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  #61  
Old 11-19-2016, 07:41 AM
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B10 Sunny #5
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  #62  
Old 11-19-2016, 07:47 AM
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B110 1970-1973 (1989 for trucks)

The second-generation Sunny was launched in 1970 and was also known as the Datsun 1200. This new model was slightly larger in all dimensions to match its market rival, the equally popular Toyota Corolla.

The Datsun 1200 featured MacPherson strut front suspension with optional disc brakes and an economical 1.2-litre A12-series engine. A five-door station wagon was added to the Sunny range in addition to the three-door wagon. In April 1970 a GX Grand Luxury trim with twin-carburetor engine was added for the Japanese market. In January 1972 a minor facelift occurred in the Japanese market with a new hood, grille and other small modifications and equipment fitting. In August 1972 the GX-5 model was added in Japan, which improved on the GX by fitting a direct-fifth (non-overdrive) five-speed manual transmission. The Sunny Coupé 1200GX was offered as an alternative to the Toyota Corolla Levin and Toyota Sprinter Trueno, which were performance package trim levels on the more economical Corolla and Sprinter models. For the 1973 model year, US models were re-specified with energy-absorbing bumpers, fire-resistant interiors and other government-mandated safety items.

The B110 made its racing debut at the Fuji 200-mile race on 23 November 1970 in the TS1300 class. In this class which was effectively a Toyota Corolla monopolistic state it was challenged by only one Nissan works car, but with a victory for driver Makoto Suzuki.

In Australia and New Zealand, the Datsun 1200 was highly regarded for its effective conversion to a 2WD rally car. The Datsun 1600 generally rated highest among entry-level Datsuns, and the 1200 a close second.

The Datsun 1200 was the most fuel-efficient vehicle in the United States in 1973, as rated by the government at 28.7 mpg-US (8.2 L/100 km; 34.5 mpg-imp) in overall driving pattern. It achieved 37.9 mpg-US (6.21 L/100 km; 45.5 mpg-imp) in highway driving. At its United States introduction, it was the lowest price car at $1866. (Road & Track magazine, November 1970)

In South Africa, the B110 was sold through 1976. A pick up (bakkie) derivative, featuring a 1400 cc engine, was sold until 2008 when emissions laws forced the end of its production. Over 275,000 were sold to customers who appreciated the rugged rear-wheel-drive design.

In New Zealand, a special edition Datsun 1200 SSS four-door sedan with twin side-draft Dell'Orto 40 mm carburetors and other sport features was developed, assembled locally and marketed. The 1200 was popular in New Zealand, where it was contract-assembled at a number of different factories (sedans at Campbell Industries in Thames; three, and later, five-door wagons at Motor Holdings, Waitara). The car remained in production well into 1974 as Nissan NZ was unsure how the public would react to the oddly styled 120Y successor.

In the UK the Datsun 1200 was the first Japanese car to be imported in large numbers. It was well equipped for its price with disc brakes and reclining front seats. This model established Datsun as the top Japanese exporter of cars to the UK.

In Portugal, a special Datsun 1200 S1 two-door sedan was marketed.

In North America (US and Canada), there were an average of 44,000 Datsun 1200s sold each year for three model years, 1971–1973.

4 April 1971, halfway through the model year, the Sunny Excellent (PB110 series) coupe debuted for the Japanese market. It was based on the B110, but with new hood, fenders and grille, and featured a SOHC 1.4-litre Nissan L engine. The front overhang was extended 130 mm (5.1 in) to accommodate the larger P510 type radiator and the wheelbase by 40 mm (1.6 in). The engine position was retained in the same position as the original A-series engine which further assisted the handling even though the engine was heavier. No changes were necessary to the firewall. The PB110 was offered in both GL (single carburetor) and GX models (twin carburetor). In Mexico this was marketed as the Sentra 1400.

At the Tokyo motor show, 19 October 1972, a Sunny Excellent with Nissan's two-rotor Wankel rotary engine was exhibited. Wheels magazine drove this car on the race track.

The B120 commercial truck debuted in February 1971, based on the B110 passenger car chassis. The B120 used the same wheelbase and running gear of the Datsun 1200 sedans, coupé and wagon models. Initially it used the same stainless steel grille as the 1200 sedan, and the rectangular gauges of the Standard model B110s. Both regular (B120) and long-bed (GB120) models were offered. After the 1200 car series ceased production the B120 continued. In certain markets such as South Africa, the B120 was actually badged as the "120Y" and sold as part of the updated 120Y range. The B120 ute was sold in Australia until 1985. It was assembled locally and marketed in New Zealand during the 1980s in two trims: "RoadStar" and "SportStar". It was capable of 49 mpg-US (4.8 L/100 km; 59 mpg-imp). B120s were not sold in North America, partly due to the US "Chicken Tax" and partly because perceptions of vehicle size meant that the 620/720 series were considered small pickups.

In 1978, in the Japanese market, the B121 model replaced the B120, with the most notable change being a switch to a plastic grille of the type used by the B110 coupé. Also notable was a change to upscale round instrumentation. The B120 was particularly successful in South Africa, where it was known as a bakkie. In 1977, for instance, it was the most sold commercial vehicle of any type there. It continued in production there long into the 21st century. It received a very mild facelift in 1978, with a new grille and taillight treatment, as well as interior upgrades.

In November 1989, an updated B122 and GB122 (longbed) models replaced the B121. Prominent among changes was a switch from round headlights to rectangular ones (along with a new grille to accommodate this change).

Source: wikipedia.org
Attached Images
File Type: jpg datsun_1200_1.jpg (380.3 KB, 1 views)
File Type: jpg datsun_1200_3.jpg (167.9 KB, 1 views)
File Type: jpg datsun_1200_coupe_1.jpg (410.9 KB, 0 views)
File Type: jpg datsun_1200_coupe_3.jpg (1,015.3 KB, 0 views)
File Type: jpg datsun_1200_coupe_2.jpg (552.1 KB, 0 views)
File Type: jpg datsun_1200_ute_1.jpg (848.1 KB, 0 views)
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  #63  
Old 11-19-2016, 07:49 AM
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B110 Sunny #2

(Again with a 5 speed dog-leg gearbox)
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File Type: jpg datsun_sunny_2-door_sedan_13.jpg (441.2 KB, 1 views)
File Type: jpg datsun_sunny_coupe_3.jpg (292.2 KB, 0 views)
File Type: jpg datsun_sunny_truck_1.jpg (310.3 KB, 0 views)
File Type: jpg datsun_sunny_truck_2.jpg (222.7 KB, 0 views)
File Type: jpg datsun_sunny_truck_3.jpg (229.6 KB, 0 views)
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  #64  
Old 11-19-2016, 07:50 AM
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B110 Sunny #3
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File Type: jpg datsun_sunny_truck_5.jpg (378.8 KB, 0 views)
File Type: jpg datsun_sunny_truck_long_1.jpg (209.8 KB, 0 views)
File Type: jpg datsun_sunny_truck_long_2.jpg (205.7 KB, 0 views)
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  #65  
Old 11-19-2016, 07:55 AM
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B210 1973-1977

Exported as the Datsun 120Y and Datsun B-210 (in North America), the third generation (1973–1978) Sunny was extremely popular as it debuted during the gas crisis of the 1970s. It was first shown on 1 May 1973 in Japan, as the 1.2 or the 1.4-litre Excellent. Both engines were offered in two different levels of output, from the lowest powered 68 PS (50 kW) 1.2 to the 95 PS (70 kW) Excellent GX Coupe. Six body styles were offered: the four-door sedan, two-door sedan, two-door fastback, three-door wagon, five-door wagon, and a three-door van. The coupé retained its fastback styling, but now featured a full hatchback door rather than the small trunk lid of the previous generation Sunny. The wagon and van were not offered in North America. In 1975, Japan models were fitted with emission control technology, called Nissan NAPS to be in compliance with Japanese Government emission control regulations enforced that year.

The related Sunny Excellents continued until 1976 as PB210 models, at first fitted with a 1.4-litre L14 engine. American market B210s were the first Sunny's to have the larger 5 mph collision bumpers- due to the US's safety standards at the time. Other markets continued with the more tightly fitted chrome bumpers. In most markets, the B210 line featured as the only engine option a re-designed A12 engine. As usual for Japan, the wagon (three- and five-door models alike) was marketed as a van for commercial use in Japan, where it was only available with the lowest powered 1.2 engine (VB210). The van, in its lowest Standard equipment level, came equipped with a column-mounted three-speed manual.

This chassis formed the basis for the S10 underpinning the Nissan Silvia coupé, which allowed Nissan to sell the Sunny Coupe at two Nissan Japanese dealership networks. The Sunny was exclusive to Nissan Satio Store, while the Silvia was exclusive to Nissan Prince Store, alongside the Nissan Skyline.

B211 is the chassis code for the minor facelift of the B210, introduced in February 1976. It included a changed grille and other minor changes, such as new wing mirrors and hubcaps. The most important differences were under the hood, where the engines had been upgraded to meet Japan's 1976 emissions standards. The Sunny Excellent now only came fitted with the larger 1.6-litre engine, with the more compact A14 engine replacing the L14 and being installed in the regular bodied model (HB211). The Excellent's chassis code changed from PB210 to GB211 and was now considered a trim-level option for the regular B211 rather than a separate model. Although regular production in Japan as well as sales in most countries ended in late 1977 for the 1978 model year, the B210 series continued to be produced by Nissan South Africa through 1980. The van models were not replaced until later.

The Datsun B-210 continued to be the fuel-economy leader in North America and it was one of the least expensive cars available. This was in part due to the light metal; small A13 or A14 engine with OHV technology and a very basic vinyl interior used in its construction. Introduced for 1974 with a 1.3-litre four, this was replaced by a larger and more powerful 1.4-litre version for 1975. This engine remained in use, continuing to be installed in the next generation B210. At the time, their body styles were popular with buyers – mainly the hatchback coupé as the sedans were considered by some to be less appealing. Datsun dealers were instructed to describe the coupé as having "the image of a Mini-Z-Car". The 1978 B-210 (American model) with five-speed transmission was rated by the United States Environmental Protection Agency at 50 mpg-US (4.7 L/100 km; 60 mpg-imp) highway fuel economy.

Road & Track was somewhat critical of the B-210 in their 1975 test. They criticized the "modest performance" of the "peppy" engine, but were impressed with its 27 mpg-US (8.7 L/100 km; 32 mpg-imp) fuel economy. B210 pricing started at US$2849 that year. The "Datsun Honeybee" was a special edition consisting mostly of appearance parts. Nonetheless, the Honeybee is now considered a collector's car among Datsun enthusiasts.

When introduced in the UK, the 120Y quickly gained popularity, further strengthening Datsun's position, helping them to gain second place amongst foreign imports. Its popularity was due to high equipment levels for its price, reliability and the fact that UK manufactured cars were in short supply due to the continual strikes and stoppages affecting British car plants at the time.

Source: wikipedia.org
Attached Images
File Type: jpg datsun_sunny_excellent_gx_coupe_1.jpg (117.2 KB, 0 views)
File Type: jpg datsun_sunny_excellent_gx_coupe_2.jpg (157.9 KB, 0 views)
File Type: jpg datsun_sunny_excellent_gx_coupe_3.jpg (232.3 KB, 1 views)
File Type: jpg datsun_sunny_gx_coupe_1.jpg (204.3 KB, 0 views)
File Type: jpg datsun_sunny_sedan_2.jpg (239.1 KB, 0 views)
File Type: jpeg datsun_sunny_van_1.jpeg (280.4 KB, 0 views)
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  #66  
Old 11-19-2016, 07:55 AM
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B210 Sunny #2
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  #67  
Old 11-19-2016, 07:56 AM
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Datsun 120Y (EDM B210 Sunny) #1
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File Type: jpeg datsun_120y.jpeg (704.1 KB, 0 views)
File Type: jpg datsun_120y_1 (1).jpg (281.0 KB, 0 views)
File Type: jpeg datsun_120y_1.jpeg (649.7 KB, 0 views)
File Type: jpg datsun_120y_1.jpg (840.8 KB, 0 views)
File Type: jpeg datsun_120y_2.jpeg (386.7 KB, 0 views)
File Type: jpg datsun_120y_2.jpg (454.5 KB, 0 views)
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  #68  
Old 11-19-2016, 07:57 AM
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Datsun 120Y (EDM B210 Sunny) #2
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File Type: jpg datsun_120y_3-door_2.jpg (292.8 KB, 0 views)
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  #69  
Old 11-19-2016, 07:58 AM
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Datsun B-210 (USDM B210 Sunny) #1
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File Type: jpeg datsun_b-210_1.jpeg (505.5 KB, 0 views)
File Type: jpeg datsun_b-210_2-door_sedan_1.jpeg (862.0 KB, 0 views)
File Type: jpeg datsun_b-210_4-door_sedan_1.jpeg (759.8 KB, 0 views)
File Type: jpeg datsun_b-210_coupe_1.jpeg (1.15 MB, 0 views)
File Type: jpg datsun_b-210_coupe_1.jpg (254.1 KB, 0 views)
File Type: jpg datsun_b-210_honey_bee_1.jpg (317.5 KB, 0 views)
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  #70  
Old 11-19-2016, 08:04 AM
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N10/N11 1978-1982

(There was a concurrent B310 Sunny, the last rear wheel drive example before switching to the front wheel drive Pulsar models)

The N10 model Pulsar, introduced in May 1978, replaced the earlier Cherry F-II internationally, and benefited from the engineering efforts of the Prince Motor Company which developed the Nissan Cherry before the company merged with Nissan in 1966. It retained the rack-and-pinion steering of the Cherry, as well as the independent suspension with coilover struts in front and coil sprung trailing arms at the rear. It retained the Cherry name in Europe and many other export markets, even being sold as the "Cherry Europe" in some markets such as Belgium to separate it from the Cherry F-II which remained on sale for a while. The "Cherry"-badged version was first introduced at the Dutch AutoRAI show in February 1979 and went on sale shortly thereafter. The Pulsar was a subcompact car to augment the Sunny sedan. An unusual styling feature for the car was its long nose, which was due to Nissan envisaging that the car would also be built a with longitudinal rear-wheel-drive layout for developing markets; however, only front-wheel-drive models were actually built. At the time of introduction, the Pulsar only had a four-door fastback-styled sedan bodywork, and either a 1.2- or a 1.4-liter engine. The two-door and the coupé arrived in September 1978. Many export markets also offered a 1.0-liter option, with 45 PS (33 kW) while the 1.2 offered 52 PS (38 kW).

The N10 series Datsun Pulsar was exported to Australia (from October 1980 and facelift in October 1981), New Zealand (facelift model locally assembled from late 1981, effectively replacing the previous generation 100A built and sold locally in the mid-1970s), South Africa (locally assembled) and Malaysia with the Datsun Pulsar name. This model was known as the Datsun Cherry or Datsun 100A/120A/130A/140A/150A in Europe and Asia and the Datsun 310 in the US and Canada. The Pulsar was a companion platform to the Nissan Sunny. Both the Sunny and the Pulsar were sold at different Nissan Japan dealerships, called Nissan Satio Shop for the Sunny, and Nissan Cherry Shop for the Pulsar.

Another Pulsar derivative was introduced to Japan, called the Nissan Langley, from 1980, and was introduced as a "mini Skyline", and exclusive to Nissan Prince Shop. The Japanese-market Langley assumed duties of the first generation, Sunny-based coupe called the Nissan Silvia when the second generation Silvia was upgraded to the larger Nissan Violet platform; both the Silvia and the Langley remained exclusive to Nissan Prince Store locations. According to the corresponding Nissan Langley article in Japanese Wikipedia, the Langley was given its name from Samuel Pierpont Langley the inventor of the bolometer, a device used to measure electromagnetic radiation from the Sun, and was well regarded for his work in solar physics. Because of its sporting intensions, the Langley was equipped with an independent suspension at all four wheels, using MacPherson struts in the front, and a trailing arm coil suspension for the rear. The engine choices consisted of the A14 and E15 series engines with multi-point fuel injection on top level trim packages, but only in a three-door hatchback.

The N10 series Pulsar was available as a three- or five-door hatchback, a short-lived four-door fastback sedans, a five-door van or station wagon, and a three-door fastback-styled coupé with a wraparound rear window introduced at the end of 1978. The van was first released in November 1978, while the export-only wagon models first appeared in early 1979. Originally the lineup consisted only of the four-door sedan which utilized the same body profile as the later hatchback models; in August 1978 the coupé and three-door hatchback models were added, along with a fuel injected version of the 1.4-liter engine. One year later a five-door hatchback appeared, replacing the four-door sedan which was immediately discontinued.

Most markets outside Japan did not receive all versions: for instance, the three- and five-door hatchbacks and the coupé were the only models to be offered in the US. Most markets never got any fuel injected versions. The 1.0-liter A10 (later also updated to an OHC engine, called E10) was never available in Japan, mainly restricted to markets where tax codes made smaller engines necessary. An interesting anomaly of the French automotive taxation system is that while the A12A-engined Cherry sedans were considered as "6 CVs", the coupés with the same engine were markedly cheaper to own as they were classified as "5 CVs". An unusual feature at the time of introduction was the split folding rear seat fitted to better equipped models, increasing versatility.

A late-term facelift in March 1981 brought Nissan's newly developed OHC E-series engines in for the last twelve months of production. The facelift involved a new grille and rectangular headlamps. The updated 1982 model Pulsar five-door hatchback with E-series engine was assembled in New Zealand at Nissan's new factory-owned assembly plant in Wiri, Auckland. Only one well-equipped model was offered, with a five-speed manual gearbox.

In 1982 "Nissan" badges began to appear on the cars, due to Nissan phasing out the Datsun name at that time for its international markets. Production of the N10 series ceased in mid-1982, to be replaced by the all-new N12 Cherry/Pulsar.

In Japan the five-door van received the VN10 chassis code when shown in November 1978, but was then re-released in August 1979 in a version which met the 1979 commercial vehicle emissions standards—this model was designated VN11. While domestic market passenger models only received the slightly larger A12A engine, the vans retained the smaller A12 engine (and the option of the larger A14) as also used in the preceding Cherry F-II. The van was unusual in the Japanese market for the period in being front-wheel drive; Nissan made the most of this and gave it a special rear suspension to allow for a very low loading floor. To further lower the rear opening the rear bumper was also extremely slim. This generation Pulsar van also provided the basis for the first generation of the Prairie people carrier. This van bodywork, with more comfortable fittings, was also used for the wagon model as sold in export markets. After the March 1981 facelift, the van also received the updated E13 and E15 OHC engines and now carried the VUN10 and VMN10 chassis codes.

In North America the N10 Pulsar was originally sold only with the largest, 1.4-liter engine and only with four- or five-speed manual transmissions. Called the Datsun 310, in Canada it was also available with Pulsar striping on the rear quarters. Equipment levels were Deluxe or GX, and originally only the three-door hatchback or hatchback coupé bodywork were available. Only the three-door (called a "two-door sedan hatchback" in period materials) was ever available in Deluxe trim, with the GX being optional and all other bodystyles only sold in GX trim. A four-speed manual was installed in all sedans, while the GX Coupé received a five-speed unit. The three-door GX was unusual in receiving manual, remotely controlled (from the center console, behind the parking brake) rear side windows.

For 1981 the Pulsar received a facelift in North America, with a sloping, horizontal bar grille and rectangular headlights in place of the previous round units. A five-door hatchback ("sedan hatchback") model was now also available, only in GX trim. A larger 1.5-liter engine replaced the earlier 1.4-liter unit, although in desmogged form it only produced 65 hp (48 kW). This was still a pushrod unit (unlike the new E-series which was on its way into the Pulsar in the rest of the world), with a two-barrel carburetor and a catalytic converter. The 310 never stood a great chance in North America, where the cheaper and somewhat larger rear-wheel-drive 210-series always outsold it. The lack of an automatic option was a further hindrance in the US market.

Source: wikipedia.org
Attached Images
File Type: jpeg datsun_310.jpeg (1.84 MB, 0 views)
File Type: jpeg datsun_310_2-door_sedan_1.jpeg (623.5 KB, 0 views)
File Type: jpeg datsun_310_2-door_sedan_5.jpeg (1.80 MB, 1 views)
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  #71  
Old 11-19-2016, 08:04 AM
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Datsun Cherry (EDM N10 Pulsar) #2
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