Game Changer: Datsun 1600

For years during the 1960s, Australia’s dominant mid-size car had been the Ford Cortina.

In Mark 2 form, Cortinas used 1.6-litre engines with overhead valves, a live rear axle and, unless you bought the GT version, drum brakes. In 440 (four-door) form, these cost $2120 back in the day and Australians seemed happy with that.

Then in 1968 came a car from Japan that threatened British dominance and would for decades afterwards provide cheap, enjoyable transport for young Australians and a platform from which some would launch motorsport careers.

The Datsun 1600 was a four-door sedan with bucket seats when most had a bench and through-flow ventilation, just like the Cortina. As well overhead valves, the Datsun came with a grunty 1.6-litre overhead-camshaft four-cylinder delivering 71.5kW but capable of producing much more.

Front disc front brakes and independent rear suspension, as fitted to upmarket Brit models like the Triumph 2000, were standard as well in a car that cost less than $2300.

Early 1600s were identified by ‘clap hands’ windscreen wipers and they also had a tall final-drive ratio. While this did somewhat mute standing-start acceleration, it helped fuel economy and gave the cars a top speed of around 170km/h.

This proved useful on long downhill runs, such as Conrod Straight on the Mount Panorama circuit, where Datsun 1600s won their class at the annual 500 Mile race for several years.

The 1600’s competition career didn’t end there though and following a shared victory with Citroen in the 1970 Ampol Trial, the Datsun would stake its claim among the country’s best rally runners.

The power of Holden’s potent Torana XU-1 and skill of dealer team driver Colin Bond stopped 1600s winning an Australian Rally Championship when the cars were new, but in state rally events and at club level the story was different.

There they challenged the powerful but less reliable twin-cam Ford Escorts, Mitsubishi Galant, various Renaults and Volkswagens, and took many young rallyists to higher levels in the sport.

Future Australian rally champions Ross Dunkerton (who won the 1979 ARC in a 1600) and Ed Ordynski both used 1600s early in their careers. South Australian Barry Lowe, who won the ARC twice with Subaru, fitted his 1600 with a modified Mazda rotary engine.

Hundreds of 1600s were saved from extinction by rally teams on a budget, who exploited regulations permitting changes to almost everything except the basic body.

Many cars would acquire seriously enlarged versions of the L-series engine, the 2.4-litre ‘Grunter’ that pushed power beyond 150kW.

Right up until 1986, at Bega’s round of the Australian Rally Championship, the old warriors would be proving their worth by finishing first and second in an event that should have been dominated by turbocharged AWDs.

Australia missed out on SSS versions of the 1600 sedan, as had been seen in the Ampol Trial, and also the sleek SSS Coupe. These do pop up for sale occasionally, thanks to private imports.

Aussies do love a family station wagon too and in 1971 Datsun gave us a 1600 version. However, due to engineering considerations, the independent rear-end that endeared so many to the 1600 sedan couldn’t be adapted so wagons made do with leaf springs at the back.

The Datsun 1600’s reign came to an end in 1973 and it was followed by replacements including the larger but less durable 180B and the inferior 120Y coupe, powered by a pushrod 1171cc engine and fitted with cart springs at the rear.

There are currently three Datsun 1600s listed on carsales, priced from a cool $35,000, including the one we have pictured.