If you're a purist, you're likely not going to be on board with this 1970 Datsun 510 one bit. If you're a fan of builds that push boundaries and you embrace the idea of something that does away with traditional standards in search of good times behind the wheel, then Marco Regalado's LS-powered five and dime is just your style.
When the first wave of LS swaps began landing in the engine bays of Japanese fan favorites like the 240SX, FD RX-7, and others, the idea was despised by the majority. It would go on to became accepted and somewhat common in drift competition, and DIY'ers were tackling themselves out of their home garages. Today, it's a mixed bag, with one side of the fence praising the well-packaged V-8 for its power, torque, and flexibility right out of the box while the other side throws a fit the very moment it hits social media.
For Marco, a guy that has an array of Datsun 510 in coupe, sedan, and wagon form, all of which are powered by Japanese engines, the idea of an American eight-cylinder powering a 510 was fascinating. He adds, "I immediately fell in love with the unique build, and it's truly one-of-a-kind. The original owner built the car with the assistance of Lucky's Speed Shop in Freemont, Ca, and they did a wonderful job."
You know the deal about buying someone else's project and the horrors that sometimes come with it and yes, there were a handful of problems with this car but nothing that couldn't be rectified, and Marco was game. Besides, the process of making those fixes gave him an opportunity to personalize and elevate the build further and do things his way.
First on the to-do list was making sure the car could stop as well as it went. "The brakes were malfunctioning and the pedal assembly wasn't working with the frame rail, causing it to get in the way of the brakes," he recalls. "Also, the cylinders were too small for the calipers." A new, one-inch bore clutch master was brought in and a brake pedal assembly was fabricated to work with the brake booster using a properly sized master cylinder. A whole new throttle pedal and assembly was also scratch-built and all three pedals now sit where they should without any interference from the frame rail. To stop the dime on a dime, Z06 calipers and Wilwood rotors and hats are at the ready.
Utilizing a taller and much wider wheel set up to keep pace with the increased torque meant fender flares for clearance, but all four corners were cracking and in need of attention when Marco got the car. Custom replacement flares were developed and installed and allow for 17x8.5 Volk CE28N up front, and measure 11-inches wide in the rear, sitting comfortably inside of custom tubs. The entire car was covered in a Lamborghini metallic gray that shines on the outside, while the engine bay's paintwork maintains a matte finish in the same color.
The LS6 ran well but its Tremec TK0600 transmission had sprung a leak somewhere. The source was just too tough to locate while installed, so the entire engine and drivetrain were removed for closer inspection. While the engine was freed from its cage, small cracks on the headers and side-exit exhaust system were repaired and new TS 12 mm exhaust hangers swapped in. Why waste an opportunity for upgrades when everything is out on the operating table, right? A FAST LSX 92 mm intake manifold and matching throttle body were installed along with their billet fuel rail kit before everything went back in.
In the name of both safety and much improved handling, Marco pulled the steering link bar and replaced it with inner and outer tie rods and updated the heim joints. A brace was fabricated to provide support to the steering shaft and the steering wheel adapter that came with the car was swapped out for the correct hub and extension. Under the chassis, a mix of custom parts and well known suspension components are at play, as are some components that you probably only associate with domestic muscle. All of it is necessary to help keep the featherweight 510 somewhat on the straight and narrow under throttle.
Flashy and show ready on the outside, slip into the Momo seats and you're instantly seated in a racecar layout. From the aluminum dash and solid-mounted shifter to the custom, tunnel-mounted switch panel and roll cage with NASCAR-spec door bars, the Datsun's cabin is all business. In a contrasting twist, Marco added a sound system based around Pioneer's classic KP500. The cassette deck was wildly popular in the 1970s and '80s in the Philippines, often serving as the music source for the majority of Jeepneys and minibus owners in the know.
These days the art of LS swapping is frowned upon by a large portion of the import community, but if you can put aside any preconceived notions, the do-it-all V-8 packs the sort of punch right out of the box that's tough to beat. Marco states, "this is one of my favorite builds to date and anything but ordinary. This was a great addition to my collection, giving me a completely different approach to the original 510 builds and no expense was spared on this build. Externally, this beast is an exquisite top of the line show car and when taking a seat, you'll find you get a racecar feel with all the bells and whistles."
Car 1970 Datsun 510
Owner Marco Regalado
Instagram @regalado2428
Engine LS6 V8; Factor LS6 ECU; FAST LSX 92 mm intake manifold, 93 mm throttle body, billet fuel rail kit; custom side exit oval stainless exhaust system, headers, hangers, H-pipe; V-band clamps; Stage 8 header bolts; aluminum fuel lines; XRP fittings; RCI fuel cell w/custom baffling; AeromotiveA1000 fuel pump with filters, fuel pressure regulator; MSD plug wires; Griffen custom radiator; Flex-a-lite fan; Corvette ECU; OBD2 scan port
Power 440 whp
Drivetrain Tremec TK0600 5-speed transmission; custom 1-piece driveshaft; Moser M9 rear housing; Strange axles, 3rd member; Detroit TruTac LSD, 3.55 gears
Suspension 2:1 steering quickener w/stainless joints and steering D-shaft; custom steering rack, crossmember, 4-link with watts link, front camber plates; Eibach Springs; QA coilovers rear; Koni coilovers front; Knife cut sway bars front/rear; stap steel welded to strut towers
Braking Corvette Z06 brakes, 6-piston front, 4-piston rear; Wilwood slotted rotors and hats, wire tied; stainless brake lines; XRP fittings
Wheels & Tires Volk CE28N, 17x8.5 front, 11 rear; Nitto tires
Exterior firewall pushed in four inches; Frenched taillights; tubbed rear; shaved rain gutters, rear pillar vents, marker lights, wipers, trunk lock, door handles; BRE front/rear carbon fender flares; carbon front valence; APR carbon F1 mirrors; projector headlights w/black housings and halos; black powder coated headlight trim rings, trim; blackened grill; Lamborghini silver metallic matte painted engine bay; wheel wells undercoated; entire car is seam sealed
Interior Autometer Sport Compact gauges; push start on dash; switch panel on transmission tunnel w/indicator lights; Tilton pedal box, front/rear brake masters; Momo seats, Jet 2 steering wheel, quick release; custom carbon door skins; caron red package tray; custom headliner, stainless shifter, roll cage w/NASCAR door bars, stainless dash; fire extinguisher; Pioneer KP500
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