Nissan Silvia (1965)
Publication: Auto Sport
Format: Road Test Report
Date: Summer 1965
Author: Hiroshi Hoshijima
The Silvia Aims to Be “A Beautiful Car”
I had the opportunity to drive the Silvia for five laps of the Yatabe high-speed test course, as well as on a round trip from Tokyo to Kyoto, and would like to report my impressions. This was the first time that a fully registered Silvia had been driven over such a long distance.
If the “Cedric” is the young hero of Little Lord Fauntleroy, “Silvia” is a beauty from Greek mythology. Schubert left us a song entitled “To Silvia,” and in Italy, I am told, it is a name given to girls.
The car made its debut at the Tokyo Motor Show last autumn.
At that time it consisted of a two-seater coupe body mounted on the Fairlady chassis. Since then, the engine has been enlarged to 1600cc, while improvements have been made to the clutch, transmission, brakes, and other components, and the car went on sale in April. The price is 1.2 million yen.
The design objective was, quite simply, “a beautiful car.” Fundamentally, it can be described as a conveniently sized two-seater coupe making use of the Fairlady’s existing production facilities. Styling alone, however, would have been meaningless, and it seems that the mechanical side was also revised to give the car substance worthy of its appearance.
If performance alone had been the object, I think the styling should naturally have taken a form with even less aerodynamic drag. But as a luxurious personal car, visual balance and the impression of aerodynamic styling seem to have taken precedence. Naturally, as a “100mph car,” the effects of crosswinds were also considered, and such fundamentals as avoiding a center of aerodynamic pressure too far forward were thoroughly examined in the basic design.
The windshield is much more steeply raked than that of the Fairlady, but since the Silvia was clearly intended from the outset as a two-seater, unlike the Fairlady, which was designed to seat three, this is only natural.
An Ultra-Short-Stroke Engine
The engine is a modified version of the G-type unit used in the Fairlady and Cedric 1500. The bore has been increased by 7.2mm, while the stroke, conversely, has been shortened by 7.2mm, giving an ultra-short-stroke ratio of 0.76. It has been reported elsewhere that the increase from 1500cc to 1600cc was achieved simply by enlarging the bore, but this is incorrect. The result, in any case, is an additional 100cc of capacity. The object appears to have been to avoid increasing piston speed as engine speed was raised, while at the same time preventing torque from falling off at high rpm.
The carburetors are the same size as those of the Fairlady: two Hitachi horizontal variable-venturi units with 38mm throttle bores. Larger carburetors would probably be advantageous in terms of power, but might impair low-speed performance.
The compression ratio is 9.0. Compression pressure is 12.7kg/cm² at 320rpm, while the maximum combustion pressure of 50kg/cm² at 4000rpm is the same as in the Fairlady. Maximum output, however, has risen to 90ps/6000rpm (80ps/5600rpm), and maximum torque to 13.5kgm/4000rpm (12kgm/4000rpm). Valve timing is also unchanged: the intake valve opens 20° before top dead center and closes 56° after bottom dead center, while the exhaust valve opens 58° before bottom dead center and closes 18° after top dead center. Ignition timing has been advanced by 2°, to 16° at 600rpm. The standard spark plug is the NGK B6E. Engine-oil capacity has been increased by one liter, to 4.1 liters.
To cope with the increased power, the radiator has been given a larger frontal area and a high-pressure cooling system operating at 0.9kg/cm². Total coolant capacity is 8 liters, including a 1-liter auxiliary tank, making long periods of operation without refilling possible. The use of a high-pressure cap has also raised the boiling point to 124°C.
Porsche-Type, Fully Synchronized 4-Speed
The Fairlady’s coil-spring clutch has been replaced by one using a dished diaphragm spring. At high engine speeds, centrifugal force can cause a coil-spring clutch to lift, reducing its clamping pressure; the diaphragm spring prevents this and also has the advantage of lighter pedal operation, since with coil springs the pedal effort increases in proportion to the distance it is depressed. Uneven wear is also reduced. The friction area has been increased from 312cm² to 364cm².
The transmission is a fully synchronized 4-speed. Its design was acquired from Porsche and, more precisely, it uses a balk-ring servo full-synchromesh system. With the increase in engine capacity, the intermediate ratios have been brought closer to top, giving a closer-ratio gearbox: 3.382 (3.515), 2.013 (2.140), 1.312 (1.323), and 1.000 (unchanged). The final-drive ratio is 4.111, compared with the Fairlady’s 3.889, so acceleration should naturally be improved. A 3.889 differential can also be specified as an option.
For reasons of space I shall omit a detailed discussion of this full-synchromesh system here, and hope to describe its construction and operation more fully another time. Unlike the conventional principle of the cone-type friction clutch, it uses a brake with a self-servo effect to synchronize the speeds of the coupling sleeve and gear clutch. Wear of the projecting portions is slight, and one of its attractions is the pleasant shift feel it provides even when the lever is forced into gear from fairly high rotational speeds. This should prove advantageous in racing, where the tiny difference in time required for a gear change can decide victory or defeat, or when attempting to set acceleration figures.
A 4-speed is standard, but it seems reasonable to expect that a fully synchronized 5-speed, as on the Porsche, may eventually be offered as well. The durability of the differential is also said to have been improved.
Outstanding Ride Comfort
The front suspension is independent, with coil springs, a torsion-bar stabilizer, and double-acting shock absorbers. At the rear are long-span leaf springs, double-acting shock absorbers, and a rigid axle—the same arrangement as on the Fairlady. It is an entirely conventional layout.
Yet from behind the wheel, the Silvia somehow gave me the impression of being softer. After returning to Tokyo, I asked the manufacturer about it once again, only to be told that there should be no difference. Comparing it with the Fairlady that accompanied us, the Silvia certainly rolls more at the same places (which I think is only natural, given the difference in center-of-gravity height), and the springs also seem softer. On the tram tracks through Shimizu and Toyohashi, for example, the Fairlady is so harsh that one certainly wouldn’t want to keep driving for any length of time, whereas in the Silvia it is much easier. If there really is no difference in the suspension, perhaps the seat cushioning is simply that much better.
The seats are certainly outstanding. Both the backrest and cushion are generously padded and moderately soft, and even after driving ten hours in a day I felt no fatigue at all. Together with the surprising amount of interior space for such a low-bodied car, its relaxed feeling, and the unexpectedly generous headroom, this deserves special mention.
Fore-and-aft seat travel is 160mm, accommodating both the long-legged and someone short-legged like myself. Once the seat has been positioned to suit the pedals, the backrest angle can then be adjusted so that one can either hold the steering wheel with the arms outstretched, Stirling Moss-style, or drive sitting more upright.
The backrest reclines through seven positions, and at its most reclined setting one can stretch out one’s legs and rest. With such a wide choice of driving positions, the seat is particularly well suited to long-distance touring. Pulling up the lever beside the seat allows the backrest to be set to any desired angle. But if deteriorating road conditions suddenly require a more upright driving position, one need only press against the backrest for it to return to the desired position.
Safety belts are fitted as well. Their automatic retractors, however, are both convenient and inconvenient. If the belt retracts too far, one has to open the door to reach it again. It would be better if they stopped right at the door.
There is a luggage shelf behind the seats, and in an emergency it looks as though one more person might squeeze in there by crouching down. It makes one think that, had the car been given a full fastback body, it might have passed as a 2+2. In reality, of course, matters such as the treatment of the rear window, the need for more power with four people aboard, and weight distribution would not have been so easily resolved.
Over 6000rpm Is “OK”
The instrument panel has a clock in the center. To the left is a large speedometer reading to 180km/h, with odometer and trip counter; to the right is an equally large tachometer reading to 7000rpm. Below the clock is the turn-signal indicator light. At the far left is the fuel gauge, and at the far right the water-temperature gauge. The entire assembly is covered by a deep hood and neatly arranged against subdued black leather.
Fuel capacity is 43 liters, the same as the Fairlady. The normal water-temperature range is 80–90°C, but during this trip it was below 80°C much of the time, reaching the optimum range only on Mt. Hiei. Judging from this, there should be no danger of overheating even in summer. It is regrettable that an oil-pressure gauge was not included, even though a warning light comes on if the oil pressure or oil level are too low.
The tachometer has a yellow zone from 6000 to 6250rpm and a red zone from 6250 to 7000rpm. The yellow zone means that use is permissible, but preferably not too often, while the red zone means that it must not be used continuously except for short bursts or in a particular emergency. This is a thoughtful arrangement. Naturally, I did not make much use of the latter, but above 6300rpm a high-frequency sound that suggests valve surge does seem to appear. If one wanted to ask for even more, I think it would be useful to have an indication showing the engine speed below which one should shift down.
The chrome-plated instrument bezels are somewhat distracting. The tachometer is graduated at every 100rpm and the speedometer at every 2km/h, which seems a little too fine. Or perhaps one could say that when trying to read such small increments, the chrome-plated bezels themselves get in the way. Speaking of chrome plating, there is also a horizontal strip across the panel in front of the passenger, and this is unnecessary. It would look much better with only the crash padding.
The wiper, lights, interior and map lamp, windshield washer, cigarette lighter, and choke controls are arranged on the console panel, with the radio below. Its position is good, but in an otherwise excellent interior atmosphere, the design of the radio itself is one thing I simply cannot approve of. It looks very much as though whatever radio happened to be available was simply fitted into place. I am sorry to find fault, but in a luxury car of this caliber, I also question the absence of a power antenna and automatic tuning.
Wood-Rim Steering Wheel
The floor-shift lever stands just in front of the console panel. I seem to remember that the prototype had a wooden knob, but apparently this was not adopted for the production car. In the hand, the production knob feels a little too large and too nearly spherical. I think something a little closer to a conical shape would be better, though this is partly a matter of personal taste.
The handbrake is well positioned.
The steering wheel is Nardi-type, with a wooden rim and a horn button in the center. The cam-and-lever mechanism and steering ratio (14.8) are the same as on the Fairlady; only the angle of the steering column above the joint differs. The steering feels lighter than the Fairlady’s, and the Silvia also seems to have less understeer, perhaps because of differences in weight and its distribution.
The lever to the right of the steering column operates the turn signals up and down, and the headlight functions fore and aft. With the light switch on the console at its first position, pushing the lever forward gives dipped headlights, while pulling it back lights the parking lamps. With the switch at its second position, pushing the lever forward selects the main beam and pulling it back gives dipped headlights. Used properly, this should also make an effective headlight-flashing signal. The light’s tumbler switch has well-defined positions and a pleasantly positive feel.
Pedal placement is very nearly perfect, though individual preferences may differ. All three pedals are suspended, but the accelerator is particularly long vertically, being a so-called “toe-and-heel” type. It should lend itself well to the full exercise of one’s technique when changing gear during high-speed cornering. If I were to make one more request, it would be a footrest for the left foot. On a long drive, sitting low with the legs stretched out and supported only at the backs of the heels can prove surprisingly tiring.
The ashtray is behind the shift lever, and farther back is a raised console box. Its lid also serves as a center armrest. If the passenger rests an arm on it, however, it seems likely to interfere with gear changing. There is another glovebox in the panel ahead of the passenger, but the lid is difficult to open because there is no finger recess.
Ventilation and Rear Quarters
The large front and rear windows and curved glass at either side give extremely good visibility, but ventilation is another matter.
Air entering through the slots at the cowl top passes into a chamber in the dash area and is then directed into the cabin through valves on the left and right of its underside. Whatever the merits of the system itself, I very much wish the rear quarter windows had been made to push open at the rear. I think this would be far more effective than adjusting the side windows or the front quarter vents. Spring and autumn may present no problem, but summer will probably be hot. Anyone able to buy this car would presumably not find the expense of fitting an air conditioner too burdensome, but still….
The season gave us no opportunity to use the heater. The defroster is sufficiently effective.
The interior lamp comes on when a door is opened, but can also be switched on from the console. Since it can be aimed in any direction, it makes a useful map lamp for the navigator without disturbing the driver. It is remarkably bright.
Acceleration That Leaves the Fairlady Behind
For a standing start, the engine is brought up to 3500–4000rpm before engaging the clutch. Second is selected at 6000–6500rpm, then third, and top in the same way. The acceleration is excellent. The Fairlady is simply no match.
The figures recorded were 4.6 seconds from 0–50m, 7.0 seconds to 100m, 11.0 seconds to 200m, and 17.4 seconds to 400m. Third was selected at 7 seconds and top at 16 seconds. It takes only 10.8 seconds to reach 100km/h. At 6000rpm, the road speeds in each gear are approximately 50, 80, 125, and 165km/h, respectively. It was also possible to reach 6300rpm in top gear. With only one person aboard, it would probably be possible to push on to around 167–168km/h. When decelerating, knocking does not set in until surprisingly low speeds—in top gear, about 30km/h, corresponding to roughly 1100rpm. Maintaining 40km/h in top is not difficult.
On the Meishin Expressway, the Silvia accelerated in top gear from 80 to 100km/h in 6 seconds, to 120km/h in 13 seconds, and to 140km/h in 21 seconds. There is plenty of acceleration for overtaking. Somehow, it feels as though there may be more than 90ps on hand.
Excellent Road Holding
There are some fairly steep climbs on the Meishin Expressway, but at 100km/h in top—3600–3700rpm—the engine is producing more than 13kgm of torque, so maintaining that speed on the climbs is completely effortless; press the accelerator and the car accelerates strongly. Even through the succession of 260m-radius curves between Sekigahara and the Sekigahara Tunnel—the tightest on the route—the Silvia showed secure road holding at 120–130km/h. The accelerator pedal has little friction, is light in operation, and requires hardly any additional effort as it is depressed, while response is also good. On Mt. Hiei, with its succession of sharp curves, the fully synchronized gearshift and responsive acceleration allowed us to enjoy the car to the full.
Dunlop-Type Disc Brakes
The brakes are Dunlop-type discs at the front, with leading-and-trailing-shoe drums at the rear.
Recently, disc brakes have appeared one after another on Japanese sports cars of more than 1000cc. With the advent of the high-speed era and the increasingly severe demands placed on brakes in sporting driving, their adoption is only natural, not least as a selling point. But it may be worthwhile to add here why disc brakes are superior to drums.
With a drum brake, the force applied to the end of the shoe by the wheel cylinder is augmented by the friction between the lining and the drum, further increasing the braking force. This self-servo action permits considerable braking force to be obtained with relatively little pedal effort, and is the greatest advantage of drum brakes. On the other hand, the organic material from which the linings are made is easily affected by heat, while heat dissipation is poor. Consequently, the hotter the brakes become through repeated use, the greater the change in coefficient of friction and the less stable the braking force becomes—in other words, fade is likely to occur.
A disc brake, by contrast, dissipates heat well because the rotating disc is exposed to the air, and is therefore less prone to fade. At the same time, the absence of self-servo action makes differences in braking effect between left and right less likely, reducing the danger of imbalance. (The lack of self-servo action also has its disadvantage, however: on a larger car, considerable pedal effort is required to press the pads against the disc unless some form of power assistance is provided.) Taking these factors together, it makes sense to use discs at the front, where 64% of the braking effort is concentrated, and drums at the rear.
The pads, approximately 10mm thick, are Mintex (a trade name) and made of resin-molded material containing brass powder. Unless subjected to exceptionally severe use, they are said to be good for 30,000–40,000km. Since no troublesome adjustment is required, even an amateur should be able to replace the pads.
At Nissan Tourist Service on the Hakone Pass, we had the car jacked up and its wheels removed for an inspection. The difference was quite clear: the rear drums were too hot to touch by hand, whereas the front discs were merely a little warm. Even twenty minutes later, the rears still retained heat of around 40°C, while the fronts were already cold.
To tell the truth, the reason we had the car jacked up was an unpleasant rattling vibration from beneath the floor. This proved to be the exhaust pipe striking the frame. The pipe passes through a hole in the X-member, and the hole had been made too small. The noise was eliminated by packing the area with asbestos. We were unable to determine whether this fault was peculiar to this particular car or whether it might occur on all production cars.
Subdued Exhaust Note
One thing I noticed was that the noise level seemed high at Yatabe, but not nearly so much on the Meishin. Thinking about it now, I believe this was because we had Bridgestone racing tires fitted at Yatabe. It was probably the characteristic pattern noise of the racing tires.
If the windows are opened even slightly, or are simply not completely closed, there is a large amount of wind noise around one’s ears. The exhaust note is naturally louder than that of a sedan, but by sports-car standards it is remarkably quiet.
When we had finished the touring test and were unloading the luggage, I was struck by the fact that merely inserting the key and turning it through 90° caused the trunk lid to spring open by itself, and also by the quilted vinyl leather lining the luggage compartment, just as it does the interior. There must be many people who have experienced the difficulty of opening a trunk while holding an armful of luggage. Perhaps it is asking a little too much to wish for a luggage-compartment lamp as well.
The fuel filler is reached by opening a locking filler lid with the key, but while we are on the subject of luxury, it would be still better if the lid could be opened by a lever from inside the car, like the engine hood. Then there would be no need to hand the key to the attendant at the filling station every time.
An Enjoyable Sporting Tour
Our route took us from Tokyo through Nagoya, Gifu, and Ogaki, then along the Meishin Expressway to Otsu and Mt. Hiei, returning via Ichinomiya and Hamamatsu to Tokyo, for a total distance of 1082.3km. Total running time was 19 hours 30 minutes, giving an average speed of 55.5km/h. The Silvia consumed 120.46 liters of high-octane gasoline, against 104.6 liters for the Fairlady. Average fuel economy was 7.6km/l for the Silvia and 8.7km/l for the Fairlady.
Looking only at the Meishin Expressway and the Mt. Hiei hill climb (because of the circumstances of refueling, this excludes the outward Ogaki–Yoro section and includes the Ichinomiya–Nagoya section), the distance covered was 265km. Fuel economy was 6.3km/l for the Silvia and 7.8km/l for the Fairlady, while the average speed was 72.2km/h. The catalog figure for fuel economy is 15.5km/l, so averaged over the Tokaido route we achieved roughly half that figure, while on the sporting tour the car managed only about 40%. Put another way, however, if one is prepared to spend this much on gasoline, one can enjoy a very entertaining drive indeed.
As an upmarket private car for a self-employed professional, entertainer, or young executive, the Silvia would be quite at home arriving at a party, while on holidays it offers ample opportunity to enjoy some serious sporting driving. That is the sort of car the Silvia is.
And now, one final point.
One cannot help considering how the performance of the Fairlady—Nissan’s true sports car, and one that has also won popularity overseas—has suddenly lost some of its luster with the appearance of the Silvia. The Fairlady may have 100cc less capacity and cost considerably less, but it is hardly satisfactory for it to be 1.5 seconds slower over the standing-start quarter-mile and more than 10km/h down in maximum speed. I shall end this report, then, with the hope that Nissan will also fit the Silvia’s engine and transmission to the Fairlady at the earliest opportunity.