Car Feature: Néstor Moya’s 1971 P510.

Here we have something not commonly seen in today’s world. A car that has had only one owner since it left the showroom floor. Pretty amazing if you ask me, and even more so because it is a seriously beautiful example of a P510! 😀

Néstor was kind enough to send me an article he wrote about his P510, so I will be transferring it verbatim for your enjoyment.

Introduction:

I purchased my 4-door 510 new, in April of 1971.  Although it has never actually been restored, in 2003 all body rubber was replaced and it received a custom paint job, matching the original red color.  Steady improvements have been made, while keeping the car in like-new condition and as stock-looking as possible.  I have always done all maintenance, repairs (except for body repairs) and modifications myself.  A logbook and computerized maintenance records are kept with accurate details of all maintenance and modifications since new.  Initially this was my only car; now it’s my collector car and is driven only for fun.  My 510 is always kept in the garage at home or under a car cover when away from home.

Engine:

The L16 engine is the original block, but has flat top pistons and is fully balanced and blueprinted.  All tear down and assembly clearances were documented in an Engine/Transmission Rework Report.

The cylinder head includes:

  • 40 cc combustion chamber volumes equalized to +/- 0.2cc
  • 1.69” intake and 1.38″ exhaust Nissan Competition stainless steel valves
  • 1.50” intake ports
  • Aluminum-bronze valve guides
  • Degreed sports camshaft
  • Matched valve spring heights
  • Manifold/gasket/ carburetor insulators/carburetors matched to the head ports

Carburetion is by dual Weber 40 DCOE with 33 mm chokes, using 1-1/2” diameter independent runner manifold.  Jetting was set with the aid of a wide band A/F meter.   A high-idle solenoid automatically increases throttle opening when the air conditioner compressor kicks on.

The ceramic-coated exhaust header has 1-1/2” x 30” primaries and 2-1/4” diameter collector.

A remote oil filter mount provides a convenient location for the oil temperature pick-up.  It also allows vertical mounting of the oil filter for no-spill filter changes and for filling the filter with oil at oil changes so that oil pressure is available as soon as the engine is started.

Ignition is provided by Lucas Sports coil.  The dual-point distributor is modified to provide 68° of dwell.  Initial timing is set at 17° BTC with 35° total advance.

Drive Train:

Power is transmitted through a Datsun 2000 roadster clutch, which is a direct replacement and has a higher clamping force (1435 lbs. vs. 744 lbs.), an HL510 (FS5W63A) 5-speed overdrive (dogleg) gearbox, and clutch-type limited slip R-160 differential with standard 3.90:1 gears.

Suspension/Brakes:

Suspension upgrades consist of:

13” by 6” wide Panasport wheels with 9mm offset

  • 205/60-13 R-compound tires
  • 15/16” front and 7/8″ rear  anti-roll bars on polyurethane bushings
  • Stiffer front and rear springs
  • KYB Rally shocks

The suspension is not fully adjustable, but minor corrections have been made on the front by slotting the three upper strut mounting holes to adjust camber to -1/2° and by shimming the tension rod on one side to match the caster on the other side.  On the rear, the spring seats were shimmed to equalize ride height, balance corner weights and set camber to -1/2°.

Stock front rotors and calipers are used but, to improve brake balance, the 13/16″ rear brake cylinders were replaced with 11/16″ cylinders.  Racing compound brake material provides a significant improvement in braking performance.

Instrumentation/Electrical System:

Instrumentation includes a factory tachometer, 15 psi low oil pressure switch warning and VDO gauges for oil pressure, oil temperature, ammeter and clock.

“Sound system” is original Hitachi AM/8-Track.

Lighting consists of Marchal halogen headlights with simple rewiring to minimize voltage drop.  This modification allows flashing the inner high beams by flipping the dimmer switch independent of the headlight switch.  The battery is mounted in the trunk.

All in all, this has to be one of the cleanest and most well looked after one owner P510’s I have come across since starting this blog. I am proud to be able to share Néstor’s car here with you all…

Check out the Moya families P510 Vintage racing exploits over at Moya Motorsports, definitely a good read!

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3 thoughts on “Car Feature: Néstor Moya’s 1971 P510.

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