Nissan Bluebird 510 SSS
The Nissan Bluebird 510 (sold as the Datsun 510 in export markets) is one of the most important Japanese cars of the 1960s and the vehicle that proved Japanese manufacturers could build world-class sporting sedans. Its combination of an overhead-cam engine, four-wheel independent suspension, lightweight construction, and affordable pricing made it a revelation when it arrived in 1968, earning comparisons to the BMW 2002 at a fraction of the price.
The 510 was designed by Nissan's talented engineering team under the direction of Yutaka Katayama, the visionary president of Nissan Motor Corporation USA (known affectionately as 'Mr. K'), who understood that the American market was ready for a well-engineered, affordable sports sedan. The result was a car that combined European engineering sophistication with Japanese build quality and value.
The most remarkable aspect of the 510 was its fully independent rear suspension — a semi-trailing arm design with coil springs that was virtually unheard of in a car at this price point. Combined with MacPherson strut front suspension and a relatively stiff body shell, the 510's handling was superior to nearly everything in its class. Journalists noted that it felt more like a small BMW than a typical Japanese economy car.
The SSS (Super Sport Sedan) specification was the performance variant, available in the Japanese domestic market. Powered by the L16 1.6-litre SOHC inline-four with twin Hitachi carburetors producing 109 PS, it offered spirited performance from just 940 kg of curb weight. In US-market form (as the Datsun 510), the engine was the L16 producing 96 hp SAE gross, later joined by the L18 1.8-litre variant.
The 510's competition success transformed its reputation. In the SCCA (Sports Car Club of America) Trans-Am series, privateer 510s driven by Pete Brock's BRE (Brock Racing Enterprises) team dominated the 2.5-litre sedan class, winning championships in 1971 and 1972. The BRE 510, with its distinctive red, white, and blue livery, became one of the most iconic racing sedans of the era. John Morton piloted these cars to numerous victories against BMW 2002s, Alfa Romeo GTVs, and other European competitors.
The 510 was offered in four body styles: two-door sedan, four-door sedan, station wagon, and two-door coupe. The two-door sedan is the most sought-after for enthusiasts, combining attractive proportions with the lowest weight. The simple, clean-lined design by Nissan's in-house team has aged remarkably well.
Today, the Datsun 510 is one of the most collectible Japanese cars from the 1960s-70s era. Clean, unmodified examples command premium prices, while the most desirable variants — early SSS models, BRE racing cars, and rust-free California cars — have reached values that would have been unimaginable a decade ago. The 510's combination of racing heritage, engineering merit, and increasing rarity ensures its continued appreciation.
Rust is the primary enemy — check floor pans, rocker panels, rear wheel arches, and battery tray area thoroughly. Unmodified, matching-numbers SSS examples are rare and valuable. Many have received engine swaps (SR20DET, KA24DE, L-series upgrades) which can reduce or enhance value depending on execution and buyer preference. California and Southwest US cars are most likely to be rust-free. The L16 engine is reliable but parts are becoming scarce for some components. Two-door sedans are the most desirable body style.
Produced from 1968 to 1973 across all markets. Sold as Datsun 510 in North America, Nissan Bluebird 510 in Japan and most other markets. Available as 2-door sedan, 4-door sedan, station wagon, and 2-door coupe. SSS was the Japanese-market performance model. Total production figures not broken down by variant. The 510 was one of Nissan's best-selling export models of its era.