Nice Clean Little Trucks: 1983 Nissan 720 vs 1991 Ford Ranger

I’m not going to make things easy on you today. I’m going to show you two trucks. They’re the same price, both manuals, both high-mileage but in very good shape. How will you choose between them? That’s up to you.

Yesterday I gave you a choice that I thought for sure was going to go one way, but I was completely wrong. I expected the scruffy old workhorse van for half the price would easily beat out the very nice but overpriced sporty sedan. As it turns out, you weren’t as immune to the charms of the world’s nicest Chevy Corsica as I thought. It won easily.

I have to agree. That Corsica reminds me of an Oldsmobile Calais sedan I used to own, with a Quad 4, FE3 sport suspension, and that same Getrag 282 five-speed transmission. I sold it, though I honestly can’t remember why, and the next owner immediately wrecked it. I’ve always regretted that, which might be why I appreciate cars like this Corsica that are so obviously loved.

The only reason I would want that old Caravan from yesterday is to use it as a substitute for a small truck. But I’d much rather have an actual truck, with a separate frame, and a solid, driven rear axle right under the load. Something like one of these, for instance. Let’s take a look.

1983 Nissan/Datsun 720 King Cab – $2,800

Engine/drivetrain: 2.4 liter overhead cam inline 4, five-speed manual, RWD

Location: Portland, OR

Odometer reading: 212,000 miles

Operational status: Runs and drives “like a boss”

As anyone who has ever used an old pickup for everyday duties knows, the typical standard cab/long bed layout is both a blessing and a curse. It’s your best friend if you’re picking up mulch or plywood, but then you have to go to the supermarket in the rain, and you have to cram the passenger’s seat full of grocery bags; all that open space behind you is utterly useless. Extending the cab behind the seats, as Dodge did in 1973 and Datsun did in 1977, provides a bit more dry storage for such mundane tasks. By the time this 720 series truck was built, the “King Cab” bodystyle had made Datsun famous, and other small trucks were still catching up.

Power for the 720 series comes from Nissan’s NAPS-Z four-cylinder, with two spark plugs per cylinder. It came from the factory with a Mikuni feedback-type carburetor, which I know from experience is incredibly finicky. This one has been replaced by a Weber carb, which is more reliable and easier to deal with. It has had a bunch of other work done as well, and the seller says it runs and drives great.

I can hardly believe how nice this truck is on the inside, considering its mileage. I owned a 720 in college, more than thirty years ago and with half the mileage, and it was, shall we say, rougher than this. The upholstery and carpet look great, and the top of the dash doesn’t even look cracked. And the seller says everything works “except for the current owner.”

1983 was in the middle of the name change from Datsun to Nissan, so this truck carries both badges: it says Nissan on the front fenders and in large embossed letters on the tailgate, and Datsun in smaller letters on the tailgate for those who hadn’t yet caught up. It’s not perfect outside, but it’s more or less rust-free, and the only real damage I see is that dent in the rear bumper. It comes with that big-ass topper, which you may or may not want to keep; it looks too big for the truck, and it can’t do much for aerodynamics.

1991 Ford Ranger XLT – $2,800

Engine/drivetrain: 3.0 liter overhead valve V6, five-speed manual, RWD

Location: Bothell, WA

Odometer reading: 278,000 miles

Operational status: Runs and drives well

In 1983, Ford joined the small truck market with its own offering, after selling the Mazda-based Courier for a decade. The Ranger was essentially a scaled-down F-series, with the same twin I-beam front suspension, and a collection of engines borrowed from the Pinto. The little Ranger punched well above its weight, and quickly gained a reputation for toughness and reliability that has since been immortalized in song.

The optional V6 in most first-generation Rangers was a 2.8 or 2.9 liter version of Ford’s “Cologne” 60-degree V6, but in 1991, Ford began offering the 3.0 liter “Vulcan” V6 from the Taurus. It puts out about the same power as the 2.9 liter Cologne, but it gets better fuel economy. This one is backed by a Mazda M5OD five-speed manual transmission. It has a lot of miles on it, but the seller says it runs and drives well, and has had recent work to the cooling system, brakes, and power steering.

It’s an XLT, so it has nice cloth upholstery, carpet on the floor, and a tachometer. For the mileage, it’s holding up remarkably well; I see a little wear on the driver’s seat, but it’s not bad at all. One thing I don’t think it has is air conditioning, but neither does the Nissan, and neither did a lot of small trucks in the 80s and 90s, even “fancy” ones. Roll down the windows, slide open the back window, and let the breeze flow through.

Standard-cab Rangers were available with either a six- or a seven-foot bed; this is the seven-footer. It’s in good condition outside, with just a few dings and dents to let you know it has earned its keep. I’ve always liked the alloy wheels Ford chose for Rangers of this era; they really suit it. And of course, it has stripes, like any good small truck from this era.

These are both really nice little trucks, and fair deals, as far as I’m concerned. Three grand doesn’t buy you much these days. But if you’re in need of a good compact truck, I suggest you head to the Pacific Northwest and check out one of these. You can either have an extended cab, or a long bed. The choice is yours.