2xWhiskey
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This is a project car not for the faint of heart... It is not anywhere near to running condition and requires a lot of work and ingenuity to get back on the road. I bought it in California a few years ago in running condition with a KA24E engine swap. After getting it home and taking a closer look I noticed the rubber engine mounts were cracked all the way through and I wasn't very happy with how sloppy the engine swap job was done. This led me down a deep rabbit hole of parts and mod purchases while levering my neighbor for his knowledge... Fast forward 5 or so years and I've moved to Rhode Island and haven't touched this project in 4 years.; it's time to let it go and move on.$3,000
Hope Valley, Rhode Island - US
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Thanks for the informative reply. It will be nice to know this is a nonissue. I've been racking my brain over it the past few days and was wondering why a couple was used inline with the brake booster vacuum line. I'm pretty sure you've just verified it as a one-way check valve. Any thoughts on adding a vacuum reservoir for a safety margin? I'm thinking it's fine as is, at least until I get a feel for it.
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Hey Jeph, I was just trolling around looking for info about oil catch cans and ran across your question about the BKR7E spark plugs at http://www.ka-t.org/forums/viewtopic.php?f=5&t=61891#p526045 Did you ever find which spark plugs to be used? Funny thing is, I have a box of those plugs sitting on my bench waiting to be bolted in. I bought a 71 510 wagon about 6 weeks ago which already had a NA KA24E swap done. After getting it home (trailered it), we found alot of things that needed fixing or that could have been done better. In the process I ordered the 240SX turbo kit from CXRacing and am still working the install. I wish I found this thread first, you have some nifty install tweaks I would have liked to incorporate (like the turbo clocking).
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Hi all, Yeah I'm a newb in general (the forum and working on cars). Anyways I bought a 71 510 wagon that already had a KA24E swap done. After driving it a couple a couple of times,my friend (my auto knowledge source) and I started to take a real close look at the work done. Needless to say, one thing led to another and I decided to throw a turbo on it. This 510 has a vacuum assisted brake master cylinder that gets its vacuum from the intake manifold. Since I'm installing the turbo, this will cause the manifold pressure to go from negative to positive while under boost (so goes my theory goes). Do I need to rig a standalone vacuum source like from an electric vacuum pump, or will a simple check valve addition work? My line of thinking is that when under boost I don't want positive pressure on the master, making it harder to actuate the brakes(and the diaphragm was designed to work with vacuum). But I do realize that if I'm under boost, I wouldn't be wanting to actuate the brakes at that point in time anyway. Thanks for your time, and let the hazing begin!
