Nissan Sunny Excellent 1400GX and Coupe 1400GL (1971)
Publication: Motor Fan
Format: “Bubble Index” Road Test
Date: June 1971
Authors: Osamu Mochizuki, Katsuzo Kageyama, Shigeki Asaoka, Yasuhei Oguchi, Reiko Ikuuchi, Kensuke Ishizu
The Tough-Running Hybrid
Steering that imparts confidence and a free-revving engine. Though it is a “hybrid” assembled with extensive use of parts from existing models, there was no mistaking that it had inherited the Sunny bloodline.
The newly announced Sunny Excellent series represents the third generation of the Sunny line. The original made its debut in March 1966, attracting considerable attention as a 1-liter popular car. Only a few months later, it was joined by the Corolla, and the two quickly became locked in a fierce battle for market share in what was then the still largely undeveloped mass-market passenger-car field.
Then came January 1970. Under the advertising slogan, “The car next door looks smaller,” the Sunny underwent a complete model change, with engine displacement increased to 1200cc.
Around that time, however, rumors began to circulate that before long an even larger engine would be installed.
Those rumors proved correct. In April of this year, the Sunny Excellent 1400 finally appeared, powered by a 1400cc engine based on the L14 first introduced in the Bluebird 1400 last fall.
Overall length and wheelbase have been increased by 170mm and 40mm, respectively, and the front grille and rear end have been slightly revised. Otherwise, the car appears almost identical to the 1200cc model.
More significantly, most of the front suspension and drivetrain components have been carried over from the Bluebird and Skyline, either unchanged or with minor modifications. In short, this car is something of a hybrid among Nissan models.
For that reason, what concerned us most about this model change was how much of the character of the previous Sunny had been retained: its good fuel economy, small turning circle and, above all, that lively getaway from a standing start.
With these thoughts in mind, our road-test group set out in the Sunny Excellent, following our usual route from the Tomei Expressway’s Tokyo Interchange to Gotemba Interchange, over the Otome Pass and along the Hakone Turnpike, then back over the Otome Pass to the Tomei at Gotemba and finally to Tokyo Interchange. (Measurements were conducted mainly with the GX. Hill-climbing performance could not be measured because the test section was under construction.)
After completing the test, we returned to our base at “Fantasy” (a drive-in on Tamagawa-dori near the entrance to the Tomei Expressway) and discussed our impressions of the car.
The first subject to come up was the steering. The general opinion was that its “feel” had changed almost completely.
In particular, steering effort is markedly heavier, completely eliminating the excessive lightness of previous Sunnys and inspiring a good deal of confidence at high speeds.
There were also comments that the engine’s response and ease of use are among the better examples in the 1400cc class.
On the other hand, several points were raised concerning expressway driving. Between 90-120km/h, a whining noise emerges from the drivetrain, although it was not clear whether this came from the propeller shaft or the differential. It was also noted that a booming resonance becomes pronounced at around 80km/h, then subsides above that speed.
For further details, we invite you to read the individual reports from our specialists on the following pages.
Performance: A Remarkable Advance (Osamu Mochizuki)
The Sunny series began at 1000cc and has now developed all the way to 1400cc. It is a typical example of the trend towards “deluxe-ification” in mass-market cars, but as far as performance is concerned, it offers more than enough for a car intended as everyday transportation.
The engine is derived from the L14 used in the Bluebird 1400, but detail revisions have improved its characteristics and further raised its level of performance. Despite its decidedly short-stroke dimensions of 83 × 66mm, its pulling power at low speeds is remarkable.
The car is some 120kg heavier than the 1200 series, yet it can still accelerate from 25km/h in top gear. If a certain amount of engine knock is tolerated, it can even be driven at speeds as low as 800rpm. Apart from American cars with enormous V8 engines, it is rare to encounter a car capable of pulling an 825kg body—which can hardly be called light—from 800rpm in top gear.
Its power-to-weight ratio, incidentally, is 11.5kg/ps, hardly an exceptional figure. It is reasonable to conclude, therefore, that this pulling power is attributable to the excellence of the engine’s output characteristics. By around 1200rpm in top gear, response is fully within the practical range.
At the same time, acceleration in the middle and higher speed ranges is also of a high standard, with performance exceeding that of many 1600cc-class sedans. At 100km/h the engine is turning at close to 4000rpm, and although engine noise becomes somewhat pronounced, throttle response remains sharp, making expressway driving easy.
The transmission ratios are more closely spaced than those of the 1200, and this too contributes considerably to ease of use. Across the entire speed range, there is always sufficient acceleration in reserve, while each gear also provides a good spread of road speed.
Twin SU-type carburetors are used, and the venturi openings respond well even to abrupt throttle movements, helping maintain smooth progress.
All of the pedals require only light operating effort. Particularly impressive are the servo-assisted disc brakes, which provide strong braking power despite the light pedal pressure required.
Steering effort is somewhat heavier than in the 1200, due to the increase in vehicle weight and the greater self-aligning torque resulting from the larger wheel diameter, among other factors. This seems to have had a favorable effect on maneuvers such as changing lanes at high speed.
The 40mm increase in wheelbase has also brought a marked improvement in cornering performance. Even close to the limit, the car maintains an appropriate degree of understeer, while its behavior has taken on a greater sense of composure.
Summing up its overall performance, the Sunny 1400GX combines a compact body with acceleration that can be called upon freely, allowing it to take to city traffic almost as easily as a motorcycle. Yet at the other extreme, it can easily reach 160km/h—a speed that, only a decade ago, would have been a target for a sports car. Though this remarkable progress in performance may be the result of the fierce battle for market share among mass-market cars, one cannot help but be impressed by how far it has advanced.
“The engine revs freely. For a car in this class, its performance is quite respectable.” — Asaoka
“It has plenty in reserve on expressways and mountain roads. It’s a reassuring car.” — Oguchi
Handling and Stability: A Sporty Practical Car (Katsuzo Kageyama)
These days, almost every car catalog makes a point of proclaiming the “luxury of its interior appointments.” At times, the pretensions to luxury are taken so far beyond what seems necessary in a car’s particular class that they become rather irritating.
The Sunny Excellent 1400 is no different from other cars in emphasizing “luxury” in its catalog. Yet my first impression on getting into the car was quite the opposite: “As one would expect, it knows its place and has been kept simple.” In this respect, I found it rather appealing. In a car like this, I would much rather see the inherent virtues of a mass-market car than superficial luxury.
The positioning of the steering wheel, gearshift knob and pedals, together with the design of the seat, is beyond reproach. The results of thorough ergonomic study are clearly evident. The shift stroke is also just right, and I found nothing inconvenient about it.
The black-painted wipers on the GX are excellent for reducing glare. Unfortunately, however, their parked position is too high, so that they interfere with the view—particularly when checking the left fender mirror.
The hydraulic clutch is extremely smooth and easy to control, while the gearshift also has a good, positive feel.
The steering is neither too heavy nor too light, but exactly right. There is little friction in the steering system, and it returns naturally to the straight-ahead position. The sense of resistance gradually building as the wheel is turned is truly excellent. At high speeds, the car responds to steering inputs with exceptional sensitivity and feels very satisfying, giving it a character ideally suited to younger drivers who enjoy a sporting style of driving. The degree of understeer is appropriate and does not seem excessive.
The suspension settings are quite conventional, and while it is by no means stiff, there is relatively little body roll. This, too, is likely to encourage a sporting style of driving.
The servo-assisted brakes operate smoothly and effectively with a light touch, but here again the effort is not excessively light; it is well judged and easy to control. One characteristic of the servo is that the brakes work superbly when applied at high speed, but as speed falls they feel somewhat less effective, so the driver needs to be aware of this characteristic.
As always, I approached the test with a fairly severe attitude—and with a somewhat deliberately critical eye. To be honest, as far as handling and stability are concerned, there was nothing in particular that gave me a thrill. On the other hand, there was also nothing I could specifically point to and say that I disliked.
Overall, I came away with the impression of a car that, despite being a practical passenger car, also has a certain sporting character. It might be described as a car with few shortcomings, concealing excellent underlying qualities beneath an outwardly unremarkable character.
“The steering is responsive and it hangs on well. It should appeal particularly to younger drivers.” — Mochizuki
Interior and Comfort: A Question of Taste (Shigeki Asaoka)
As the trend toward “wide selection” grows ever stronger, yet another car has appeared with what might be called an in-between engine displacement. From 1000cc to 2000cc, engines are now available at intervals of 100cc. At times I find myself wondering why so many different engine sizes are necessary.
With a difference of only 100cc or so, how much difference can there really be, for example, between a 1300cc car and a 1400cc car? Perhaps this proliferation of engine sizes has come about because buyers are increasingly choosing their cars based on prestige or keeping up appearances, rather than on how they actually intend to use them.
I had been hearing for some time that a 1400cc engine was to be installed in the Sunny, and in fact I had been looking forward to this test. When I drove the Sunny 1200 at the time of its debut, it did not leave a particularly good impression on me, and I was interested to see what improvements might have been made this time.
Judging a car in terms of interior and comfort does not mean evaluating ride comfort alone. I believe it means making a subjective assessment that includes every aspect of the car—its size and styling, its performance and accommodation, and all the other elements that contribute to the experience of being in it. The difficulty with this field is that these qualities cannot be measured with instruments.
To be frank, after driving the Sunny 1400 this time, I was at something of a loss as to what I should praise about it. Seen from a little distance, its exterior does indeed convey a greater sense of “robustness” than before. Viewed close up, however, the poor quality of the materials and finish becomes conspicuous.
The doors and hood are constantly vibrating, and I was disappointed by the amount of noise compared with other cars. The plastic instrument panel, with gold trim that looks as flimsy as a party cracker (why does it have to be gold?), and the brown checked carpeting are beyond any question of whether the taste is “good” or “bad.”
The engine runs smoothly and produces plenty of power and torque, while the pedals and gearshift lever are properly positioned. It is a car that anyone can get into and drive without difficulty, and in these respects it is in no way inferior to its competitors.
But a car is not something one drives with one’s eyes closed. Rather than simply building cars that are functionally excellent, I would like to see more thought given to creating cars with a greater sense of taste. Even if top speed and acceleration are somewhat better than those of other cars in the same class, buyers will not necessarily respond.
Rather than Talbot-type fender mirrors whose reflections are difficult to see because of vibration, surely a “safe” car should be equipped with sturdy fender mirrors that actually provide a clear view. The same could be said of cars in general: if they are made only to look good on the surface, they may end up creating an international problem, just like the export toys of years past.
“With so many different colors—the body color, the seats, the side stripe and all the rest—it looks as though it would be difficult to coordinate your outfit with the car.” — Ikuuchi
“For a car with relatively firm suspension, the ride is good.” — Oguchi
“The violent vibration of the rear edge of the hood at high speed, and the whining noise from the drivetrain (the final drive, perhaps?), are both quite bothersome.” — Kageyama
Safety: A Heated Rear Window Is Needed (Yasuhei Oguchi)
My first impression was that, although this car has a fairly large engine (1428cc) for its body dimensions, its acceleration gives the sense of power still held in reserve. Certainly, the ease with which it can be driven on expressways and elsewhere reinforces an impression of “ample reserve and strength,” just as one would expect from the relationship between its power-to-weight ratio, torque, gear ratios and vehicle weight.
For the GX and GL, which are intended to emphasize individuality and a sporting character, the 1428cc engine seems to be one of their selling points. In the Deluxe model, however, it may not have quite the same appeal. After all, the acceleration and performance of the previous engine already left little to be desired. It may therefore be more reasonable to regard the introduction of the 1428cc engine simply as an upgrading of the car within the constraints of the tax structure and production efficiencies.
Among the more noticeable changes are strengthened brakes, improved energy absorption in a collision due to the longer nose, and the fitment of a collapsible steering column as standard equipment. There is no way, of course, to determine the effectiveness of the 170mm front-end extension in a road test like this, but as a provision for the worst case, it may be something that should not be overlooked.
The body should also inspire considerably more confidence in the event of a rollover than the relatively thin body of the Sunny 1000. If one were to be more demanding, however, there is probably still room for improvement in the strength of the side members beneath the doors and the rigidity of the pillars (as inconspicuous as these areas may be).
The outer body panels, with press lines designed with vibration characteristics and styling in mind, also benefit from the effect of their bracing and contribute to a sense of confidence in safety, both structurally and visually. Yet those press lines can sometimes be bothersome. It is a minor point, but the raised press lines on the hood, combined with the way the wipers sit in their parked position, seem to crowd the view directly ahead. This is not so much a question of inadequate visibility as, perhaps, a psychological effect.
On the subject of visibility, it is unfortunate that a heated rear window is not fitted as standard on the coupe. Since the ventilation system is capable of preventing misting to some degree, one can understand why, for cost reasons, the heated rear window has been made optional. Even so, for a model advertised as the top of the line, this is less than satisfactory.
Additionally, there is neither a seat belt nor a headrest for the front passenger. The fact that safety equipment is divided in this way between items incorporated in the basic design and those fitted as options can, of course, be regarded as giving the owner a wider range of choice.
“Legally, seat belts and head restraints are required only for the driver’s seat, but in practice most cars above a certain level include them for the passenger as well. That being the case, I would at least like to see them on the GX.” — Ikuuchi
Economy: In Favor of Standardizing the Regular-Gasoline Version (Reiko Ikuuchi)
The Tokyo showroom price of the sedan GX we tested is 647,000 yen (the coupe GL is 625,000 yen). That makes it 42,000 yen more expensive than the 1200GX sedan.
But against the 83ps of the 1200GX, the 1400GX produces 95ps—enough power that it can hardly be called a mass-market car anymore. It is also fitted with a variety of luxurious equipment, reflecting this fashion-conscious automotive age, so its price seems fairly reasonable overall.
On the same day that the Excellent series was announced, Toyota added the 1400SR and 1400SL (twin-carburetor) models to the Corolla and Sprinter series as their respective top-of-the-line versions. Their output of 95ps is the same as that of the Sunny 1400GX.
The Sunny 1400, however, is offered only in regular-gasoline specification, whereas the Corolla and Sprinter come in both regular- and premium-gasoline versions. With regular gasoline, their output falls to 91ps.
As for price, the Sunny 1400GX (four-door, 4-speed) costs 647,000 yen. The new Corolla 1400SL costs 654,000 yen as a four-door with a 5-speed, or 639,000 yen with a 4-speed. Which one is the better buy is entirely a matter of personal preference.
Standardizing the 1400 series on regular gasoline came at an opportune moment, just as oil prices were rising across the board.
As for running costs, the official fuel-economy figure is 21km/l for the 1200 and 20km/l for the 1400, a difference of only 1km/l. Nissan’s Public Relations Department says that the costs of engine adjustments and regular servicing “should be almost the same as for the 1200.” The Sunny also appears to be retaining its traditionally strong trade-in value, so in that respect as well, it should offer buyers some peace of mind.
At this price level, there is a wide variety of cars to choose from. Once the price exceeds 600,000 yen, a car is no longer something bought purely for practical purposes, and people begin to make their choices on all sorts of different criteria. In that sense, the Sunny Excellent might be said to have entered a difficult part of the market. Looking quickly at some of the appealing models available within 10,000 yen either side of its price, we find:
Corona 1600 Hardtop (3-speed column shift): 657,000 yen
Celica 1400 LT/DX: (4-speed floor shift): 649,000 yen
Skyline 1500 DX: 647,000 yen
Bluebird 1600 DX: 654,000 yen
Capella 1600 DX: 658,000 yen
Familia Presto Rotary Coupe Super DX: 648,000 yen
Colt Galant AII Custom (4-speed floor shift): 641,000 yen
Honda 77 Custom: 653,000 yen
So, which one to choose? It really has become an interesting time, with something for everyone.
“One of the attractions of the Sunny series has always been its good fuel economy, and it appears that this characteristic has been preserved in the 1400 as well.” — Oguchi
Product Appeal: No “Statement” to Be Found (Kensuke Ishizu)
The seats in this month’s test car, the Sunny Excellent 1400GX, were upholstered in a rather distinctive reddish-brown checked fabric. One often hears people ask, “What are you supposed to do when cloth seats get dirty?” But we have already passed the age when “dirt” is a real concern. Indeed, cloth seats can sometimes look better with a little wear. The same is true of a car’s body. The owner who waxes his car until it shines, then puts on a suit and drives it with exaggerated care, is no more stylish than someone with a haircut fresh from the barber shop. A pair of faded jeans and a seat in slightly worn cloth—that is when things really look right.
There is a feeling in the fashion world today known as “Neo-Pauperism.” One might equally call it a “New Frugality.”
Modern people have had enough of the glittering, overdecorated type of luxury. In its place has appeared this “neo-pauperism.” This does not mean, of course, that people genuinely have no money. It is a kind of spiritual luxury: possessing inner richness while deliberately keeping one’s outward appearance as simple as possible.
This spirit has something in common with the heii habo (shabby clothes and caps) tradition once fashionable among students of the old-system high schools. These students were members of an elite who would progress from high school to the Imperial Universities and then into the bureaucracy. The feeling that allowed these young men to stride through the streets in rags without the slightest concern—or rather, with evident satisfaction—certainly has something in common with neo-pauperism.
An oversized chandelier filling one room of a small 2DK apartment; unnecessarily luxurious ornaments brought into a modest pre-fab house—such gestures are perhaps manifestations of an inferiority complex, an attempt to conceal one’s own circumstances by appearing, outwardly at least, superior to others.
There are people who drive their cars with the thin protective vinyl still attached to the interior trim, and others who put covers over cloth seats. I can understand the desire to “take good care of the car.” But the time when a car was prized for its value almost as a piece of real estate has already passed.
The Sunny 1400 is said to be something of a hybrid with the Bluebird, but the underlying approach to car-making has not changed. “Playing it safe” in everything would seem to be the fundamental policy behind the design of Japanese cars.
A car built out of nothing but inoffensiveness and luxury leaves no room for the ideas of the person who drives it as a form of self-expression. Recently, however, cars do seem—little by little—to be making an effort to develop some individuality within those safe confines. I imagine that the cars selected for this magazine’s “Car of the Year” were recognized for that very quality.
A car is one form of fashion through which the driver makes a statement about their ideas. From among the many cars available, I would like to choose one through which I can express myself.
“The stripes and other colors are perhaps a little too garish…” — Oguchi
“You can tell from the side view that the overall length has increased by 170mm. The front grille is reasonably well resolved.” — Asaoka
How to Read the Bubble Index
The goal of this comprehensive test drive series is to evaluate a car’s overall performance across six key pillars: running performance, handling and stability, ride quality, safety, economy, and product appeal. Our method of assessment is the “Bubble Session”—a system-engineering approach in which six specialists from different fields gather around a hexagonal table (bubble = beehive) to share and exchange opinions.
Each circle in the evaluation diagram shows the specialist’s rating in black, and the more evenly sized the black segments, the more balanced the car is across all six categories. If the black areas vary significantly, the vehicle can be considered to have a more distinctive, individual character.
Postscript: Story Photos
