Experimental Engineering - www.VG30.com - Datsun 510 VG30 Parts & Services

Our motor mounts are fabricated from 3/16" steel plate. They are laser cut and welded inside and out on a precision fixture to insure an exact fit. They are media blasted before being powder coated black to insure the best possible coating adhesion. Our motor mounts bolt directly to any SOHC VG30 or VG33 block. Some blocks have only two motor mount holes per side while others have four. Our mounts are strong enough for use with only two mounting holes though we recommend using all four if your block allows it. Our motor mounts bolt directly to your block and stock 510 insulators. We recommend using new insulators (Nissan P/N 11220-A3500) at the time of installation.

Our transmission crossmember bolts directly to the stock holes in the floor of most 510s. A small percentage of 510s came with the transmission crossmember reinforcing plates in a different location and on these cars two holes must be added to the floor. Our crossmember is designed to use a 240/260/280Z transmission insulator (Nissan P/N 11320-N3000). The crossmember has two exhaust clearance humps providing more clearance than the 510 had stock (your exhaust shop will love it). The crossmember is mandrel bent and MIG welded on a precision fixture before being media blasted and powder coated black.

Our VG30 into 510 competition oil pan is really the heart of this conversion. It is a six quart, hammerhead style unit that clears the 510 crossmember, swaybar, and steering center link. This is a true competition-type oil pan with a full windage plate and four hinged trap doors arranged in a diamond pattern to always keep oil at the pickup regardless of G-forces acting on the car. These pans are built by TIG welding a new sump onto a Z31 (first generation 300ZX) oil pan. We decided to modify existing oil pans rather than building them completely from scratch as this saves us many hours of fabrication, helping to keep the cost down on such an elaborate part. Using existing oil pan cores in no way compromises the quality of design and manufacture. We start by hot tanking and then chemical stripping the oil pan cores to remove all contaminants and the factory powder coat. We then cut off the existing sump, de-burr all the edges, and clean the pan thoroughly. The new sump parts are laser cut from 1/16" cold-finished steel and precisely bent on our press-brake. The sump is then TIG welded together with it's hinged trap doors and welded to the prepped oil pan. We use 1/16" material for all of our sump parts to make our pans durable enough for street or rally use. Most competition oil pans are made of much lighter material and are not durable enough for rough or long-term use in a street or rally car. We consider the extra few pounds to be weight well spent insuring maximum durability of our parts. The stock Z31 oil pickup tube will not work with our oil pan, you must use our modified pickup tube. We charge a $50.00 core charge for a good (no dents at the front lower edge, no internal damage) Z31 oil pan. The core charge will be refunded if we receive an acceptable core within one calendar year of your purchase.

Our oil pan requires the use of this pickup tube. To build this tube we start with a new-style Z31 screen-bulb pickup tube purchased from Nissan. Note that the original pickup tubes used an O-ring seal at the oil pump mounting flange. This O-ring can get hard with age and crack causing an air leak, loss of oil pump efficiency, and catastrophic engine bearing failure. Nissan superseded the original style pickup tubes and issued a service bulletin stating that all VG30 engines that have their oil pans removed should have the new style pickup installed as a preventative measure. We take a section out of the stock pickup tube and re-locate one of the mounting brackets so it fits perfectly in the diamond trap of our oil pan. Our pickup tubes are very carefully hand-fitted, de-burred, and TIG welded as the longevity of your engine depends directly on this part. We include the required new-style pickup tube gasket (Nissan P/N 15053-1E400) with every one of our pickup tubes.

Our tube headers for the PL510-VG30 conversion are custom built exclusively for us by one of the best header builders in the country. We were very careful selecting a shop to build our headers, as we wanted to be absolutely sure they would be of the same high quality as the rest of our components. Our headers are built with 1 1/2" mandrel bent steel tubing. They were designed so each primary tube is one piece so there are no welds in the middle of the tubes to crack. The plates that mount to your heads are 3/8" steel and are surfaced after welding so stock gaskets (Nissan P/N 14037-V5000) will seal our headers very effectively. The collectors are 2 1/2" diameter and are quite smooth. The collectors end with a formed ball that fits into a matching socket on the reducer that requires no gasket, allows a lot of angular misalignment, and will not leak. The collectors are clamped to the reducers with two large bolts and formed steel flanges. Our headers come with header bolts for use at the heads, bolts for the reducers, one blank reducer, and one reducer with a fitting for your O2 sensor. You can install the reducer with the O2 sensor fitting on either header and it can be rotated 360 degrees to allow maximum flexibility of sensor location. Additionally, we offer Cermachrome polished ceramic header coating. Our coated headers are media blasted inside and out, coated inside and out, baked at high temperature, and polished to a high luster resembling polished aluminum. Cermachrome reduces under-hood temperature, increases exhaust flow, greatly increases header longevity, and looks amazing for a very long time. Cermachrome will not heat discolor like chrome plating and as long as it isn't scratched through it completely eliminates rust. If you order our headers without coating, they are shipped to you bare steel so you can paint, coat, or plate them to suit your taste. Our headers are tucked very closely to the engine and bell housing and will likely fit many non-510 VG swaps as well.

This Griffin radiator is the largest that will fit in a 510 without modification. This is a Griffin stock car radiator, not the Scirocco style. This radiator has a three-inch thick, high efficiency two oval row all aluminum cross flow design. It will easily cool a VG powered 510 in virtually any climate you will encounter. It also works very well with other 510 engines but electric fans must be used in all four-cylinder applications we’ve seen. Our mounts capture the radiator by its tanks and bolt directly into the stock radiator mounting holes in your 510s core support. The brackets are formed from mild steel, MIG welded on a precision fixture, and powder coated black. We supply mounting bolts and washers with our radiator brackets.

We build this intake manifold so you have the option of using a carburetor in your engine conversion. This greatly simplifies the installation and gives a noticeable increase in performance over stock multi-port EFI. Carburetors also have the advantage of being easily and inexpensively tuned if changes are made to the engine at a later time. We build this intake by adding a CNC machined, billet aluminum adapter to a heavily modified TBI pickup truck intake plenum. Additionally we offer porting for NOS’ Port Fogger nitrous oxide injection nozzles for the serious speed freak. We require that you send us a stock TBI intake plenum before we will sell you one of our intakes. These early TBI intakes are too time consuming for us to source so we do not give the option of selling them outright with a core charge.

If you decide to go with stock-based, multi-port EFI on your VG and want more power the first step is to use a multi-port injected Pathfinder intake plenum. This intake is said to flow 30% better than any other stock EFI VG intake. Unfortunately this intake will not clear a stock 510 hood. We can re-machine the lower half of your intake plenum at a slight angle so the upper half will clear your hood. You will also have to re-route some plumbing on the bottom of the upper intake to gain valve cover clearance with this modification. Use of a torque-transferring upper engine mount may also be required to prevent hood damage on a high performance VG510 using this intake.