Nissan Sunny Coupe 1200GL (1970)
Publication: Car Graphic
Format: Road Test
Date: April 1970
Author: “C/G Test Group” (uncredited)
Summary: Better than the previous Sunny 1000 Coupe in every respect. Five-bearing engine, extremely light and smooth response across the entire range, good gearing with taller ratios, 125km/h possible in third gear, disc brakes for the first time, much improved ride on rough roads, light tail slides easily but is easy to control, spacious interior, improved finish.
Road testing the Sunny Coupe 1200GL
The Sunny 1200, which was released on January 6th, is the first of Nissan’s 1970.5 models. It is a size larger than the previous Sunny 1000 (or two sizes larger, according to the manufacturer’s PR), and is powered by a newly designed five-bearing, 1171cc, 68ps engine. Both the interior and exterior have been redesigned for a richer feel, clearly aimed at making this model change a significant upgrade.
Apart from the engine, the major differences from the Sunny 1000 are the adoption of a MacPherson strut-type front suspension like that in the Bluebird, in place of the former transverse leaf spring and double wishbone type, and the fitment of front disc brakes (though only on the top-of-the-line GL model). Right from the start, the car is available as a two or four-door sedan, a coupe, and even a van, and offers a variety of transmissions, from a 3-speed column shift, to a 4-speed floor shift, to Nissan’s full automatic (this probably reflects lessons learned from the bitter experience of the Sunny 1000, which was very unpopular when it was first released, being available only as a two-door sedan with a 3-speed column shift).
The model we tested this time is the Coupe GL (590,000 yen) with a 4-speed floor shift. The difference between the coupe and the sedan is only in the body itself; the mechanicals are completely identical. In the previous Sunny, the engine tuning was different between the sedan (56ps) and the coupe (60ps), but in the new Sunny, both produce the same output of 68ps/6000rpm. Weight has increased by 25kg to 700kg (the manufacturer’s catalog figure), but the increase in power is proportionally even greater, so the power-to-weight ratio has improved from 11.3kg/ps in the 1000 Coupe to 10.3kg/ps in the 1200 Coupe.
Simply put, the new 1200 represents a major improvement over the previous 1000 in almost every respect. One of the most important advances is, of course, the engine. Its capacity is now 1171cc (still oversquare, with a bore and stroke of 73mm x 70mm), with the additional displacement gained from an 11mm stroke increase over the previous 988cc unit. The crankshaft is now a five-bearing type, and as mentioned above, output is rated at 68ps/6000rpm, with a peak torque of 9.7kgm/3600rpm.
The Sunny 1000’s engine was well known for its very “light” throttle response and its ability to rev up to high rpm easily, despite being a completely ordinary OHV unit. In the 1200, this impression is even stronger. We kept to a rev limit of 6500rpm, as dictated by common sense (oddly, the Coupe GL, which is fully equipped with accessories, does not include a tachometer; we installed an electronic rev counter for the test), but during acceleration runs, the engine over-revved willingly in first and second gears. The valve gear has a very light, low-inertia feeling, and response is exceptionally good for an OHV engine, with no sign of valve bounce even at 7000rpm. Crankshaft balancing is very good throughout the entire rev range, to a degree that is hard to believe for an OHV four-cylinder. It is with no disrespect that we say this 1200cc unit is outstanding and unusual among Nissan’s generally rough-feeling family of engines.
The engine noise level is also much lower than that of the Sunny 1000. This is no doubt due in part to the increased rigidity of the five-bearing crank, but another factor is that the cooling fan has been changed from steel plate, which is prone to resonances, to one made of synthetic resin. In any case, the result is an engine that can be revved up without any psychological stress.
Another reason that the 1000 was generally considered a “noisy” car is because the gearing was short, keeping the revs high. However, the 1200’s increased torque makes it easier to pull taller gearing. To be specific, the road speed per 1000rpm in top gear has significantly increased from 22.8km/h in the 1000 to 26.4km/h in the 1200 (normally, the standard for 1200cc class cars is 23-24km/h, and Japanese cars in particular are generally lower in order to emphasize low-speed acceleration). In our tests, we found the gear ratio setting to be just right for the Sunny’s weight and power output.
The catalog top speed of the Sunny 1200 (both sedan and coupe) is listed as 150km/h (the figure for the 1000 coupe was 140km/h), and the test car recorded a consistent 148.8km/h on the 1km straight section at Yatabe, and a lap average of 147.8km/h for the 5.5km circuit. For a 1200cc, single-carburetor OHV engine, this must be regarded as excellent performance. At this speed, the engine was turning approximately 5600rpm, some 400rpm below the peak output speed of 6000rpm. This comes close to ideal gearing for a practical passenger car. Achieving top speed is comparatively easy: from a standing start, the car reaches 137km/h at the 1km mark (in about 35 seconds), then goes on to reach its maximum in about another 30 seconds. It should be noted that the speedometer in our test car was extremely optimistic, with the needle pointing far off the 160km/h scale when the actual speed was 148km/h.
The gearbox is another major attraction of the Sunny. The synchromesh is simply unbeatable, and the shift throws are short and precise. Due to the free-revving engine and the high gearing, first, second and third gears extend to 45, 80, and 125km/h at 6500rpm, which is the practical maximum, but the absolute rev limit is about 10% higher still. There is almost no gear noise, though the gear lever does begin to vibrate a little when the revs exceed 5000rpm. The clutch has a moderate stroke and engages smoothly, but the pedal on the test car required a lot of pressure and made an unusual creaking noise, probably due to friction in the cable mechanism.
Acceleration performance is also at the top of the 1200cc practical-car class. 0-400m was consistently timed at 18.5 seconds with a load equivalent to three passengers (17.9 seconds with two passengers, according to the catalog). The power characteristics are of the favorable “flat torque” type, and linear acceleration is produced at almost any rpm range, in any gear. Even from 30km/h in top gear, gently applying the throttle produces smooth acceleration without knocking. Despite the compression ratio of 9.0, regular gasoline is sufficient.
The power at high speeds is absolutely superior to the previous Sunny 1000. For example, full-throttle acceleration in top gear from 80, 100, or 120km/h is in a different league from the 1000, and on the highway, overtaking and climbing hills can generally be handled without downshifting. The overall noise level is significantly lower than the 1000, and when driving at around 60-80km/h, the engine is so quiet that you wouldn’t think it was only a 1200cc. However, it is unfortunate that there is a loud exhaust resonance in the mid-speed range, centered around 4000rpm. This corresponds almost exactly to 100km/h in top gear (approximately 3800rpm), where the car will spend most of its time on the highway.
Due to its tall gearing characteristics, the Sunny naturally lends itself to high cruising speeds, and if the law permits, it is possible to maintain a cruising speed of 120-130km/h for extended periods. Wind noise from the body is exceptionally low, but noise from the road surface is quite loud. One of the reasons for this is that the coupe does not have a bulkhead (which would serve as an effective soundproofing wall) between the trunk and the passenger compartment, a feature which allows the trunk to be accessed by folding down the rear seatbacks.
Even on early mornings when the temperature was below freezing, the engine always started immediately when we pulled the manual choke. Even when we released the choke almost immediately, it settled into a smooth 800rpm idle, and from the moment we drove off, it accelerated without the slightest hesitation.
Because of this, we suspected that the mixture might be on the rich side, but judging from the very good fuel economy, this didn’t appear to be the case. The overall average over 512km, including about 200km of constant-speed testing at Yatabe, was 11.5km/l, and even in stop-and-go driving in urban areas, it seems unlikely to fall below 10km/l. It is especially economical when cruising on the highway, where achieving more than 13km/l is virtually assured, so with the 38-liter tank filled with regular gasoline, one can reasonably expect to travel nearly 500km without refueling. For a car like the Sunny Coupe, which is primarily aimed at young owners (who inevitably have light pockets), this fuel economy will surely be seen as a great advantage.
The biggest improvement in the Sunny’s chassis is undoubtedly the inclusion of disc brakes (Arnett type, made by Girling Tokico), a first for this model. The all-drum brakes on the previous Sunny 1000 were completely inadequate for the car’s dynamic performance. When we tested that car, even at a speed of just 80km/h, one could press the pedal and feel virtually no braking at all upon initial application. The 1200’s disc brakes are not servo-assisted, so they require a relatively high pedal effort given the weight of the car (32kg of pedal force to obtain 0.95g of braking force), but they are incredibly powerful compared to the previous drums, allowing one to brake from high speeds with confidence. On the test car, however, the pads did squeal when the brakes were applied hard.
In the 0-100-0 fade test, the initial pedal effort of 21kg increased to 33kg after six consecutive stops, accompanied by a noticeable burning smell, but the braking effect itself remained stable until the last (tenth) stop, so it can be said that the brakes provide adequate fade resistance. The floor-mounted handbrake is exceptionally powerful, providing 0.3g of braking force from 50km/h just by itself.
The steering is always extremely light, and in everyday use, it is accurate enough to pose no problems. From lock to lock it takes three turns of the wheel, with roughly 5cm of free play at the rim. The minimum turning radius is 4.1m, providing exceptional maneuverability. In fact, there is probably no other car in this class that is as easy to turn in tight spaces as the Sunny. On smooth pavement, straight-line stability is excellent, so much so that we could take our hands off the wheel even at top speed (there was almost no wind on the test day). However, on uneven surfaces, such as rippled pavement, directional stability is easily disturbed due to bump steer.
Handling is not much different than that of the previous Sunny 1000, meaning it remains at an average level. The Sunny 1000 rolled to relatively large angles when cornering, and the inside rear wheel spun easily, which tended to induce tail slides. The new 1200, unfortunately, inherits this same characteristic. Adhesion at the rear is low; accelerating around a tight corner in second gear can easily spin the inside wheel, and on gravel, the result is that both wheels spin and the car loses directional stability. In short, the tail feels very light. However, the tail sliding begins gradually and quite predictably, so Sunny drivers will learn to instinctively catch it with quick steering corrections. The Yokohama 6.00-12 tires fitted to the test car had poor grip even on dry concrete and slid quite easily. Incidentally, the wheel rims have been widened from 3.5J to 4J.
Another area where the 1200 shows major improvement is the ride comfort. In general, the ride has become noticeably softer, and the improvement is particularly noticeable on rough roads. The sensation of direct shocks to the cabin felt in the previous model has been greatly reduced, and even though it is still a light car, there is now a certain sense of weight to it.
The improved ride quality is also due in part to the greatly improved interior comfort. As the manufacturer says, the body has become “two sizes larger,” and this is best felt in the increased interior width. Previously, the Sunny’s interior was notorious for being cheap-looking and poorly finished, but the 1200 has also made great progress in this regard. Starting with the seats, those in the GL are nicely finished with soft tricot fabric in the center of the cushions, and they are generously sized, with good lateral support. The driving position is generally good, although some suggested the seats could be a little lower. The rear seats are surprisingly spacious, more like those of a two-door sedan than a typical coupe, but when the front seats are slid all the way back (as any driver over 175cm might do), the rear passenger’s knees touch the front seatbacks, and the headroom is very limited. However, moving the front seats just one notch forward gives the rear passenger enough room to sit comfortably for long periods. The cushion in the center of the rear seats is thin due to the driveshaft tunnel, and it is impossible to bear sitting there for long.
The GL model is well equipped with accessories, and the new powerful ventilation system is extremely effective (in the previous 1000, there was no means of ventilation other than opening the windows). This can also be used in conjunction with the heater, so in winter you can create the ideal condition of warming your feet and cooling your face with fresh air.
A traditional feature of the Sunny Coupe is that the rear seat backrest can be folded forward to connect the rear cabin with the luggage compartment, creating a spacious, flat load floor. It is certainly convenient to be able to load and unload long items such as skis or guitars, from which today’s young people seem to be inseparable, from the rear of the car. However, this is only possible for relatively thin objects. The opening of the Sunny Coupe’s trunk lid is extremely narrow, and bulky items cannot fit through it. For example, the 43 x 41 x 37cm square boxes that the C/G test group always uses to store our test equipment cannot be loaded this way, and because the front seat backrests do not fold far enough forward, loading through the doors is also awkward. Another drawback to this arrangement is that since there is no proper trunk, any luggage inside the car is visible from the outside, which can be worrying, and it is difficult to find a place to put cargo that may soil the interior. Also, dust is easily drawn in through the hinged rear quarter windows, so luggage is more likely to get dirty than in an enclosed trunk. For these reasons, a small, separate trunk behind a partition would likely be more practical all around.
Owners of the outgoing Sunny 1000 Coupe will find the new 1200 Coupe GL to be a great improvement in almost every respect. With its excellent fuel economy and a price of just 590,000 yen, the Sunny 1200 Coupe GL is sure to become the first choice for many young buyers looking for a sporty coupe.
Postscript: Story Photos
