The Poor Man's BMW 2002

The Datsun 510 is one of those rare cars that exceeded its brief. It was designed as a small, economical sedan for the global market. It became a giant-killer in motorsport, a cult object for driving enthusiasts, and the car that established Datsun's reputation for building cars that were not just reliable and affordable, but genuinely exciting to drive. The nickname "the poor man's BMW 2002" was not an insult -- it was the highest compliment. The 510 delivered 90% of the BMW's driving experience for 60% of the price.

Built from 1967 to 1973 as the Datsun 510 in most markets (and as the Datsun 1600 in Australia, New Zealand, and some other markets), the 510 was part of Nissan's Bluebird lineage -- a name that conjured images of sensible family sedans rather than sporting machines. The 510 was anything but sensible. It was small, light, eager, and -- thanks to its independent rear suspension and overhead-cam engine -- more dynamically capable than anything else in its class.

Nissan's Ambition

By the mid-1960s, Nissan (which sold cars internationally under the "Datsun" brand) was firmly established as a major Japanese car manufacturer, but its reputation was built on economy and reliability, not driving excitement. The 240Z would change that perception dramatically in 1969, but before the Z-car there was the 510.

The 510 was developed under Nissan's Product Planning department with a clear brief: build a compact sedan that could compete with European rivals -- specifically the BMW 1600, Alfa Romeo Giulia, and Peugeot 404 -- on driving dynamics while undercutting them on price. This was a remarkably ambitious goal for a Japanese manufacturer in the mid-1960s, when "Japanese car" still meant "cheap, reliable, not very interesting."

The engineering team delivered. The 510 featured:

• Overhead-cam engine: The L16 was a modern, oversquare OHC four-cylinder that made 96 horsepower from 1,595cc. In 1967, most competing sedans used pushrod engines. The overhead cam gave the L16 better breathing, higher RPM capability, and a more refined power delivery.
• Independent rear suspension: The semi-trailing arm IRS was the 510's most sophisticated feature. Where competitors used live rear axles (simpler, cheaper, heavier), the 510's independent setup provided better ride quality, better handling, and better traction on uneven surfaces.
• Rack-and-pinion steering: Direct, precise, and communicative. The 510's steering was one of its most praised features in period road tests.
• Disc front brakes: Available on the SSS (Super Sports Sedan) variant and as an option on others.

The L-Series Engine

The L-series engine family was Nissan's masterpiece of the 1960s. Designed by a team that studied European engine design (particularly Mercedes-Benz and BMW practice), the L-series used a cast-iron block, aluminium crossflow head, chain-driven single overhead cam, and a five-main-bearing crankshaft. It was overbuilt, smooth, and willing to rev -- characteristics that made it perfect for both daily driving and motorsport.

The L16 in the 510/1600 produced 96 horsepower at 6,000 rpm and 133 Nm of torque at 4,000 rpm in standard tune. These figures were competitive with the BMW 1600's M10 engine and superior to most of the 510's direct competitors. The engine responded well to modification -- twin carburettors, a hotter camshaft, and exhaust work could lift output to 120--130 hp with good reliability.

The L-series would go on to power some of Nissan's most important cars, including the 240Z (L24), 260Z (L26), and 280Z (L28). The engine family's versatility and strength were central to Datsun's motorsport success.

Launch and Reception (1967--1968)

The 510 launched in Japan in 1967 as the third-generation Bluebird (model code P510, hence "510"). It reached North America in 1968, where it was marketed as the Datsun 510. In Australia, it was sold as the Datsun 1600, reflecting the engine displacement.

The press reception was enthusiastic. Road & Track praised the 510's handling, steering feel, and engine willingness, explicitly comparing it to the BMW 2002 -- a car that cost significantly more. Car and Driver called it "one of the best-handling sedans you can buy at any price." The Australian motoring press was equally impressed, noting that the Datsun 1600 offered dynamics that no locally manufactured car could match.

Sales were strong across all markets. In America, the 510 was priced at approximately $2,000 USD -- roughly $1,000 less than a BMW 2002 and comparable to domestic compact sedans that offered nothing like its driving experience. In Australia, the 1600 was priced competitively with the Holden Torana and Ford Cortina, but offered superior handling, a more refined engine, and independent rear suspension.

Body Styles

The 510/1600 was available in three body styles:

2-door sedan: The lightest and sportiest variant. The 2-door body was stiffer than the 4-door, weighed approximately 40 kg less, and looked more purposeful. This is the body style that was raced and the one that is most sought-after today.

4-door sedan: The practical choice. Same mechanicals as the 2-door but with better rear-seat access and a more family-friendly profile. The 4-door was the volume seller in most markets.

Wagon (estate): Based on the 4-door's longer wheelbase, the wagon added a useful load area. It was the rarest body style and is increasingly collectible today, particularly in the American market.

The SSS -- Super Sports Sedan

The SSS (Super Sports Sedan) was the 510/1600's sporting trim level. Depending on market and year, the SSS might include:

• Twin Hitachi SU-type carburettors (versus the standard single carb)
• Close-ratio gearbox
• Front disc brakes
• Sportier interior trim
• Different wheel options

The SSS designation had been used on previous Bluebird models and carried sporting cachet in Japan and export markets. The SSS was the 510 for the enthusiast driver -- the one with the factory performance upgrades that made the most of the car's capable chassis.

Motorsport -- The Giant-Killer

The Datsun 510's motorsport career is the stuff of legend. This was a small, relatively inexpensive sedan that took on and beat established racing cars across multiple disciplines.

SCCA Trans-Am 2.5 Challenge: The 510's most famous racing achievement came in the SCCA (Sports Car Club of America) Trans-Am 2.5 Challenge series, which was for cars under 2.5 litres. Pete Brock's BRE (Brock Racing Enterprises) team campaigned a pair of 510s prepared to meticulous standards. The BRE 510s were dominant, winning the manufacturer's championship in 1971 and 1972.

The BRE 510s were beautifully prepared -- lightweight, with tuned L16 engines making approximately 150 horsepower, stiffened suspensions, and the aggressive BRE livery that became iconic. Pete Brock, who had previously designed the Cobra Daytona Coupe for Shelby American, brought world-class engineering and attention to detail to the 510 programme. The cars were raced by John Morton, who became inseparable from the 510's racing legend.

Australian motorsport: In Australia, the Datsun 1600 was a popular choice for production car racing and rallying. Its light weight, willing engine, and sophisticated suspension made it competitive against larger, more powerful cars on tight, technical circuits. The 1600 was particularly effective in rally, where the independent rear suspension provided an advantage on the rough, unsealed roads that characterised Australian rally stages.

Rallying worldwide: The 510 was used in international rallying, including the East African Safari Rally, one of the most gruelling rally events in the world. The car's combination of ruggedness and agility made it effective on the rough roads of Africa, South America, and Southeast Asia. Nissan's factory rally programme used the 510 alongside the 240Z, and the car's results demonstrated that Japanese engineering could compete with the best from Europe.

Club racing: The 510/1600 became one of the most popular club racing cars in the world. Its affordability, parts availability, and tuneable chassis made it the ideal choice for amateur competitors. The L-series engine responded beautifully to modification, and the independent rear suspension gave the 510 a significant handling advantage over its live-axle competitors. Today, 510s are still actively raced in historic and club categories worldwide.

The BRE Connection

Pete Brock's BRE (Brock Racing Enterprises) team deserves special mention in the 510 story. Brock was a talented designer and engineer who had worked for Shelby American and designed the legendary Cobra Daytona Coupe. When he turned his attention to the Datsun 510, he brought a level of professionalism and engineering rigour that elevated the car from a capable amateur racer to a championship-winning machine.

The BRE 510s were prepared with obsessive attention to detail -- weight reduction, suspension development, engine tuning, and aerodynamic refinement. The team's success not only won championships but also established the Datsun brand in the American enthusiast consciousness. Before BRE, Datsun was an economy car brand. After BRE, Datsun was a racing brand.

The BRE livery -- a simple stripe scheme on the 510's clean body -- became one of the most recognisable racing liveries of the early 1970s. Today, replica BRE 510s are highly sought after, and the original race cars are priceless artefacts.

The Australian Market

In Australia, the Datsun 1600 (as the 510 was marketed) arrived through Nissan's dealer network and found an audience among buyers who wanted something more engaging than the dominant Holdens and Fords. The 1600 was smaller, lighter, and more nimble than the local offerings, with an engine that rewarded revving and a chassis that encouraged cornering.

The Australian market received both 2-door and 4-door variants, as well as the wagon. The SSS model was available and is the most sought-after today. Australian-delivered cars were right-hand drive, which simplifies ownership locally.

The 1600's main challenge in Australia was the perception that Japanese cars were inferior -- a prejudice that Datsun (and Honda, and Toyota) would spend the next decade overcoming. Early buyers were typically younger, more open-minded enthusiasts who valued driving dynamics over brand prestige. They were rewarded with one of the best-handling sedans available in Australia at any price.

End of Production (1973)

The 510/1600 was replaced by the Datsun 610 (Bluebird U) in 1973. The 610 was a larger, heavier, more conventional car that reflected Nissan's move upmarket. It was a better-equipped car in many ways, but it lacked the 510's sporting character. The enthusiast community mourned the 510's passing -- a reaction that has only intensified with time.

Production Numbers (Approximate)

Variant	Markets	Units (approx.)
2-door sedan	All markets	~150,000
4-door sedan	All markets	~380,000
Wagon	All markets	~60,000
Total		~590,000

Note: Exact breakdowns by market and body style are not precisely documented.

Legacy

The Datsun 510/1600 proved that a Japanese sedan could match the best European sports sedans in driving dynamics, beat them in reliability, and undercut them on price. It was the car that demonstrated Japanese manufacturers could build more than just cheap, basic transport -- they could build cars with genuine soul.

The 510 sits alongside the 240Z as one of the two cars that transformed Datsun's (and Japan's) reputation in the global automotive market. The 240Z was the glamour car; the 510 was the everyman's car. Together, they made the case that Japanese engineering was not just good enough -- it was world-class.

For the driving enthusiast, the 510/1600 remains one of the most satisfying classic cars available. It is light, it is responsive, it is balanced, and it rewards skill in a way that few modern cars can match. That the world's automotive press compared it to the BMW 2002 -- one of the all-time great driver's cars -- tells you everything you need to know about the Datsun 510.