The DA was first new post-war Datsun, and was essentially a pre-war Datsun 17 with a re-styled cabin section. It continued to use the pre-war 722hp 17hp 4cyl. engine from the Datsun 17.

DATSUN  DA
(1948 Model)

A 1948 update of the 1947 DA fitted with a new grille in an attempt to give it a more modern look. The new nose may have been more up-to-date looking but it was significantly less attractive than it's predecessor.

DATSUN  DB
(1949 Model)

The first completely new body since the end of the war, it continued to use the mechanicals and 722hp 17hp 4cyl. engine from the Datsun 17.

DATSUN  DB-2
(1950 Model)

The DB-2 had a new engine, the 860cc 20hp. 4cyl. side valve D10 engine.

The Wagonette was a 2 door wagon based on the DB-2 sedan. It featured an American style 'woody' body with exposed timber panels on the side, the only Datsun ever with this feature.

DATSUN  DB-4
(1951 Model)

The DB-4 is a four door version of the DB-2.

DATSUN  THRIFT  DS-2
(1951 Model)

The Thrift was a new less expensive and more basic version of the DB-2. It used the same 860cc 20hp. 4cyl. side valve D10 engine as the DB-2.

DATSUN  THRIFT  DS-4
(1951 Model)

A four door version of the DS-2 Thrift.

DATSUN  DW-4
(1951 Model)

A four door wagon based on the DB-4

DATSUN  DB-5
(1953 Model)

The DB-5 is an update of the DB-4 with a new grille design.

DATSUN  THRIFT  DS-5
(1953 Model)

An update of the DS-4 with a new grille design.

DATSUN  DS-6
(1954 Model)

The last model in the DS Thrift line. The Thrift was replaced by the new Nissan-built Austin A40 sedan.

DATSUN  DB-6
(1954 Model)

The DB-6 is the last of the DB series cars, these were replaced by the 1955 110 series cars, which were the early models in what was to become the Bluebird range. The DB-6 was an update of the DB-5 with a new grille design and a wrap-around curved rear windscreen.

CUTIE FACT - Nissan was shut down for 5 months in 1953 The Americans weren't the only auto workers in the world holding lengthy strikes during the post-war years. During the early 1950s a strong left-wing union had essentially taken control of the shop floor. In the company's official history, the five-month strike of 1953 is portrayed as a triumph over a communist union. The heart of the matter, however, was over the union's control not only of wages but also of promotions, the pace of work, and job assignments. In effect it was a fight over control the factory's shop floor, which was now basically run by the left-wing union. This union organized powerful shop committees throughout the Nissan factory. These committees, consisting of one member for every ten workers came to control overtime work assignments and employee transfers.  By 1953 Nissan had finally had enough of the state of affairs in it's factories, with the support of Nikkeiren, the new national management federation, which feared that the Nissan committee system would spread, and with special loans from the government's Industrial Bank and the private Fuji Bank, Nissan took advantage of a strike over wages called early in the year by the union and used it as an opportunity to confront and destroy the union. The company succeeded. By late 1953, a second union called the All Nissan Auto Workers Union was formed, which became the dominant union, and the first union collapsed as it lost control