📋 Summary
- The Datsun 510 (sold overseas as the Datsun 1600, and domestically as the Bluebird) was built from 1968 to 1973 and is often nicknamed the “poor man’s BMW 2002” for its sophisticated chassis at an affordable price
- An independent rear suspension – unusual for an affordable sedan of its era – gave the 510 genuinely capable handling, and it won championships in SCCA racing in the early 1970s
- It remains one of the most swap-friendly classic Japanese cars, with a huge modern following built around engine transplants like the SR20DET
- Prices and parts availability vary enormously between original, unmodified SSS models and heavily modified project cars, so buyers need to be clear about what kind of ownership experience they actually want
Long before Nissan built a reputation on turbocharged GT-Rs, it built its reputation on a much more modest car: a small, affordable sedan and coupe called the Bluebird 510, sold in export markets simply as the Datsun 1600 or Datsun 510. It is, without much exaggeration, one of the most important cars in Nissan’s history – the car that proved a Japanese manufacturer could build something with genuine driving dynamics, not just reliability and low running costs.
Why the “Poor Man’s BMW 2002” Nickname Stuck
The 510 arrived in 1968 at a time when small Japanese sedans were widely, and often fairly, seen as cheap and basic transportation. The 510 broke that mold with a chassis design that punched well above its price point: a fully independent suspension setup, including an independent rear end, at a time when many competitors – including some far more expensive European cars – still relied on simpler, less sophisticated rear suspension designs. The result was a small sedan that could genuinely handle, not just get you from A to B.
That combination of European-inspired chassis engineering with Japanese build quality and affordability is exactly why enthusiasts and journalists began comparing it favorably to the BMW 2002, one of the most celebrated sports sedans of the era, but at a fraction of the price. The “poor man’s BMW 2002” label was not an insult – it was recognition that Datsun had built something with real substance underneath a modest, practical body.
Engines: From Humble Sedan to SSS Performance Trim
The standard 510 used a 1.6-liter L16 inline-four producing modest power appropriate for a practical family sedan. The performance-focused SSS trim used a version of the same L16 engine equipped with twin SU-type Hitachi carburetors, pushing output up to roughly 109 horsepower – a meaningful improvement for a car this light. Over the decades since, countless 510s have been upgraded well beyond their original factory specification, with owners swapping in later, larger displacement engines from the same family, such as the L18 and L20, or moving to entirely different engine platforms.
That last point deserves special attention, because it is central to the 510’s modern popularity. The car’s simple, boxy engine bay and widely shared Nissan mounting points made it one of the most swap-friendly classic Japanese platforms ever built. The most iconic modern swap is the SR20DET, the turbocharged four-cylinder later used in cars like the S13 and S14 Silvia – a combination that transforms a mild-mannered 1970s commuter sedan into a genuinely quick, modern-feeling driver’s car while keeping the classic 510 body and chassis.
💡 Tip: Decide Whether You Want a Numbers-Matching Original or a Project Car First
The 510 market is split fairly sharply into two camps: well-preserved or restored original cars, particularly SSS models, which command a real premium for authenticity, and heavily modified project cars built around engine swaps and modern suspension upgrades, which are valued more for the quality of the build than for factory originality. Both are legitimate and popular paths, but they attract very different buyers and very different price expectations. Decide which one you actually want before you start shopping, because comparing prices across the two categories will give you a distorted picture of the market.
The Racing Pedigree That Built the Legend
The 510’s reputation was cemented on track as much as on the road. Peter Brock’s BRE (Brock Racing Enterprises) team campaigned 510s in SCCA racing in the United States with remarkable success, winning the Trans-Am 2.5 Challenge series championship in both 1971 and 1972. Those results did more than win trophies – they proved to an American audience that a small, affordable Japanese sedan could beat established European competition on a racetrack, a message that resonated far beyond the racing world and helped build Datsun’s broader reputation in export markets.
That racing pedigree is a major part of why the 510 still commands genuine respect among classic car enthusiasts today, decades after its production run ended. It was never just an economy car with a sporty badge – it was a car that had something to prove, and proved it.
Body Styles and What to Look For
The 510 was offered in two-door and four-door sedan forms, as well as a wagon variant, giving buyers a range of choices depending on whether they want a lighter, more focused coupe-like two-door or a more practical body style. The two-door SSS is generally the most sought-after and valuable configuration among collectors, thanks to its combination of light weight, factory performance trim, and cultural association with the car’s racing history.
- Rust, especially in the floor pans and rear suspension mounts: As with virtually any unibody Japanese car from this era, rust is the single biggest threat to structural integrity and long-term value. A thorough inspection, ideally on a lift, is essential before any purchase.
- Originality of the drivetrain: Given how common engine swaps are in the 510 community, confirm exactly what is currently installed and whether the car has a clean paper trail if it has been modified. A well-documented, well-executed swap can be a selling point; an undocumented, poorly executed one is a liability.
- Availability of trim and interior pieces: Because the 510 has such a dedicated aftermarket and restoration community, reproduction parts are more available than for many other classic JDM models, but original trim pieces specific to certain years or trims can still be hard to source.
- Suspension and chassis condition: The independent rear suspension that made the 510 famous is also a wear item that needs proper inspection – bushings, mounts, and geometry should all be checked, particularly on cars that have seen spirited driving or track use.
⚠️ Caution: A Cheap 510 Is Rarely a Good Deal
Because the 510 has been such a popular project car base for decades, the population of surviving examples includes a wide range of build quality, from professionally executed restorations and swaps to amateur projects with hidden rust, incomplete wiring, or mismatched components patched together over years of ownership changes. A suspiciously low asking price is far more often a sign of deferred problems than a genuine bargain. Budget for a proper pre-purchase inspection, and be especially wary of cars advertised primarily by their modifications with little detail about underlying chassis condition.
Why the 510 Still Matters
The 510’s importance to Nissan’s story is easy to underestimate because it never had the glamour of a GT-R or a Z-car. But it was arguably more important commercially and reputationally: it proved, in a mainstream, affordable product, that Datsun could compete with respected European engineering on genuine merit. That credibility helped pave the way for everything that followed, from the original Fairlady Z’s success in export markets to the eventual arrival of turbocharged performance icons decades later.
For modern enthusiasts, the 510 offers something increasingly rare in the classic JDM world: a genuinely affordable entry point (relative to icons like the Hakosuka GT-R or early Z-cars), a huge and active support community, and a chassis flexible enough to be enjoyed as either a lovingly preserved original or a highly capable modern-engined project car.
Frequently Asked Questions
Q: What is the difference between the “Datsun 510” and the “Bluebird 510”?
A: They are the same car. “Bluebird” was the model name used in Japan, while “Datsun 510” (or Datsun 1600 in some markets) was the export badging used in the United States and other overseas markets.
Q: What made the 510’s handling so well regarded for its era?
A: A fully independent rear suspension design, which was uncommon on an affordable small sedan at the time. This gave the 510 significantly more capable, predictable handling than many competitors, including some more expensive cars.
Q: Is the SR20DET swap the only popular engine option?
A: It is the most iconic modern swap, but far from the only one. Owners have historically upgraded 510s with later-generation Nissan L-series engines (L18, L20) as well as a wide range of other engine platforms, reflecting the car’s reputation as one of the most swap-friendly classic Japanese chassis available.
Q: Are original, unmodified SSS models still available?
A: They exist, but they are increasingly scarce and command a real premium over modified project cars, particularly in clean, rust-free condition. Buyers specifically seeking factory originality should expect to search patiently and pay accordingly.
Q: What is the biggest risk when buying a 510 today?
A: Rust and hidden structural issues, particularly on cars that have been heavily modified and may have had corrosion problems covered up rather than properly repaired. A thorough, ideally in-person, inspection before purchase is strongly recommended.
This article is for general informational purposes. Specifications and historical details are based on widely cited sources and may vary slightly between references. Always consult a qualified classic-car specialist before purchasing a collector vehicle.
Image credit: 1970 Datsun Bluebird 510 SSS coupe by sv1ambo, CC BY 2.0, via Wikimedia Commons
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