Motorcycle Transport: the Datsun And Toyota Mini-Trucks
Motorcycle Transport: The Datsun And Toyota Mini-Trucks
Style And Comfort Vs. Horsepower
MINI-T RUCKS are becoming very popular with motorcyclists these days; and, as usual, the Japanese manufacturers are on top of the market with no less than five makes to choose from. After inspecting all the brands, though, the only two that vary significantly from the norm are the redesigned Datsun and the Toyota.
Datsun has done away with wind wings on its new body style, but has compensated by incorporating a fresh air ventilation system in the dashboard. This move greatly cuts down wind noise at freeway speeds because the dashmounted vents provide adequate ventilation with the windows rolled up.
Datsun is also the first mini-truck manufacturer to make the cab comfortable for six-footers. There’s a new seat that allows passengers considerably more leg room and increases the distance between the driver and the steering wheel. The seat back has been reclined more, as well, making the Datsun more suitable for long trips than any of its competition.
Toyota has taken an entirely different approach. It offers a considerably larger, more powerful engine. Its 1966cc overhead-cam Four produces 97 bhp, while the 1595cc Datsun unit of similar design is rated at 92 bhp. As a result, the Toyota accelerates significantly quicker than the Datsun (18.47 sec. at 71.59 mph as opposed to 20.06 sec. at 65.35 mph) and it has a good deal more mid-range torque.
The Toyota, therefore, is better able to maintain turnpike speeds on hills and doesn’t have to be shifted as often when passing in traffic. Since most motorcyclists, especially off-road types, have to drive a considerable distance before they can enjoy a days ride in the boonies, the extra power is really an asset.
Unfortunately, the Toyota has a cramped seating arrangement that is only comfortable for those of rather short stature. Also, the steering wheel is too close to the seat back, forcing a bent arm driving style that lessens driver comfort even more.
Interior design and engine output aside, both vehicles offer much the same to economy-minded buyers. They are simple and spartan when analyzed from behind the wheel. Steering is fairly light and the floor-mounted gearshift levers are conveniently placed. Synchromesh on the four-speed transmissions is excellent in all gears and gear lever travel is fairly short. Power shifts are really easy and if you like to chirp tires in the first three gears, you won’t be disappointed with either vehicle.
Instrumentation is adequate and easily read. Both have reasonably accurate 100 mph speedometers and gauges for fuel and water temperature. Idiot lights indicate oil pressure, inadequate charging, high beams, and brake failure. An ignition switch and knobs for the headlights and windshield wipers complete the dash package. Oh yeah, heaters with defrosters and fans are standard.
Sound deadening is minimal in either pickup, especially in the floor area where very thin vinyl mats do little but keep the metal from being scratched. Both register 86-87 db at 65 mph with the windows rolled up. Climbing steep grades in the Toyota, though, is a different story. As red line is approached, the engine takes on a definite roar that reached 96 db in 3rd gear. Under similar conditions of stress, the Datsun is quieter.
Ride, without a payload in the bed, is another area where both vehicles could stand some improvement. Front suspension, although on the stiff side, does a good job of absorbing bumps. The rear leaf springs are overly stiff, causing the truck to bounce—even on relatively smooth streets. On freeways, the combination sets up a rhythmic bucking motion that is not very comfortable for occupants.
Performance, for the most part, is. more than adequate. Acceleration is brisk enough to easily keep ahead of traffic and straight line stability at steady cruising speeds is excellent, as neither truck wanders in side winds.
Braking, however, is another matter. Of the two, the Datsun is slightly better off. Rear wheel lock-up is immediate, but a persistent driver can halt the truck in 131 ft. from 60 mph. A lot of steering correction is necessary, though, and even then, stopping in a straight line is impossible.
A panic stop from 60 mph in the Toyota can be a frightening experience. The brakes must be feathered in, and even so, the Toyota exhibited a strong tendency to sway from side to side. At one point the right rear wheel left the ground and skidmarks indicate that it stayed airborne for more than 15 ft. If you have the courage, stopping distance is 8 ft. more than the Datsun.
Some weight in the back would no doubt increase the stability of either truck during braking. Careful fettling with the brakes to ensure proper adjustment might prove beneficial as well.
Obviously, the large consumer appeal these mini-trucks enjoy isn’t a result of their riding characteristics. It has to do with price. The suggested retail price on a Toyota, sans radio, is $2222. A similarly equipped Datsun costs $2236, less dealer set-up charges. Fuel consumption is also less than an American pickup, so the more you drive the more you save.
As for payload, two full-sized dirt bikes fit easily. Three are possible in a pinch, although occasionally the third bike may have to be put in backward. Tools and sleeping bags must be stuffed in around the motorcycles.
Road riders don’t fare quite as well, as the longer wheelbases common to their machines make it difficult to fit two machines in the bed. It’s either one H-D Super-Glide, or two 500-650cc mounts.
If sleeping on the ground isn’t your bag, several manufacturers make campers of various sizes and shapes which will fit either the Datsun or the Toyota. Simple shell campers seem most popular with bikers, as these units do not greatly decrease the carrying capacity of the basic truck.
Since both the Datsun and Toyota offer similar economy of operation and carrying capacity, choosing between these two is not easy. In the end, it boils down to Datsun style and comfort versus Toyota horsepower. 0
