The Datsun 720 came in regular cab and "King Cab" models, with regular and long bed options. The King Cab proved very popular. There was also a 4-door variant offered in some overseas markets. A covered utility body style like that of the early Toyota 4Runner was also available as an aftermarket conversion by a company called Matrix3. This was available as a "dealer option" from 1984-1986 and was called the Bushmaster. In Mid-1986 a factory-built version was introduced and was named Pathfinder. Other US model variations besides KC (King Cab) were the GL (long bed), DX (deluxe), ST (sport truck aka and Cab-and-Chassis models (2wd only).
The 720 was manufactured in the newly built Smyrna, Tennessee plant from 1983.5 to 1986.
Early (1980–1983) models had single wall beds with outside rolled lips and rope ties, 2 faux hood vents (some had real vents), and tail lights on the lower rear valance (similar to the 620).
1980 Datsun
For a limited period, 1983.5-1984 models built in the USA had the single wall beds with rope ties, yet used tail lights on the rear bed corners with amber turn signals over the red stop/tail lights while the backup lights remained under the tailgate. The front end underwent transformation as well, with a larger grill, bumper, and corner lights. There was also a revised dashboard with round instead of square gauges. At the same time, the regular cab was lengthened slightly and the air extractor vents behind the cab doors changed from the high "flag" look to long, narrow ones that matched the height of the window opening. The cab of King Cabs was unchanged.
In most other parts of the world, one could purchase a 4-door cab version of the 720, but such trucks are rare and were never sold in the US.
The Datsun 720 was available in both 2WD and 4WD configurations, the latter having a divorced transfer case. The 2WD King Cabs had a 2-piece driveshaft with the center support bearing.
In 1979.5 and 1980, models were powered by Datsun's 2.0L carbureted L20B engine, but soon after switched to the Nissan NAPS-Z engine line for 1981 (Z20S). In the Middle East it was powered by Datsun's 1.8 L carbureted L18 engine. The 1981-1982 models used the Z22 carbureted 2.2 L engine and an optional SD22 diesel of the same displacement. In mid-1983 Nissan introduced the Z24 2.4 liter twin spark four-cylinder motor, producing 103 hp (77 kW), 2.3 L SD23 OHV diesel four, and the SD25 diesel; this happened at the same time that the 720 series was marketed as a Nissan (the Datsun name, which had disappeared entirely after 1984, was now only seen below the Nissan name on the left corner of the tailgate). In the American market the diesel engine was only available in the 2WD 720 (from 1982 to 1985). The Z24 was upgraded to Z24i single-point fuel-injection (optional) for the 1986 models. Additionally, some overseas markets received versions with the 1.5 L J15, 1.6 L J16 or 1.8 L L18 carbureted engines. The 720 Series was never available with any of the Z22E or Z20E multi-port fuel injected engines. These engines are, however, easy to adapt and integrate into the chassis and can be found with the genuine appearance of being original equipment.
Finally, the late model trucks produced from 1985 - 1986.5 (first half) utilized double wall, smooth sided beds, with revised tail lights on the corners which resembled those on Chevrolet/GMC S-series trucks. Some overseas models continued with the early style beds. Model years 1986.5 (second half) and later were called Nissan Hardbody Trucks, chassis code D21.
Datsun 320 series (van)
All Datsun trucks kept the A-arm torsion bar front suspension with leaf spring rear ends and had 1/2 ton load capacity. Rear end gearing was a low 4.875:1 along with a 4 speed transmission, as a result, the 320 was not freeway friendly above 60 mph. Fender emblems showed "Datsun 1200" and "60 HP" with a "Datsun" emblem on the front nose of the hood.
Vehicle type, SINGLECAB "truck" (320), longer wheelbase SINGLECAB track (G320), DOUBLECAB "pickup" (U320), 2-door, "light-van" (V320). Though described as a van, it also resembles a 2-door SUV, an appearance approach that was internationally introduced in 1986 with the Nissan Pathfinder.
The 320 came in two cab and bed versions. The NL320 "Sport Pick-Up" (1963–65) variation was a rarer (1000 produced) UNI-BODY construction with the cab and bed one piece. Its back half was greatly different than the standard separated bed model 320 pick-up.
Bed and luggage space were in addition to the expansion, with the support of the market characteristics and the robust chassis engine was easy to handle, it was a best seller in the truck market segment.
The chassis was also a sales hit 310 in the reinforcement of the type Datsun Bluebird 310, a variation of the same series, in which the X-members plus a reinforcement of the Fairlady roadster of the S310-type CSP311. It was also used for the new Silvia coupe.
In 1964, minor changes, and competitors from Toyota called the Hilux and Mazda called the Mazda B-Series.
The popular and economical Datsun/Nissan compact pickup truck was produced in Japan from 1955 and imported to the United States, Australia, Finland, the Middle East, South Africa, and various European countries. Modern versions of this vehicle are still in production around the world
he Datsun 120 was a load carrying bodystyle version of the Datsun 1000 sedan, and was introduced in January 1955 as the first Datsun truck with up-to-date styling. It used the 25 hp, 860cc Nissan D10 engine with a 4-speed floor shift (column shift for the 123) manual transmission. During its 3 years in production three models were built: 120 (Jan. to Dec. 1955), 122 (Dec. 1955 to May 1956) and 123 (Jun. 1956 to Sep. 1957). For reasons unknown, Nissan skipped the 121 designation. The 120 series was based on the Datsun 110 series. Delivery van, panel van (120 only), and double cab versions were available.
1957 November, the type 220 was introduced. It was produced from 1957 to 1961. During this time four models were produced: 220 (1957-1958), 221 (1959), 222 (1959), and 223 (1960-1961). The chassis was based on the 210 series. Two engines were available: the 37 hp Nissan C engine, and the 48 hp Nissan E engine. The E engine was used in models sold on the export market. The 223 was powered by a new engine, the Nissan E-1, rated at 60 hp. The 220 was the first Datsun truck to be equipped with a 12 volt electrical system. Double cab and delivery van versions were available. Side badges were "Datsun 1000" or "Datsun 1200". The 223 also had a round "60 HP" badge. There was also a round badge on the dashboard that said "Datsun 1000" or "Datsun 1200", depending on the engine. The 223 had a revised chassis and suspension system. The front I-beam suspension used on the 220, 221 and 222 was replaced with an independent front suspension with torsion bars. A low cost option, the Datsun 124, was introduced in October 1957 followed by the Datsun 125 in 1959 and finally the Datsun 126 in 1960. The 124 was powered by the Nissan D10, while the 125 and 126 were powered by an improved version of the D10, called the B-1 (rated at 27 hp).
1958, exhibited at the Los Angeles Auto Show. It was exported to America soon after. It was the 220 series that established Datsun in the American market.
The 1932 Datsun Type 11 was a small car with a 495 cc, 10 HP side valve engine and a three speed transmission. . It was offered in several body styles, and DAT/Nissan sold 150 of the Type 11 in 1932. [JSAE] The Type 11 was only produced during the year 1932, as changes in the law allowed Nissan to sell a new model with a larger engine in 1933.
The DAT corporation had been producing cars since 1914 [Togo, pg. 11], but through the 1920s, much of their profitability depended on government subsidies of their large trucks [Togo, pg. 8]. A 1930 ministerial ordinance by the Japanese government declared that drivers' licenses would not be required for cars with engines up to 500 cc displacement, and that the purchase of these vehicles would be taxed at a lower rate. [Togo, pg. 12] DAT began to produce a small car for this market. The new car was called "Datson" and later "Datsun" to distinguish it from the full sized trucks and cars the company had produced in the past.
The Datsun had the same engine displacement and external dimensions as an Austin Seven, and information about the British car was widely available within Japan. In October and November 1929, the chief engineer of Austin presented a paper in Tokyo called "The British Light Car". This paper is supposed to have provided detailed explanations and illustrations of many of the mechanical components of the Austin Seven. The exact relationship between the two cars is, however, in dispute.
T he N10 model Pulsar, introduced in late 1977 for the 1978 model year, was known as the Nissan Pulsar in Japan but was called Cherry in Europe and many other export markets. The body styling was more boxy, and influenced by designs coming out of Europe at that time, although in practice, particularly in wagon form, elements of the styling looked remarkably similar to the Toyota Corolla and Honda Civic of the time. Engine choices were carried over from the previous model, consisting of Nissan's A-Series motor in 1.0 L, 1.2 L and 1.4 L forms. At some point, the A12 was replaced by the marginally larger A12A.
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.
T he N10 Cherry was available in a wide variety of bodystyles, which consisted of three and five-door hatchbacks, two and four-door fastback sedans (which utilized the same body profile as the hatchback models), a hatchback coupé introduced at the end of 1978, a three-door van and five-door wagon variant. The wagons first appeared in early 1979. 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. An interesting anomaly of the French automotive taxation system is that while the A12A-engined Cherry sedans were considered as "6CVs", the coupés with the same engine were markedly cheaper to own as they were classified as "5CV
Later in the car's production life, in 1981, the entire range was upgraded to Nissan's newly developed OHC E-series motors. At the same time, the car also received a facelift involving a new grille and rectangular headlamps.
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.
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