| From: "Gary Lasater"
|
| Date: Wed, 20 Jun 2007 20:01:04 -0600 |
This is the Hemmings Motor News article that will appear in
the September 2007 issue. WyCROC and I got mentioned. Seems as a lot of the
info came from our website too – good job Dan:
===============================
Mark McCourt of Hemmings Motor News is
doing an article for the September issue. Here is the article draft he
shared with me today, enjoy and pick up a copy of Hemmings in September for the
pix too:
Datsun SPL 311 1600 Sports - Buyer’s
Guide
Hemmings Sports & Exotic Car #25,
September 2007
By Mark J. McCourt
Photography by Roy D. Query
What comes to mind when you hear “Datsun sports car?”
The vast majority of people will instantly think of the vaunted 240Z. While
this handsome two-seater set a new benchmark for affordable sporting coupes and
solidly established Datsun as a major player in the American auto marketplace,
its roadster predecessors laid the foundation for a legacy that continues today
with the hot Nissan 350Z and Infiniti G37. Despite their lower profile and
smaller build numbers, the SPL 311s -- better known as 1600 Sports or 1600
roadsters – are surprisingly affordable and durable compared to their
British and Italian competition, and have a rabidly devoted following.
The first shipment of Datsun automobiles arrived in
Datsun’s modern 1500, whose styling has been compared to
that of the MGB and Fiat 1200 Cabriolet, was admirably clean and uncluttered,
with a jaunty hood scoop over an egg-crate grille, headlamps recessed into
scoops in the fenders, an usual tail lamp design combining separate lamps and
reflectors on flat vertical pods, and a full-length strip of chrome trim
accenting the body sides. This roadster, named after its single-carbureted
four-cylinder engine’s 1,488cc displacement, earned kudos for its high
level of standard content for the dollar, including roll-up windows, a
tachometer, a heater, whitewall tires and a tonneau cover.
In May of 1965, the SPL 310 1500 was supplanted by the SPL 311
1600, which behind its simplified three-bar grille, featured a 1,595cc
four-cylinder engine among other upgrades. That three-main bearing engine used
a 87.2 x 66.8mm bore and stroke, 9.0-compression, an aluminum cylinder head and
dual Hitachi HJB38W-3 carburetors built under license from SU; these components
helped the engine produce 96hp at 5,000 rpm and a healthy 103-lbs.ft. of torque
at 4,000 rpm. Balancing this power was a braking system that featured
11.18-inch front discs with Dunlop
Sumitomo twin-piston calipers and
9-inch rear drums behind larger 14 x 4-inch pressed-steel wheels. Those larger
wheels necessitated larger fender flares, which meant that the chrome side
spear now terminated just before the front wheel arch.
The exclusive transmission for the $2,465 1600 roadster was a
four-speed manual with synchromesh on all forward gears, a first for a Japanese
car. This gearbox directed power to the rear wheels through an open hypoid
differential and 3.889:1 axle ratio. The cam and lever steering system allowed
a nippy 32-foot turning circle, while the front suspension’s coil
springs, telescopic shocks and anti-roll bar was complemented by parallel
semi-elliptic springs and telescopic shocks.
Under the 1600’s handsome folding vinyl top was a sporting
interior that combined standard carpeting, vinyl-upholstered bucket seats and a
three-spoke steering wheel. The driver faced a fully instrumented flat dash
with a painted gray fascia incorporating the aforementioned chrome-rimmed
tachometer, amperage and oil pressure gauges and an electric clock, in addition
to the speedometer, fuel and temperature gauges. A row of four toggle switches
rested above the center console, which housed a standard all-transistor AM
radio.
Changes to the dashboard arrived with the start of the 1967 model
year, when the fascia was painted non-reflective black, switchgear was altered
and two combination gauges replaced four separate ones. Mid-way through that
model year, increased safety regulations and the urge to provide smoother
performance and more creature comforts called for some important changes; while
the 1600 continued with minor mechanical alterations, a hot new single
overhead-cam, 1,982cc 135hp “2000” roadster was introduced with an
advanced full-synchromesh five-speed manual gearbox.
The new 2000 (“SRL 311” in Datsun-speak) shared the
body of its smaller-displacement sibling, differing only in its grille and
badging. Both cars’ front fender flares were increased yet further, and
the as with the 2000, the 1600’s side badge call-outs were moved below
the chrome side trim. Inside, the reflective chrome trim on the gauges,
windshield frame and vent windows was replaced with black paint or a
non-reflecting gray finish.
The roadster’s dashboard was redesigned for 1968 with a
contoured, padded black vinyl fascia; the instruments were grouped into three
large circles in front of the driver, while a rectangular clock was placed in
the center of the dash, over the vertical radio and pull knobs that replaced
the former toggles. The interior rear-view mirror moved from atop the dash to
the windshield header, which now had three (versus the previous two) latches to
fasten the top and was home to mandated sun visors.
Under the hood, a five-main bearing engine block was adopted, and
although power outputs remained constant, the engine was smoother and more
adaptable for power tuning. A dual master cylinder added stopping safety, and
the cast-iron rear drums were exchanged for lighter Al-Fin units. The rear
suspension gained a single top-mounted traction stabilizer bar.
The 1600 and 2000 roadsters shared another major design change for
1968, when the windshield was integrated into the body and made two inches
taller for better visibility and passenger comfort (earning them the nickname
“high windshield” models); other changes that occurred for the 1969
and 1970 model years helped the 1600 roadster keep abreast of regulations, and
those included the addition of an air pump and other pollution control
equipment, side marker lamps, a redesigned rear license plate mount and head
rests. Datsun continued to sell their roadsters through 1970, although they
were quickly overshadowed by that year’s debut of the straight-six
superstar, the 240Z.
While Datsun’s 1500 and 2000 roadsters were visually similar
to the 1600, they were imported in much smaller numbers- approximately 4,160
and 12,900 respectively to the 1600’s 26,425. While the 1600s don’t
have as much autocross and SCCA race-winning cachet as their 1,982cc brothers,
they’re still fun vehicles in which to extract maximum performance;
despite their relative commonality, 1600 Sports are quite rare today compared
to their MGB, Triumph TR4 or Fiat Spider competition, with many having
succumbed to rust and accidents. The fans of this unsung Japanese spin on the
traditional British sports car are a deeply devoted, highly enthusiastic bunch,
and many aren’t afraid to roll up their sleeves and tackle everyday
repairs and maintenance. A tech-savvy bunch, roadster enthusiasts have also
posted a great deal of helpful how-to and buying information on the Internet,
and many roadster suppliers have been servicing and restoring these cars for
more than 25 years. So if you have a hankering for a classic topless sports car
with dose of reliability and a hint of exotic far-East appeal, the Datsun 1600
is the real deal.
Specifications
Engine: Inline-4, overhead-valves, 2-valves per cylinder, cast
iron block and aluminum alloy head, 1,595ccs (97.3-cubic inches)
Horsepower: 96 @ 6,000 rpm
Torque: 103 lbs.-ft. @ 4,000 rpm
Induction system: Twin Hitachi-built SU-style carburetors
Gearbox: Four-speed manual, fully synchronized
0-60 mph: 13.3 seconds
Top speed: 103 mph
Length: 155.7 inches
Width: 58.9 inches
Height: 51.6 inches
Curb weight: 1,984 pounds
Pros & Cons
+ The fairest open-top Fairlady?
+ Noted build quality
+ Dedicated, knowledgeable suppliers
- Not as zippy as the 2000 roadsters
- Precious few survive
- Explaining that it’s not British
What to Pay- Datsun 1600 Sports SPL-311
Low Average High
1965/6 $4,000 $7,500 $14,500
1967- $4,000 $7,500 $14,000
1968- $3,500 $7,000 $13,500
1969- $3,500 $7,000 $13,000
1970- $3,500 $7,000 $13,000
Club Corner & Information
Wyoming/Colorado Roadster Owners Club
www.wycroc.org
Dues: none; Membership: 52
Datsun Roadsters of
Dues: none; Membership: 47
311 Datsun Roadster Registry
-Registry, roadster mailing list and image galleries
-Technical and purchasing information,
literature and spotters guide
Datsun
Sports Roadster Owners Club of
www2s.biglobe.ne.jp/~SROC/SROCE.html
- International news and events, roadster
website links
The Classic Fairlady Roadster Register,
www.datsun.org/fairlady/
- International roadster history, articles
and videos
Production: 1965-1970 1600 Sports
Left-hand drive: 26,425
Right-hand drive: 959
Left-hand drive production estimates, by year-
1965-1967: 10,400
1967.5: 4,300
1968: 5,800
1969: 2,530
1970: 3,400
*production figures courtesy Rallye Enterprises, Ltd.
Suppliers & Specialists
Sports Imports
604-538-5615
Craig Halsted
540-635-5752
Rallye Enterprises
360-893-4200
Rising Sun Racing
423-878-3147
Classic Datsun Motorsports
760-940-6365
Datsun Parts.Com
818-363-2015
Owner’s Viewpoint: Tom Drake
Our feature car, a 1967 SPL 311 owned by William Thomas
“Tom” Drake of Indianapolis, Indiana, was simply a used sports car
when he purchased it from a friend in California 34 years ago. “It was
just fun transportation… it was unrestored, but had been
repainted,” he explains. Tom averages between two and three thousand
miles a year on his 1600 roadster these days, but it’s far from being a
point A to point B car- he treated it to a body-off restoration three years
ago, rebuilding the engine and gearbox himself and reassembling the car after
it was taken down to bare metal. In fact, the only work that he farmed out to
others was the metal stripping, painting, chrome work and restoration of the
gauges. “The bodywork and paint took a lot of time and effort, compared to
the mechanicals,” he says. The only deviation from stock that Tom
permitted was the fitting of a modern CD stereo; he plans to add Datsun
competition front springs to improve his roadster’s already spry
handling.
“This car has heavy steering at low speeds, but it lightens
at speed. The ride is fairly stiff, like in a old British sports car, but it
handles like a go cart, and the brakes are very good for this era of
car,” Tom smiles. “My favorite thing about it is that it’s a
vintage English sports car, built by Nissan!”
Recent Ads: (Courtesy of Hemmings
Motor News)
Datsun: 1966 1600 roadster, been sitting, complete, some rust, needs
restoration, clear title. $1,200 obo
Datsun: 1966 1600 roadster, original matching numbers engine, dual carbs,
4-speed transmission, silver with black cloth/vinyl seats, black top, tonneau
cover, tools with pouch, fog lamps, owner’s manual, service manual,
Toshiba AM radio, meticulous restoration, extremely well maintained. $19,800
Datsun: 1967 1600 Fairlady convertible, needs restoration. $3,650
Datsun: 1969 1600 roadster, 36,000 actual miles, runs well, some bondo,
extra parts. $2,200
Parts Prices
Anti-roll bar bushing set- $30
Ball joint, lower, each- $290
Brake master cylinder, dual: $210
Carpet kit- $190
Clutch kit- $250
Distributor cap- $22.50
Door handle, exterior- $47.50
Head gasket- $40
Hood lettering ‘DATSUN’- $42.50
Engine mounts, each- $35
Front engine seal- $13
Fuel sending unit, 1965-1967- $210
Gas pedal pad- $13
Radiator hose, upper- $25
Rod bearing kit- $100
Seat cover set, 1968-70- $175
Tachometer cable- $40
Transmission, 4-speed, used- $350
Trunk weather strip- $55
Focus Points for photo
spread
Body-
Like most Japanese cars of the era, Datsun roadsters are very
prone to corrosion. Ross Mullen, roadster specialist and owner of Sports
Imports in
Interior-
The padded vacuum-formed dashboard that Datsun used from 1968
through 1970 is prone to sun cracks in desert climates, and tears in the vinyl
upholstery aren’t uncommon; dashboard caps and entire replacement dashes
are available for all years of 1600 Sports. Correct-pattern seat upholstery,
interior panels, shifter boots and carpeting are among the many reproduction
interior fittings available to bring the cockpit of an aged roadster back to
like-new condition, and material upgrades and non-stock colors can be had for
those enthusiasts who want to customize their cars. New convertible tops and
tonneau covers are also still sold by a number of sources. Instruments like the
sometimes trouble prone cable-driven speedometer can be restored by specialists
found in Hemmings Motor News.
Engine-
The Japanese auto industry earned a reputation for building
reliable, trouble-free cars for a reason, and the 1.6-liter four-cylinder
engines in these Datsuns are a good example of why. Gary Lasater, founder of
the Wyoming/Colorado Roadster Owners Club and a roadster owner since 1969,
agrees; “If you take care of the engine, tune it up and check the valve
lash periodically -- I replace the spark plugs every 10,000 miles and the oil
every 3,000 -- you’ll easily get 150,000 miles or more from a 1600. As
with any car with an aluminum head and iron block, you have to keep it from
overheating, and make sure the head is torqued down correctly, or you may end
up with a blown head gasket. These engines are very easy to work on, and parts
like pistons, rings and bearings are all still available.”
Drive
train-
The four-speed manual transmissions in 1600s are considered
by many to be bulletproof; “If people are careless when shifting over the
course of 100,000 miles, the synchros could wear out- but generally,
they’re trouble-free,”
Brakes and Suspension-
“1600 roadsters had a really good front suspension, although
the upper A-arm bushings wear to metal on metal contact, subsequently damaging
the lower ball joints, which are very expensive to replace,” Ross
explains; “They’re about $325-350 each, and some suspension parts
are no longer available. The roadster’s Achilles’ heel is its
steering box,” he adds; “They leak, and people forget to check the
oil level- maintaining this is crucial. Check to see if there is any play in
the wheel, which can indicate wear and potential expensive repairs.” The
braking system of Datsun’s convertibles was considered quite good in
their day, and it’s still adequate, with good availability of stock
replacement parts; those looking for a brake upgrade might consider fitting the
cheap and plentiful four-piston front calipers from a Volvo 240, and further
information on this swap can be found on the Internet.