia as well. Making its debut in March 1965 (it was shown in prototype form as the ‘1500 Coupé’ at the 1964 Tokyo Motor Show), the Silvia was a pretty coupé powered by the same Type R16, 1.6 litre engine as the Fairlady, but it was not a success, commercially.

The Fairlady 2000

Nissan introduced another new Fairlady in March 1967. The SR311 had a new 145bhp (or 135bhp for the American market), two-litre engine and a five-speed gearbox, which totally transformed the car. The Type U20 powerplant was a four-cylinder unit of 1982cc, and the first Nissan-designed, overhead-camshaft engine.

Although the SR311 looked similar to the 1.6 litre model (indeed, it had the same body and chassis), performance had shot up from a top speed of 106mph (170kph) to 122mph (195kph); cars for the home market could attain 127mph (203kph).

October 1967 saw the launch of the Safety Devices model. The height of the windscreen was raised slightly at this time (as were prices on all standard models), but the first 2000s began to reach America the following month, when the 1968 model year cars became available. The 1600 was priced at $2766, while the 2000 sold for $2998. These cars featured the taller windscreen and recessed gauges of the so-called ‘safety dash,’ plus a number of engine modifications, amongst which was the fitting of an air pump to reduce emissions.

America continued to be the most important market for the Japanese sports cars. For the 1969 model year, the price was maintained on the SPL311 (1600) but the two-litre SRL went up by about $100. These prices were held over for the 1970 model year, when both cars were listed alongside a new Fairlady.

In the meantime, the 510 Bluebird was taking the States by storm. November 1969 saw Nissan’s cumulative exports pass the one million mark; by then, Japan was producing over two million cars a year. Total exports to the USA of the 300-series Fairlady Roadsters amounted to just under 39,000 units, but an even more successful sports car was on the horizon.

The 1968 and 1969 Monte Carlo Rally entries generated some interest in the Fairlady 2000 and, as a result, a handful were sold in Europe and Scandanavia, but it was never marketed in the British Isles. In fact, the Fairlady had a fine competition history, a little-appreciated fact in Europe generally and Britain in particular.

The SRL311 at the 1967 Tokyo Show, with modifications for the 1968 model year. The Fairlady 2000, a very competent vehicle, paved the way for the Z-cars.

Roadsters in competition

Genichiro Tawara was a Japanese car enthusiast who bought a Fairlady 1500 as soon as one became available, his intention being to enter the Sports Car Race at the first Japanese Grand Prix. Tawara took his new Fairlady to the Suzuka track as often as possible, practising with various car set-ups until he found the most effective. All this effort paid off, as, in May 1963, he won his Class in the supporting Production Sportscar Race, beating a Triumph by six seconds.

In the 1965 Japanese Grand Prix GT race, the Fairlady scored a one-two over a Porsche 911, the two Japanese cars beating the Stuttgart machine by over 30 seconds. At the 1967 Japanese Grand Prix, the SR311 took a one-two-three at Fuji Speedway, firmly establishing the new model in its home country. The two-litre car claimed at least 13 noteworthy victories in Japan during its career, including the top five spots at the Japanese Grand Prix from 1968 to 1970.

Racing in Japan was producing some fine results for Nissan, and sales were increasing as a result. Further afield, on the 1968 Monte Carlo Rally, a third in Class (ninth overall) was recorded by a young Hannu Mikkola driving the Fairlady 2000. The two Japanese-registered cars failed to finish the 1969 Monte but, in the meantime, a first and second in Class (third overall) had been claimed on the 1968 Tulip Rally, whilst a fifth in Class was captured in the 1969 event.

However, Nissan had set its sights on the events sanctioned by the Sports Car Club of America. Nissan had established a Competitions Department in 1967, with Dick Roberts brought in to run the newly-formed business. An engineer from Denver, Colorado, Roberts began racing Porsches in 1963, and had switched to Datsuns as recently as 1966. He had sound technical knowledge, however, and fully understood the needs of the amateur racer.

A wide range of tuning accessories was made available by Nissan for competition or fast road use, including engine components, transmissions, and braking and suspension parts. Cars were campaigned by Pete Brock on the West Coast and Bob Sharp on the East Coast.

The SPL311 won four SCCA national titles. Bob Sharp took Datsun’s first in 1967 at Daytona in the F-Production Class, whilst Joe Hauser won in the G-Production category three times (in 1976, 1981 and 1982). In addition, the 2000 acquired a string of impressive results in the SCCA Class D in 1969, and a handful in Class C as well. The SRL311 took six titles, Jack Scoville grabbing the first on 30 November 1969. Other D-Production winners were Jim Fitzgerald (1970), Bob McQueen (1971 and 1972), and Tom Brennan in 1978; the last title (in the E-Production Class) was won by Bob Studdard as recently as 1987. The success of the SCCA racing programme certainly helped to establish Datsun as a legitimate sports car manufacturer in the eyes of American enthusiasts.

The Fairlady 2000 was a milestone car in Japanese motoring history. However, Nissan had a final ace tucked up its sleeve. Unveiled at the 1969 Tokyo Show, the car was called the Fairlady Z for the home market and the 240Z everywhere else.

The timeless lines of the Fairlady Z, as launched at the 1969 Tokyo Show. It took the world by storm, with the 240Z becoming a favourite with enthusiasts around the globe. This is the rare Z432 which, sadly, was only ever made available for the home market.

The 240ZG was announced at the 1971 Tokyo Show, and sold in Japan (it was only available on the home market) until the end of 1973. Although the G nose was available as an aftermarket bolt-on extra, the true ZG models actually carried a different chassis designation.

The first Z-Cars

The Z had a lengthy and complicated gestation period during confusing times. One sports car project involving Yamaha had been shelved, regulations were changing constantly, and mergers were taking place, bringing new cars into the fold and making others obsolete. Then Nissan’s chief rival, Toyota, launched a car that was almost exactly like the one Nissan had wanted to build in the first place.

There was another aspect to consider, too: no matter how good the Fairlady roadsters were, there was no way they could continue forever, and Nissan needed a new sports car to consolidate its new-found sporting image, acquired because of numerous victories with the all-conquering R380-II, R381 and R382 sports-racers. The outcome was the Fairlady Z - a beautiful fastback coupé brought to life by Chief Designer, Yoshihiko Matsuo, and previewed by the press on 18 October 1969, a few days before the Tokyo Show.

At the event, Isuzu displayed its stunning MX1600, Mazda showed the elegant Luce coupé, and the Toyota stand attracted a lot of attention with the EX-I and EX-III concept cars (the former became the Celica coupé). Nissan’s exhibit made the most of the company’s Japanese Grand Prix victory earlier in the year: a mid-blue 240Z (marked ‘Export Model’) was displayed in front of a banked stand painted to resemble a chequered flag. Behind the Z, which was said to be very popular with the younger generation, was the R382 racer and a Safari Rally Bluebird. Another Z, a home market Z432 model fitted with expensive magnesium alloy wheels, was shown on a revolving platform.

Sold as a pure two-seater, domestic Z-car sales started in November. Having dropped the idea of a four-cylinder power unit at an early stage in the car’s development, Nissan opted initially for a choice of two straight-six, two-litre engines for the home market, or a 2.4 litre six for export. The Japanese two-litre units took advantage of the tax threshold, upped from 1.5 to two-litres in 1959, and those hungry for power could choose the special and highly-prized Z432 version.

An American specification 260Z two-seater from the 1974 model year. The United States provided the biggest market for the Datsun sports car.

Cover of a British catalogue for the 1976 season.

Engines for domestic models developed 130bhp (the sohc type L20) and 160bhp (the twin-cam S20, as used in the Z432), while the sohc L24 employed in the 240Z export models, produced 151bhp. Independent suspension was used all-round, and rack-and-pinion steering was an unusual feature on a Japanese car from this period. Prices ranged from 930,000 to 1,850,000 yen on the home market, while the 240Z was priced at $3526 in America. All vehicles were equipped to a typically high standard.

Road & Track once said: “In sum, the Datsun 240Z’s plusses are its striking looks, its effortless, strong performance, its good brakes and low-speed handling, and its comfort and equipment.” Only its high-speed stability was criticized. These qualities, combined with a low price, meant the car was an immediate hit in the States - its primary market.

As time passed, however, power dropped on the American-spec Z, and the car became heavier in order to comply with ever-stricter regulations. Even so, it continued to be an enormous success in the showrooms. Meanwhile, the 240Z went on general sale in Europe, and, in October 1971, Japan gained the 240ZG at the expense of the Z432. The ZG had an extended glassfibre nose section and large wheelarch extensions, and was powered by the L24 engine. Available only for the home market, it was priced at 1,500,000 yen.

At the 1973 Tokyo Show, the larger-engined 260Z was announced, along with a new line of 2+2 models. The 2.6 litre L26 unit produced 162bhp, bringing performance back up to expected sports car levels, despite the extra weight of the vehicle in both two-seater and 2+2 forms. The home market, however, was left with just the L20 engine, although, once again, various grades were available on either body option.

Regarding the 2+2 model, Car & Driver noted: “The best part about the 2+2 is the fact that you sacrifice precious little over the standard Z-car and you gain a whole lot in return. Some of the lean rakishness is gone from the lines, but the four-place Z will never be mistaken for an estate wagon. In fact, you don’t really see the extra foot of wheelbase at all. The only exterior clue that the 2+2 is definitely something different comes from the slightly inflated roofline.”

A late 2+2 Fairlady Z (actually known as 2by2 on the home market). By this time, July 1976, few changes would be made to the model, as already Nissan was poised to introduce the second generation Z-car.

The 280Z in its final form (as produced for the 1977 and 1978 seasons), with truly staggering Federal impact bumpers. The 2.8 litre machine was sold only in America, first appearing there in March 1975. The next change in the Z-car range was the introduction of the ZX series.

Cover and selected pages from a European 260Z brochure.

In March 1975, the American market received the 2.8 litre 280Z (the L28 engine was rated at 168bhp), but in all other export markets, where emission regulations were not as strict, the 260Z was retained. Six months later, in response to restrictive domestic exhaust regulations, Japanese models gained the NAPS (Nissan Anti-Pollution System) power unit, employing fuel-injection, catalytic converters, and an EGR device. This new engine was designated the L20E.

In July 1978, Car & Driver said of the new model: “The Z has been around so long we tend to forget just how good it is ... The 280Z carries its age well, and even after it loses its place in the showroom, it will not lose its place in the heart.”

The Fairlady Z, 260Z and 280Z continued to sell until the latter half of 1978, by which time, exchange rates had definitely moved against Japanese exports, and the fuel crisis did little to help sales of large-engined sports cars. In the States, however, the Z-cars continued to sell well, despite rising prices and higher fuel costs. In the meantime, the cars enjoyed some excellent results, not only in showrooms around the world, but in the field of motorsport as well.

The 240Z made an exciting rally car. This example was shared by Rauno Aaltonen and Tony Fall on the 1972 Safari Rally. Sadly, even having two top drivers in one car wasn’t enough for Datsun to take victory that year, although the marque did win with the 240Z in 1971 and 1973.

The S30 series in competition

Nissan attacked the motorsport arena on two distinct fronts with the Z. Rally success has always been important in Europe, so, under the direction of Yasuharu Nanba, cars were prepared for the Monte Carlo, Safari and RAC Rallies. In America and Japan, greater emphasis is placed on racing achievements. Teams were formed to contend SCCA events Stateside, and, before long, Z-cars dominated domestic competition.

In rallying, the big 240Z acquired something of a reputation as a ‘Big Healey’ replacement, becoming a firm favourite with enthusiasts. On its first international event, the 1970 RAC Rally, only one of the four cars entered finished (Rauno Aaltonen came seventh), but the noise and sleek lines had people hooked.

Aaltonen came fifth on the 1971 Monte Carlo Rally. Then, slightly later in the year, Edgar Herrmann clocked up a victory on the Safari Rally (he had won in a Datsun Bluebird the previous year). Shekhar Mehta followed him home in second place, confirming the strength and reliability of the model.

After this, results were patchy, as competition increased from the likes of Ford, Lancia, Porsche and Renault-Alpine. However, there was another Safari win in 1973, this time with Mehta taking the honours. The company was rightfully proud of this achievement and displayed the battle-scarred car at the Tokyo Show later in the year. The 260Z was run as a works car in 1974, but a fourth on the Safari was its best placing. Even so, the Z had definitely made its mark.

An interesting 1972 advert from Pete Brock’s BRE concern.

Selected pages from the first Japanese catalogue for the S130 range, showing the two body styles that were available initially.

In racing, the Z432, 240Z and 240ZG were extremely successful in Japan, winning a number of events outright, and filling the first six places in the GT Race of the Japanese Grand Prix in 1971, 1972 and 1973. Later, highly-modified 2.6 and 2.8 litre cars dominated the scene, generating a huge boom in aftermarket tuning parts.

In America, the 240Z won the highly-prized SCCA C-Production Class from 1970 to 1973 (John Morton won in 1970 and 1971, whilst Bob Sharp took the title the remaining two years). The 260Z won the same category in 1974, thanks to Walt Maas, and the 280Z claimed it from 1975 through to 1978 (won by Bob Sharp, Elliott Forbes-Robinson, Logan Blackburn and Frank Leary, respectively). The Z also took the IMSA GTU title in 1975 and 1976, and the SCCA Showroom Stock A-category in 1977 and 1978.

The Samuri team raised the profile of the Z in the UK, with Win Percy taking the 1974 Blue Circle Modsports Championship with ‘Big Sam,’ after fighting off a season-long challenge from Porsche.

Without doubt, competition success helped boost sales. The S30/S31 series Fairlady Z (all models) sold a total of 523,529 units - 11,319 more than the MGB - making the Z the best-selling sports car of all time. Apart from being an excellent advertisement for the company, the elegant coupé was also good for Nissan financially. One top official recalled: “For more than ten years, the Z was one of our main sources of profit.” But time had caught up with the Z-car, and Nissan needed a second generation model. Christened the 280ZX, it finally arrived in August 1978.

A new Z

The S130 series Z-car was more of a cruiser - a GT rather than a pure sports car - but this was largely because of the need to satisfy American regulations. Federal law meant Nissan had to fit ever more outlandish bumpers year-after-year in order to pass the latest tests; a larger bodyshell made it easier to integrate them into the design. The resulting two-seater and 2+2 bodies were very similar to those of the S30/S31 series, but were noticeably longer and wider, and a good deal more modern-looking.

Motive power was provided by the 2.8 litre L28E engine, although the home market also listed the L20E two-litre unit. A five-speed manual gearbox was the norm, with a three-speed automatic listed as an option.

Disc brakes were fitted on all four corners, and, whilst a manual rack was standard for most models, power-assisted steering was also made available. The latter had been borrowed from the Bluebird 810 parts bin, and the rear suspension was also sourced from this model, with semi-trailing arms replacing the former Chapman strut set-up.

With the bigger vehicle came more luxuries, elevating the new Z to a new market sector, higher up the price scale. In Japan, there were no less than ten grades, ranging from 1,460,000 yen for the basic 130bhp Fairlady Z two-seater, up to 2,373,000 yen for the 145bhp 280Z-T 2by2.

Interior of the S130 model. This is actually a two-seater for the home market, seen here in Z-T guise - the most luxurious of the three grades available in Japan.

Sales of the 280ZX began in America in November 1978. The 2754cc engine was rated at 135bhp in the States, and was already familiar to enthusiasts across the Pacific. A basic two-seater and a 2+2 were listed initially (priced at $9899 and $11,599 respectively), with the so-called GL package adding all the electrical goodies. Shortly after, a ZXR model became available, although this was basically a homologation special produced to legitimize a rear spoiler for the Competitions Department in Gardena.

The new Z received a warm reception in Europe, with the first vehicles arriving there in spring 1979 after a Paris Salon debut. The 2.8 litre six was rated at 140bhp in Britain, where buyers had the option of an automatic gearbox for the first time. The standard level of equipment was similar to that provided by the GL package in the States, so, naturally, prices were much higher than before.

At the 1979 Frankfurt Show, the Datsun stand featured a 280ZX with a turbocharged engine and a T-bar roof arrangement. The turbo was something of a tease, although the T-top became available in the States.

By the 1981 model year, the T-bar roof was an option on US 2+2s, and - at last - available in Europe and Japan as well (home market cars by now having modified engines to further reduce emissions); Americans received the 280ZX Turbo. Rated at 180bhp, the L28ET engine was only part of the Turbo package, which included enhanced cooling, an uprated suspension and new alloy wheels. Initially available with the three-speed Jatco gearbox only, it was eventually possible to specify this exotic machine with a manual transmission.

New bumpers were a feature on 1982 models, along with the NACA duct previously found only on the Turbo; a few other minor details gave the Z-car a fresh appearance. Japanese 2.8 litre engines got more power, and a turbocharged 2+2 augmented the two-seater already on sale in the States.

Japanese advertising for the Fairlady Z. This is a 2.8 litre model with a T-bar roof, although the domestic market also listed two-litre versions of the Z-car.

October 1982 saw the debut of the turbocharged two-litre range in Japan. The L20ET engine delivered 145bhp, justifying the 1,755,000 yen starting price for the new line. Two months later, the now-familiar Nissan corporate badge was adopted on all cars, but the two-seater had been dropped from UK price lists. Ironically, whilst British buyers had less choice, those in mainland Europe were given more, as a limited number of 200bhp turbocharged machines were sold from mid-1983.

Meanwhile, the 280ZX had been busy trying to emulate its illustrious predecessor in competition. Paul Newman drove a Bob Sharp-prepared car to win the SCCA C-Production category in 1979, giving Datsun its tenth consecutive Class victory. A number of showroom stock and GT2 titles followed, but the IMSA Championship provided the new Z with its best results: the GTU crown was secured in 1979, with the GTO title falling to Datsun in 1982, courtesy of Don Devendorf.

Production of the S130 series came to an end in 1983, as the old model gave way to a third generation Z-car. Sales had been strong, with 421,922 S130s built. However, the new line-up was more sporting, powered by a new range of hi-tech V6 engines. A new Z-car era had begun ...