in case of the trucks). The DA and DS (Standard) were the entry-level Datsuns, with the Deluxe DB being more modern and better equipped. In 1952 Nissan entered into an engineering cooperation with the British Austin Motor Company, and offered a Japanese-built Austin A40 as their top-of-the-line model. 110 series In 1955 Nissan revamped its passenger car products, begn with the Datsun Sedan 110 series. It was introduced to Japan within a month of the introduction of the Toyota Crown RS series, and was smaller than the Prince Sedan introduced earlier in 1952 and the Subaru 1500 introduced in 1955. Sedans built in Japan during the 1950s were mostly intended to serve as taxis, and introduced mass production techniques, as opposed to earlier vehicles made using a slower hand-made process. This sedan was designed to be compliant with the Japanese Government's dimension regulations passed in 1950. The engine displacement was kept below the 1000 cc designation to reduce the annual road tax obligation, but more importantly, the engine displaced less than 910 cc as this was the upper limit for small taxis. Nissan did have an engineering relationship with the Austin Motor Company. The Datsun 110 series used the Nissan D10 type engine based on an original (albeit Austin 7 inspired) design from before World War II. The engine is a water-cooled inline-four cylinder with two crankshaft bearings, side intake and exhaust valves, a displacement of 860 cc and with at 4000 rpm. Aside from not using the name, the A110 is the direct forerunner of the modern Bluebird line. Incremental changes were denoted by 112 and 113 codes – the 111 designation was skipped. The last model, introduced in June 1956, received an all-new, developed in-house gearbox. The earlier 110 and 112 had been using the four-speed, floor-mounted transmission from the Austin A40 Somerset (then built under license by Nissan), but the new 113 received a column-shifted four-speed unit which narrowly allowed seating for three in front. The new unit was also lighter than the Austin one. Both units received synchronization on the top three gears only, as was the norm for the time. The 110 series was available as a sedan or as the rare W110/112/113 station wagon, which had a horizontally split tail gate. There was also a K110 listed, a two-door cabrio coach version. Based on the 110 was the stronger duty 120 series (intended for