Datsun 510 and BMW 2002: The Rivalry 

It was arguably the biggest David-and-Goliath story of the early Seventies – but who was David, and who was Goliath? Fierce adversaries everywhere from the showroom to the Trans-Am pro race series, the Datsun 510 and BMW 2002 are as notable for the similarities as their differences. And this fifty-four-year old rivalry is still going strong. 

1. Turn Your Hymnals…  

In April of 1968, David E. Davis, Jr. wrote perhaps the most famous piece in the history of automotive journalism. Titled “Turn Your Hymnals To 2002”, it established the new BMW 2002 as the absolute must-have favorite of foreign-car enthusiasts throughout America. And there was substance behind the hype. Developed at the request of the US importer as a “parts bin special” combining the small and light body of the 1602 two-door with the two-liter engine from the heavier 2000 sedan, the 2002 could dust pretty much all of the famed British sports cars in a straight line and leave them behind in the corners. The Porsche 912, which outsold its six-cylinder 911 cousin two to one, was easy meat for the “02”, as were the 356 Porsches before it.  

Priced between the MGB roadster and MGB GT coupe at about $3,000, the 2002 had the easy measure of both. It was a thoroughly modern design and was fuel-efficient to boot. Any doubters were soon silenced by the arrival of the fuel-injected 2002tii, which offered even more power. In the space of about five years, the 2002 took BMW from a curiosity to a household name in the United States. Even the unflattering 5-mph bumpers and melted-butter square taillights of the later models did nothing to flatten BMW fervor. By the time the 320i replaced it in 1977, there was already a nationally established BMW Car Club of America to complain that the new model wasn’t as good.  

With a combination of virtues like this, you’d be forgiven for thinking that BMW ruled the small-bore race scene in the early Seventies. But you’d be very, very wrong. 

2. Mr. K’s Wild Ride 

Like almost every other automaker outside America, Datsun’s experience Stateside began via importers who deliberately placed themselves between the manufacturers and the dealers – but in 1960, the Nissan Motor Company sent Yukata Katayama to California for the purpose of understanding the market. A committed and passionate sporting driver, “Mr. K” was convinced that enthusiast credentials could set the Datsun brand apart from the rest.  

If the early examples of the BMW 1600 from 1966 didn’t endear themselves to David E. Davis, they certainly made an impression of Mr. K, who promptly phoned home and asked for the new Nissan Bluebird sedan to incorporate some of the BMW’s features. The most important of those features: an overhead-cam, high-power 1.6-liter engine, and independent rear suspension. Either of these would have been revolutionary for Datsun, so doing both was a big request.  

In the end, Mr. K got his wish on both counts. Incorporating independent rear suspension to the Bluebird was a matter of engineering pride, but the 1.6-liter SOHC engine was thought to be a bit much. Thankfully, Katayama had an ally on the board, who approved the engine for export only. The resulting car was badged “Datsun 510” and it appeared in the United States for the 1968 model year.  

The response to the 510 was overwhelming. If it didn’t look quite like a million bucks, it sure looked like more than the $1,996 car it actually was. Debuting in four-door and solid-axle wagon bodyshells, the 510 got a two-door in short order. Datsun sales tripled in two years. And why not? For the price of a VW Beetle, you got a car that could run with a BMW… 

3. The Rivalry 

…almost, anyway. Mr. K hadn’t counted on BMW bumping the displacement of the 1600-2 to create the 2002. The big BMW four wasn’t quite as smog-efficient as Nissan’s 1.6-liter, so the power was close, with the BMW at 100hp down from its Euro rating of 119hp, and the Nissan at 96. In the long run, this would be addressed with a two-liter 510, but in 1969 the customers weren’t that concerned with the minor performance gap. They were paying less than two-thirds as much – half as much, really, since the 2002s that arrived in the States were often loaded with options – and getting very similar performance.  

The next step was to establish a motorsports presence for Datsun. The 510 was one of the first cars featured at the new Bob Bondurant School of high performance driving. In 1971, Datsun backed John Morton and Bob Sharp to campaign the 510 in the small-bore class of the Trans-Am series, as well as in SCCA national competition. In short order, this relatively unknown manufacturer had amateur and professional championships under their belt. 

While BMW certainly did not discourage their owners from flying the Roundel flag in competition, Datsun made it easy, with a massive catalog of racing parts available via the nearest dealer. The combination of lower transaction prices and dealer support made it a no-brainer for most would-be SCCA racers. By 1980, the 510 was the default smallbore sedan of choice for amateur competition, while the BMW was mostly found in the walled garden of BMWCCA events.  

4. The Aftermath 

Both BMW and Datsun (later Nissan in the USA) were defined in many ways by the success of their little sporting sedans. The 3-Series that succeeded the 2002 became the backbone of the BMW line all the way up to the Munich firm’s transition to sport-utility vehicles. “Mr. K” was emboldened by the 510 to create a new project that would come to be known in America as the 240Z. Nissan’s sporting-sedan tradition remained strong all the way through the final-generation Maxima sedan, a full 45 years after the debut of the 510. 

More recently, the Nissan GT-R has been battling various BMW M-cars in international GT racing, particularly in Asia and Europe. Although the GT-R traces its lineage to the original Prince Skyline that became a Nissan product via the firm’s merger with Prince, it’s surprisingly common to see them in 510 tribute livery. Meanwhile, the new M2 is often touted as “today’s 2002”, offering all the old virtues of pace and practicality. 

Today, both the 2002 and 510 boast fanatical owner groups, and values for both cars are on the rise. Ironically, it’s the 510 that often commands a bit more money in the classic-car market, largely because the Datsun’s lower initial price led to it falling into the hands of less careful owners, thus restricting supply. A limited number of 2002s and 510s still race today, primarily in vintage events but occasionally in SCCA’s F Production class.  

Perhaps the final act in this five-decade rivalry was the arrival of both cars into the “cheap-car enduro” race series pioneered by the “24 Hours of Lemons”. Ten years ago, the 2002 and 510 faced off in what would likely be their last new race venues – and the 510 gained the upper hand, largely because it’s easier to install a Z-car straight-six in the Nissan’s spacious nose. When will the last race happen between these old warriors? Chances are it will be a long time to come. 

5. Making Your Choice 

Generation-X and Millennial buyers have discovered the joy of 2002 and 510 ownership, and the question “Which to buy?” feels as vital now as it did in 1970. As always, it’s important to get the best car you can, in the best condition. If you grew up with “The Fast And The Furious”, you might enjoy a 510, as it set the template for “import racing”. Long-time BMW loyalists, on the other hand, might enjoy restoring a 2002 to sit in the garage next to a modern M4 or even an X7. The formula of a light sedan with proper suspension and a willing engine is just as exciting today as it was fifty-five years ago, and you can’t go wrong either way.