datsun 510 safari rally

Datsun Bluebird 1600SSS (1970 : P510)

The 18th East-African Safari Rally in 1970 (Overall winner) Sedan / Rally Car / Competition

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• Note:Rally specifications Overall winner in 18th East African Safari Rally (1970)
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In August of 1967, the Datsun Bluebird was fully remodelled to the third generation "510". The 510, as well as the past DATSUN cars, gradually proved its high potential through grueling international rallies. And finally the 1600SSS won the 18th East-African Safari Rally in all the categories of Overall/Class/Team in 1970. This is the historic first win as a domestic car and an accomplishment of Nissan since its first challenge to this rally in 1963. This model is well-known as "a great car on screen" because it was this model that Yujiro Ishihara, one of the best actors in the Showa era, drove as his own machine in the movie "Safari 5000" released in July, 1969.

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This 1971 Datsun 1600 SSS Begs to Be Driven On a Dirt Road

Is there any car that can't be improved with a lift and knobby tires?

It's currently listed for auction on Bring a Trailer with a little under five days of bidding left as of the time of writing. It was recently imported to the U.S. from Portugal and undergone a generous freshening up. Paint has been resprayed in its original (fantastic) shade of brown, and the car sits on rally tires with black Minilite-style wheels. Raised suspension, a front skid plate, and rear tow-hooks complete the rally-ready package.

The auction listing says the body is mostly rust free, and that the interior is all original and in good shape. Under the hood, the 109-hp 1.6-liter inline-four is also said to be original, sending power through a stock four-speed gearbox.

This really is the perfect classic car for someone who just wants something that's different. It's a Japanese car that was never sold in the U.S. and that has been turned into a quasi-rally car. Even among early-1970s Datsuns, this is fairly unusual. Put another way, you're not likely to see anything like this at your next Cars & Coffee.

A car enthusiast since childhood, Chris Perkins served as Road & Track's engineering nerd and Porsche apologist.

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18. East African Safari Rally 1970

Final results.

Herrmann and Schuller would repeat the feat in a 240Z in 1971. Herrmann and Schuller started in 11th spot, with teammates Shekhar Mehta and Mike Doughty, and Rauno Aaltonen and Paul Easter also starting in good spots. Thirty-eight Datsuns were entered in the event, mostly 510s. The race was once again divided into two halves, both meeting like a figure eight in Nairobi where the race began and finished. The first leg headed towards the Kenyan coastal city of Mombasa. Aaltonen charged forward in the early running taking the lead as Herrmann ate dust on the first stage to Mombasa. Waldegaard kept close behind Aaltonen in his Porsche. Jack Simonian held on to his 240Z steering wheel for dear life as a tyre came apart at 130mph, knocking him out of the race. The race turned south into Tanzania for the first time in a few years, political problems keeping that traditional rally country off the course in previous events. Herrmann crawled up to 4th place by Dar es Salaam, while Aaltonen broke a suspension piece and let the lead slip to Porsche racer Bjorn Waldegaard, who had started way back in 33 spot. Then to make matters worse, the Datsun team left the gas cap off Aaltonen’s car and he lost all his fuel. Herrmann was passed early in the next section by Waldegaard (Waaldegard was already ahead on time, but Herrmann left the stage start point first), then worked hard to catch up to him on the road back to Nairobi. Herrmann driving the Z at a steady 130mph managed to pass Blomquist to take 3rd spot, while Porsche driver Zasada moved up to second, then into first as the teams arrived back in Nairobi. On the way to Kampala fortune smiled on Herrmann, and gave Waldegaard a taste of the infamous ‘Safari luck’. First Herrmann was almost penalised by a race marshal's error, but after much argument the situation was solved by none other than infamous dictator Idi Amin, then president of Uganda who happened to be watching the race at that check point. Amin flagged Herrmann back onto the road without penalty. Waldegaard wrecked his Porsche while trying to pass his own teammate Zasada who was ahead on the road but behind on time. Zasada didn't have his radio on, and Waldegaard assumed Zasada had heard his request to be let through. The Porsches crashed badly. After this, Herrmann and Schuller had a 31-minute time lead over the next car, the 240Z of Shekhar Mehta who was actually ahead on the road at this point. Aaltonen had fallen back, but had not given up. He charged forward again, passing Herrmann on the road near Kabale. Then things got worse for Herrmann and Schuller. Herrmann crashed the car after Mehta passed them, breaking a halfshaft on their car. Fortunately Schuller was able to remove it, and thanks to the miracle of limited slip differentials was able to continue on to the next service point. Aaltonen in the other Z broke a halfshaft and fell far back. Herrmann and Schuller still led time wise, but now by only 16 minutes. Now it was Mehta's turn to shine. Driving in his home country of Uganda, Mehta raced ahead to take Herrmann's lead down to just one minute overall. Then Mehta took a very small lead after Herrmann crashed heavily, sending his 240Z well off the road. It looked if Mehta would go on to win. Then disaster struck in only a way that the Safari could manage. Mehta got his 240Z stuck in a mud hole near Mount Kenya. Twenty minutes later a police Landrover happened along to pull them out. Just as the Landrover unhooked Mehta's car, Herrmann ran into the same hole and got stuck. The Landrover still had the rope hooked up and pulled Herrmann through with almost no lost time. Mehta was furious. As the 240Zs finally came to a rest in Nairobi, Mehta and Doughty had lost to Herrmann and Schuller by just three minutes on the road, more than six times the amount of time they lost in the Landrover incident.” Politics

At this point history intervened and with the rapid rise to power of Idi Amin in Uganda foreigners were no longer welcome in that country. Before the 1972 Safari Rally could be run many expatriots, including my family, fled never to return. My Datsun Safaris were over but I have never forgotten the sight and sound of those unburstable black and red cars. When I became involved in rallying 20 years later I was lucky enough to meet some of the Datsun drivers of those days and to remember the dust and excitement of the roughest rally in the world.

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Everything You Need To Know About The Datsun 510

by TGR Staff - Lead Image by Fredrik Posse - 1/11/2024

In the late 1960s, a car emerged from the workshops of Datsun, taking the automotive world by storm with its modern design and impressive performance. The Datsun 510, born from the bloodline of the Datsun Bluebird, became a legend from 1968 to 1973, outside the North American market it would be sold as the Datsun 1600, but no matter the name the impact of this little car would be felt worldwide.

Inspired by contemporary European sedans, like the BMW 2002  and Fiat 131, the 510 boasted rear-wheel drive, an overhead camshaft engine, and four-wheel independent suspension. The driving force behind this masterpiece was Nissan USA president Yutaka Katayama , who insisted on a larger overhead cam engine to set it apart. The design can trace its roots back to the Prince Motor Company , which had been absorbed by Nissan in 1966.

Launched in October 1967, the 510 lineup included a four-door sedan, followed by a two-door sedan, a five-door station wagon, and a two-door coupé. The 510 quickly gained fame for its rallying successes outside Japan, paving the way for Nissan's international sales expansion.

The series offered a choice between a four-speed manual transmission or an optional three-speed automatic. In certain markets, the 510s featured twin Hitachi side-draft carburetors, reminiscent of British SU designs. The SSS models, although not available in North America, boasted upgraded instrumentation and interior trim.

The Datsun 510's popularity endured long after its discontinuation, thanks to its affordable performance and interchangeable parts. Enthusiasts worldwide, especially in the U.S., Australia, and New Zealand, cherished the car's simplicity and mechanical compatibility. This means that you can still find many classic Datsun 510s being raced to this day in vintage competitions around the world. 

One notable feature of early Datsun cars was the interchangeability of parts, allowing easy upgrades from the 1.6L L16 engine to the 2.0L L20B engine. The positive reputation in North America prompted Nissan to reuse the 510 model name for the unrelated 1978–1981 Nissan Stanza 'A10,' although this attempt was deemed a failure by reviewers.

The 510's variations extended across different markets. The P510 (RHD) and PL510 (LHD) models were prevalent, with variations like the coupé and wagon. Market-specific differences included rear-independent suspension for some regions and leaf-sprung solid axles for others

In North America, the 510 made its mark, especially with its rare two-door sedan introduction in 1968. Initially marketed as the Datsun 1600 in Canada, the 510 offered impressive features, including a Hitachi downdraft-carbureted 1.6-liter L-series engine, front disc brakes, and four-wheel independent suspension.

Over the years, the 510 underwent changes in design and features. The 1968 models boasted a stainless steel grille and unique details, while later versions witnessed grille modifications and interior updates. The Datsun 510 continued to evolve, adapting to the needs and preferences of the North American market.

The legacy of the Datsun 510 persisted in racing, especially in the Trans Am Series under 2500cc class. John Morton's victories in the 1971 and 1972 championships solidified the 510's reputation on the track. Its success in amateur racing, supported by Nissan's commitment to replacement parts availability, further enhanced its status. The 510 was also an international rally sensation winning both the Ampol Trail and the East African Safari Rally in 1970. 

Though the original Datsun 510 era concluded in 1981, its spirit lived on in later models bearing the same name. The Datsun 510 remains an icon, celebrated in auto shows and remembered for its influential presence in racing history. As Nissan showcased the Freeflow IDX and NISMO IDX in 2013 and 2014, influenced by the Datsun 510, it became clear that this timeless classic had left an indelible mark on the automotive world.

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Why restoring a car that is the way it is. Now you can see how the car finished the rally. When you restore it that peace of history is gone. So in my opinion don”t do it. Best regards, Jos van der Aart

https://www.facebook.com/groups/327379040726533/ Here you find lots of photo’s of the rally Z cars

Why are they restoring it? Was it just totally clapped out, or had it suffered a great deal of body damage? What’s the story?

Their work is amazing. I recently had the opportunity to visit the Zama warehouse to go over the rally cars and I must say the finished products are a work of art. There are a few works Zs there so one restored will be a good thing.

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Category : Datsun Bluebird (510)

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• Datsun Bluebird 1600SSS (1970 East African Safari Rally, No.4) ‎ (6 F)

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