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Datsun 510, Going to Indy


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I posted a picture of my (Futofab’s) latest 510 acquisition in the 510 picture thread, but I felt I should start a build thread on the project.

 

This car was originally destined to be an SCCA G Production racecar. It has an SCCA logbook that was originated in 2000, but the car has never been raced. The prior owner, my good friend Todd Walrich, owner of Wolf Creek Racing was working on it to compete in vintage B Sedan /2.5 Challenge Trans Am racing before he passed away the end of July nearly a year ago.

 

My goals are to complete the car to vintage 2.5 Challenge T/A spec with a 1.6L engine. It will also be SCCA F Production compliant and campaigned in the 2017 SCCA Northeast Division Championship in FP. The ultimate goal is to receive an invitation to the 2017 SCCA National “Runoffs” Championship being held on the F1 course at the Indianapolis Speedway in September of 2017.

 

The car is quite a ways from being complete. It has no engine, needs the transmission tied into the car, exhaust, wiring, dash & gauges, drive seat, driveshaft and more.

 

This car is also a tribute car, so let me start out the thread with pictures of the original, Different Drummer Racing car driven by Gene Sorentino in both 2.5 Challenge T/A and IMSA during the early/mid 70’s.

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And now a picture of our tribute to Gene’s 510. Definitely a work in process with no engine, wiring, exhaust, glass and the list goesw on.

 

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Here are a few more pictures of the car as it was received.

 

It is a ’72 and has had a fairly stout cage installed and some pretty heavy transmission tunnel modifications (See picture of interior).

 

Head on – This is not a FutoFab hood. It has more waves than the ocean. It will eventually be replaced with one of our’s. This is for later, job one is to get the car on the track.

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LF Fender – Full fiberglass fender fabricated with bubble flare. Hoosier 225/45-13 DOT bias ply tires mounted on 13x7 Panasport wheels are at all 4 corners.

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LR Quarter with bonded and blended fiberglass bubble flare. Lots of tire clearance for the Hoosier 225/45-13 DOT bias ply tires. 

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Tail Panel – Final details will include new FutoFab tail light trim and a new chrome bumper. 13681025_632937373531399_207758090814438

 

Trunk w/Fuel Cell, Pump and Filter - The cream colored container with the filter on top is the rear differential catch can/breather.

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Interior – No windshield, dash, gages or wiring, lots of work to be done here. Check out the enlarged transmission tunnel, this is the first item of rework. I’m not sure how a gas pedal was ever to be installed. 13615202_632937500198053_161763598466654

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... Do they post the class rules/restrictions online? I would be interested to read about what you have to do (or not do) to the car.

 

The intent of this car is for dual use, by that I mean it can be raced in both vintage and SCCA F Production.

 

 

Vintage rules tend to be more loosely written and enforced in a more casual manner. Generally vintage rules require that the cars look period correct. Most vintage groups in my area will not allow race slicks, rear coil overs or rear disc brakes (all allowed in SCCA FP racing).

 

 

But at the same time, vintage cars will be allowed vented rotor front brakes, L18 & L20B engines and 5 speed transmissions. SCCA FP requires an L16 engine and a 4 speed transmission. FP does allow you to "upgrade" to 240Z brakes.

 

 

So for my build I will be blending the modifications to meet the rules of both groups. In reality the only killer for me will be racing vintage with the lower horsepower L16. This isn't too terrible as I do have an L20B with an FIA head that I can swap in for vintage racing. 

 

 

Now back to your original question of rules. The car will most closely follow the SCCA GCR (General Competition Rules) for the F Production category which starts on page 631 of the GCR.

 

 

The SCCA GCR is a huge and convoluted set of rules. It is poorly laid out and allows certain modifications to one racecar and not on others even though they race in the same class. You almost need a Philadelphia lawyer to understand it.

 

 

SCCA GCR Link: http://cdn.growassets.net/user_files/scca/downloads/000/016/276/GCR-_Updated_July_2016.pdf?1467399713

 

 

In comparison here is the rule book for my local vintage group, the Vintage Racers Group (VRG) 

 

Link: http://www.vrgonline.org/rules/

 

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I am excited to see this car in its completed state and even more excited to watch the build process that you do

:thumbup:  :thumbup:  :thumbup:  :thumbup:  :thumbup:  :thumbup:  :thumbup:  

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Damn that is one solid looking 510. Well you already got the enlarged transmission tunnel time to throw a Cosworth sequential 6 Speed in there and add a reverse mounted Tilton pedal box so you can actually reach the gas pedal lol. Good luck with the buiild, btw Dave don't you guys own Wolf Creek now? Should I just call Futofab then if I have questions about my Mikuni jetting? Cause I called Wolf Creek and the number was no longer in service.

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Yup, FutoFab is now your Mikuni parts source. We purchased all the WCR inventory and are continuing on with their products. 

great news for all of us with mikuni's and 510,s and z,s  

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Car on Rotisserie

 

We now have the car mounted on the rotisserie. This will make work on the underside much easier.

 

The front rotisserie connection is to the original bumper bracket mounts on the chassis. The rotisserie pivot height adjustment is made with the red hydraulic ram.

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The rear rotisserie connection is made to the factory rear bumper bracket mounting points on the chassis. The chassis to pivot distance on the rotisserie is also adjustable, this is done with a 1” acme threaded rod.

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Here we go, one 510 - like a pig on a spit.

 

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Floor Rework Needed

 

The biggest reason the car went on a rotisserie was to do under car work. The first area of attack is the foot box/transmission tunnel. 

 

Here is a close-up of the foot box. The enlarged transmission tunnel doesn’t leave you much room for a gas pedal. Also, that white square tubing runs right under your Achilles’ tendon, not very comfortable. All this will be modified.

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Here is the underside of the foot box/transmission tunnel.  Plenty roomy, maybe if you were installing an AWD transfer case. The rear of the tunnel intrudes on your right leg with a sharp metal corner. This is one of those modifications that make you say hhmmm, out loud.

 

This photo was taken from an standing position with the undercarriage at nearly 90 degrees to the floor. Using a rotisserie is SO sweet!

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I received a note from the original builder on this car, Brian Downey. He is the one that did the first floor / tunnel rework and roll cage (which is very stout). The original rework included installing a false floor and a set of over hung pedals that worked with the raised floor. This would have given room for the gas pedal. Knowing this clears up a lot of why things were done the way they were.

 

Somewhere along the way, the prior owner Todd Walrich decided to install a set of Don Oldenburg's (DP Racing) modified stock pedals with an adjustable balance bar and dual brake masters. These are too low to work with a raised floor and to retain them it required the tunnel be reworked (again) which is now complete.

 

This is the area of the tunnel we removed for the re-rework. The tubing was for the false floor. It is located at about the same height as the OE front seat mount cross brace.

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Here is the rear view of the tunnel portion we removed. The vertical panel facing the camera was entirely to the left side of the factory transmission tunnel. In positioning the driver’s seat to use the OE pedals, the driver’s right leg would have run into the corner of the enlarged tunnel. 

 

Based on the car’s extremely rearward main hoop position and use of a raised floor, it appears this car was originally intended to have a much more rearward driver seating position than we plan on using.

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Here is the start of rebuilding the foot box and transmission tunnel to fit a gas pedal beside the stock pedals. First step is to make cardboard templates. This picture shows the initial templates for the floor and firewall/foot box panels.
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The initial firewall template included the lower forward section of the tunnel sidewall. This would have introduced a vertical seam in the sidewall. During gas pedal operation your foot would need to slide over the seam each time you stepped on the gas. We included the forward section into the main panel of the tunnel sidewall to eliminate it.

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Here are all the panels after final test fitting and held in place with a few Clecos. Gaps will tighten up once the panels are welded in place. Now we have room to fit a gas pedal and no encroachment on the driver’s leg at the rear of the tunnel.13901469_640507326107737_327023817383507

 

 

This is the re-reworked floor area, all welded in place from the underside of the car. Not quite as roomy as the originally reworked tunnel, but still plenty of room for the header and future exhaust.  Next project is to fabricate the transmission cross member.

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Transmission Cross Member

 

This step is now done. The permanent transmission cross member is fabricated and installed. It uses the original mounting bolts on the passenger side and requires a doubler plate on the new transmission tunnel sidewall. Onward to the exhaust next.

 

Here is the main portion of the cross member. It is a very modified piece of 2x2x1/8 wall square tubing. The right side of the cross member attaches at the stock transmission position on the floor pan.

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The 2x2 tube could not be run straight over to the left side of the tunnel. We needed to make room to run the exhaust under the car and still have good ground clearance.

 

A doubler plate was used to sandwich the sheet metal of the transmission tunnel sidewall. From the underside plate in the tunnel there are 2 vertical pieces of fabricated 1/8" plate that connect it to the main 2x2 portion of the cross member.

 

Everything is only tack welded together at this point.

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The transmission cross member is now complete and in place. A piece of 1/8" plate was formed to match the arch of the vertical plates and welded in place to stiffen the cross member. The welds have been ground down to make them look more presentable.

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Here is a good top view of the cross member. You can see the custom aluminum transmission mount nestled down inside the 2x2 tubing.

 

A center bolt in the mount attaches it to the the transmission. The outer 2 bolts are thru rubber isolators and connect the mount to the cross member. This helps keep engine vibration from transferring to the chassis.

 

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The transmission cross member is done. The Quaife Rocket gearbox is based on a Ford Type 9 transmission and uses the factory tail shaft housing. A custom alloy mount with vibration isolators ties the transmission to the cross member.

 

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