The Truth About Cars » Fairlady The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 25 Jul 2014 13:35:28 +0000 en-US hourly 1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Fairlady Vellum Venom: 1966 Datsun Sports 1600 (Fairlady) Tue, 03 Sep 2013 13:00:32 +0000

Can you remember when sports cars were a staple of design studios?  When these wee-beasties were vellum fodder like today’s CUVs?  Me neither.  But Europe once made these in spades, and–much like today’s utility vehicle craze–Japan regularly followed suit.  Let’s examine that rich history with a deep cut into Nissan’s “Fairlady” series.   



Let’s be clear, the Datsun 1600 will never win a beauty contest if comparable Euro Metal enters the show.  Like most Japanese cars from this era, the styling was far more agricultural and cost-effective: uber voluptuous fenders, lumps, bumps and curves need not apply. The 1600′s box-nosed face belongs on today’s family sedan, and the bumper looks like an afterthought compared to the sexy slope of the MGA’s integrated maw. But the clean (well-organized) lines and tidy details (i.e. well placed signal lights) still makes it a timeless classic.

The practical charm of such nostalgic Japanese iron is clear to every eyeball. Heck, there’s even a fantastic website dedicated to the hobby. Check it.


There’s nothing wrong with a basic design when details like the grille and emblem are presented in such a clean and logical manner.  This is why cheap(er) cars are as cheerful as more expensive iron.


2_1What really makes the Datsun 1600′s nose stand out is the integrated grille/hood cut line.  Simply put, the ends of the grille match the beginning(s) of the hood.  It may seem like a little detail, but go back to the 2nd photo: doesn’t that make everything right on that face?


My, how things change with time! Body parts were screwed together back then?  No biggie: it’s part of the historical charm of many cars from this era.  Not having seen similar British/Italian machines up this close, I don’t know if screwing the front end in such a visible location is par for the course, or part of the Datsun’s value appeal.



I like the scalloping around the signal lights, a subtle touch to make these (universal?) parts look somewhat more unique to this machine.  The crease near the headlight’s center line is nice, but it’d be even nicer if they centered the headlights (i.e. slightly lower) to match it. Lowering the headlights would also help “visually lower” the front end. If the engineers would allow it.

But look at how elegant the front clip appears with the minimal cut lines from the hood+grille treatment!


Again, lower the headlights so they “center” with that very cool crease in the front fascia.  That said, this proto-240Z shows the future nosejob for the Fairlady of the 1970s.

The Datsun 1600′s other hard crease, at the top of the fascia and hood, could use some softening up to empathize with the headlight’s round form: another issue cured by the elongated schnoz of the 240Z.



My need for a rounder top and “centered on the crease” headlights comes to light (sorry) from this angle.  The biggest problem is how that hard fold at the top fights with the rounded headlights and turn signals.


The chrome trimming at the leading edge of this hood scoop is quite the expensive looking touch!  Nice job.


While the snub-nosed face with too many hard edges isn’t the best start for a 1960s sports car, the hood and fenders sweep back quite nicely to compensate. How I long for the days when every automaker had at least one car with a looooooong hood! Which leads to a discussion of “dash-to-axle ratios”…but I’m getting ahead of myself.

10Indeed, that space between the dashboard and the front axle.  The more you have, the more inherently bad ass your vehicle becomes!  The Datsun 1600′s snub nose really kills the mood when you consider the hustle and flow of all those complementary lines from the headlights alllll the way back to the windscreen. Yum.


10_1I love how this elegant and delicate side view mirror’s base compares to (almost?) anything from the 1970s and beyond. While this could be an afterthought/necessity to comply with US safety guidelines, it’s a delightful design element.  The problem is that wart of an antenna(?)…it’s like seeing a pretty girl with a not so handsome guy at a black tie event.

That’s one lucky chrome wart, I say!  Or maybe he’s well endowed. Whatever.


10_3These emblems, while cool by themselves, are far too chunky to live here.  They kill the flow.  Put them further down the fender, perhaps halfway between the chrome moulding and the base of the wheel arch.


Sadly the Datsun’s poor location ruined my side shot, so this hardtop’d interweb photo will suffice. The upright windshield rake and static vent windows make this body look cuter and dumber than the more refined metal from Europe. But perhaps that ain’t no big thang since it echos the boxiness of the front end.

And isn’t it refreshing to see such an advantageous ratio of side glass to side sheet metal these days?

12Dare I call this wheel design a classic from this era?  Purely functional, but elegant and modest.  Ditch the whitewalls, but the sliver slotted steelies with a big face chrome center cap is an element I’ve loved on Porsches, VWs…and Datsuns!




While the exposed screws on the front end look a bit cheap, these fasteners on the cowl vent have a functional beauty about them.  Maybe it’s the silver paint and how this could be a close up on any number of brilliant European sports cars from the 1950-60s, but it just plain works.


12_2Two window panes to make one windshield?  If only Datsun sprung for a fancier sheet of glass in their bargain basement roadster.  That said, the chrome details in the wiper arms, rearview mirror, windshield rubber, etc. look fantastic in their close up shot.  Ditto those exposed screws on the cowl vent.


13Back again to the fantastic real estate between the dashboard and the front axle.  Be it a lovely Ferrari or a lowly Datsun, this is always a delicious treat that’s good for the car enthusiast’s heart and soul.


14The chrome trim is modest enough, but its location between the door lock and door handle appears clumsy as you approach from this angle. This might be the only car more deserving of a body side molding delete than a C5 Corvette.



The ragtop’s boot cover buttons are super-static on this otherwise flowing form.  Is it possible to bend that panel a few degrees in, more aggressively inward as it nears the rear, and still make the buttons snap to engineering specifications?  If possible, it’d certainly help the look.


16Just an ever-so-gentle inward bending: I’m not expecting a Talbot Lago from a reasonable and honest Datsun, but give us a little taste!  And here’s another good reason to eliminate the chrome trim.  From the subtle curves of the quarter panel to the soft contours of the wheel well, the Datsun 1600 is begging for someone to remove its rigid orthodontia.


17And let’s round out the trunk’s cut line…this is brutally rigid.  It’s obviously cheaper than the goodies coming from Britain and Italy at this time. While there are other hard edges and elements in this design that must stay, this one needs the boot…from the boot!




There’s a strong homage to the Aston Martin DB4 and DB5 presented here.  Or perhaps it’s just a cheap knock off.  That’s fine, but punishing the eyes with the “visual sound” of fingernails on a chalkboard comes from the brutally hard edges connecting the rear fascia to the quarter panel.  My kingdom for a little more money to round out some panels!  Please!


19Generation Gap: whatever that says and no matter how poorly integrated it may seem, at least those aren’t Lucas Electronics.  Some scalloping/recessing a la the front signal lights would be nice, too.


20Too many hard corners and Aston Martin rip offs aside, this is a pretty wicked rear end.  Note how the trunk cutlines seemingly disappear like an infinity pool in some fancy spa with overpriced meals and minimalist music piped into every hallway. Nice.


This might be the best angle to photograph.  A well-organized and classically minimal interior only highlights the curvature of the Datsun 1600′s decklid.  And the subtle rib down the middle? Perfection.


Sorry about not blurring the license plate, but this dealership changed names!  Too bad the Datsun 1600′s location was less than ideal for photography.  But shooting outside shows the Datsun 1600′s flat butt…and Cindy Crawford worthy birthmark (gas cap) too.

Note the especially clean integration of the deck lid, rear fascia and quarter panels in a single line at the top. Nice-ish…too bad it all ends on a butt that needs a little Sir Mix-a-Lot in its life.



Requisite twin chrome exhausts are always welcome ’round these parts. The leaf spring perches (left) and back up light (right) are interesting throwbacks to a simpler, stupider time.


25And since the top was indeed down, the Datsun 1600′s interior plays an integral role with the exterior design.  And, simply put, this is a fabulous interior.  There’s nicer bits from the Europeans, but that’s all relative.  Datsun’s intelligent and cohesive design is an Everyman’s ergonomic and stylistic wonder.  It’s what IKEA is to modern furniture, and it’s damn good-looking.

Thank you all for reading, I hope you have a lovely week.

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A Pictorial History: The World’s First Metrosexual Car. Fair Lady At Home, Mister Z When Away Wed, 08 Aug 2012 18:15:18 +0000

In the 80’s, I took a sabbatical from marketing and propaganda, and managed a record distribution company in the U.S. My warehouse manager was Rick, a redheaded bear of a guy who also could have been Master at Arms of the local Hells Angels chapter. Come to think of it, he managed the parts department of a motorcycle store before I hired him. The love of his life were a motor cycle and his Z Car. Rick would have suffered a heart attack, would he have known that his manly Z was a ladyboy. At home in Japan, the Z had a girlie name : The Fairlady.

The first Fairlady was the Datsun SPL212. Only a few hundred were built of the 47 hp roadster from 1960 through 1962. The car received its fairy moniker from the hit musical My Fair Lady. The car was made for the export market only, and in the U.S., the Fairlady name was ignored.

The Fairlady had sisters in rapid succession. In 1962, a more serious sports car followed in form of the Fairlady 1500, a roadster with 85 horses, and a transistor radio as standard equipment. On the way to the U.S., the lady had a sex change, and went to market as the Datsun 1500.

The Fairlady 1600 underwent the same transformation from 1965 through 1070: Lady in Japan, 1600 elsewhere.

The Fairlady 2000, or its more manly pendent, the Datsun 2000, was a more serious matter. With the competition package, the 2 liter engine could produce 150 hp, and the car hit 140 mph on a good day or on the SCCA racetrack.

The car rose to worldwide stardom when the Nissan Fairlady Z was launched in 1969. Again, there was a metamorphosis on the way to the U.S., and instead of a Fairlady, a Z Car rolled off the boat. The car was made in several versions and with several engines. With over 2 million cars sold, it holds the record as the best-selling sports car of all times. It also maintained an important tradition: Fairlady at home, no lady elsewhere.

Likewise little known is the fact that the metrosexual car spawned another revolution: The female product specialist. Tokyo started to buzz when it was selected for the 1964 Summer Olympics. Japan’s post-war economic miracle went into high gear.

At the Ginza in downtown Tokyo, a tower went up, and in the tower was the Nissan gallery.

Nissan’s tower, left. Volkswagen’s tower, right

The gallery concept influenced flagship showrooms the world over. The tower idea found its way to Germany. When Volkswagen opened its Autostadt in 2000, it had two towers.

To attract visitors, Nissan used a tried and true technique: Beautiful women. Except this time, the ladies had to do more than just stand around and be beautiful. The ladies received product training.

A competition was held, and after several rounds of interviews, five candidates were chosen as the first class of Nissan Miss Fairladys. Were the ladies named after the car, or the car after the ladies? We’ll never know.

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Down On the Wisconsin Street: Datsun Sports 2000 Fri, 19 Aug 2011 13:11:15 +0000 You’ve got to love a car named the Sports, if only because it reminds us of the pre-focus-group era. I’m on vacation in Door County, Wisconsin at the moment, which means I’m surrounded by endless Packers paraphernalia, startling quantities of Buicks driven by folks 50 years younger than the normal Buick demographic, cheese curds, and this beautiful street-parked vintage Datsun.
I’ve spotted a few interesting cars in my travels around the peninsula, mostly old Detroit stuff but also a well-preserved Volvo 164 and an MGA. I didn’t stop to photograph those cars, but the sight of the Datsun Sports parked in downtown Sturgeon Bay made me yell “STOP THE CAR!” at my wife.
I’m not enough of a vintage Nissan expert to state an exact year for this car, but I know the side marker lights mean it’s a 1968-70 model.
The wheels look good, the color looks good, and everything on the car looks very solid. These cars are slightly more reliable than their MG/Triumph/Sunbeam/Fiat/Alfa competition of the era, but not enough to have made them the Miata of their time.

DOTSSB-DatsunSports-01 DOTSSB-DatsunSports-02 DOTSSB-DatsunSports-03 DOTSSB-DatsunSports-04 DOTSSB-DatsunSports-05 DOTSSB-DatsunSports-06 DOTSSB-DatsunSports-07 DOTSSB-DatsunSports-08 DOTSSB-DatsunSports-09 DOTSSB-DatsunSports-10 DOTSSB-DatsunSports-11 DOTSSB-DatsunSports-12 DOTSSB-DatsunSports-13 Zemanta Related Posts Thumbnail Zemanta Related Posts Thumbnail ]]> 19
TTAC does the 24 Hours of LeMons. And Dies. Again. Sat, 21 Nov 2009 16:24:09 +0000 When life gives you lemons...

The weekend of October 24-25 was the third running of the 24 Hours of LeMons at Motorsport Ranch in Houston, TX. TTAC was there for the insanity.  And it was the fourth time our LeMons race car, a 1972 Datsun 240Z hit the track.  I was an honorary “penalty” judge this time ’round (props to Autoblog’s Jonny Lieberman and LeMon’s Founder Jay Lamm for that), so I did the best I could for my teammates when they got black flagged. But I’m no crooked judge, Jonny said I was too nice to other teams, too. No matter, it wasn’t enough for us to come close to victory. Then again, the Datsun Z is the butt of many a LeMon’s joke. What’s up with that?

How could a little sports car with a fully independent suspension and a healthy six-pot motor perform so poorly? More to the point, perhaps you remember some of the “cheating” we did to our LeMon’s ringer: a milled down stock flywheel, 280ZX long block and disc brake upgrades and a smokin’ deal on a coil-over suspension at a Z-club silent auction. Everyone expected Z-cars to perform well in these races, but no matter who runs the Fairlady from the Land of The Rising Sun, it all ends in Epic Fail. And so it was this time: our car performed well the first day of racing, with the power to pull hard on damn near everyone in the straights too.  But the competition is even better than last year, and the Z’s temperature gauge was none to happy about it. By Day Two, the head gasket said sayonara. So we paused, re-thought our action plans and finally packed it up to plan for next February’s race.

While I know that Z-cars are doomed to mediocrity because E30 BMW’s, Toyota Corolla FX hatchbacks (yes, really) and Foxbody Mustangs have taken the checkered flag, Jay Lamm’s own words about the Z-car tells the sad truth: Datsuns are out of date and hopelessly uncompetitive against modern vehicles. That’s sounds like a challenge to me, and TTAC’s crew chief Troy Hogan knows it.  Rest assured, his (insane?) dedication to the Datsun brand means that one day a Z-car will come up a winner.

Eventually. But these events are fun for racers, brand loyal fanatics, and anyone who loved these cars (mostly 1980s and 1990s iron) when they were new.  And enjoy seeing them get a new lease on life, or a stay of execution.  And much like TTAC, the 24 Hours of LeMons is all about the product, stupid. Much like C/D, the BMW 3-series comes up a winner far too often.  But that’s not the point.

If you haven’t seen a 24 Hours of LeMons race, go to one of next year’s events. The series is growing every year, mostly because of word of mouth and an unbelievably low cost of entry, relative to SCCA and NASA sanctioned motor sport events.  Even if you don’t race, you’ll be hooked after one lap of $500 heaps making an absolute mess (mockery?) of your local road course.

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