So, what's it like?
It has now been over two years since the twin turbo V-6 breathed to life in my 510. Technically it first fired up on May 11, 2003, but that engine was bad and replacing it took many months, and the current engine first fired up in this car on Jan 25, 2004, the first real drive was Feb 24, 2004 and after upgrading the brakes, exhaust and fuel tank in April I finally started using it as my primary commuter in May 2004.
Q. What was the estimated
project cost?
A. A ton! The "just make it fit" cost wasn't horrendous, but a DETT in 2002
(before the 350Z came out) was $2500-$3000. I would guess Including all the
upgrades (555cc injectors were $1000, don't need 'em for stock turbos) the
engine-only portion was in the $6000 range. Brakes/wheels/exhaust is another
$2500, miscellany (DETT fuel pump, SAFC-II fuel controller) is
probably another grand, so nearly $10,000 in PARTS, not including 200+ hours
of labor....and this was a 510 that already had the VG30DE.
Q. What NEW car would you buy
for the equivalent cash?
A. In 2006, what can you get for $10K? Some economy car is about it. Kia
Rio maybe?
Q. How does Red compare to said
NEW car, both in objective terms and subjective terms?
A. The new car will be nicer, quieter, more fuel efficient, safer if hit
by an SUV.
Q. How reliable has it been?
A. Once we got the teething issues resolved it has been very reliable.
In mid-summer of 2004 the used fuel pump died but since then it has been
rock solid. It doesn't overheat in 100deg weather and fires right up in 30
degree weather. I have taken it on several 300+mi (each way) trips with
absolutely no problems.
Starting with a 30+ year old car has you living with compromises. Basically I wanted near-Porsche / Viper / Corvette capability in a reliable, inconspicuous 510 package, I'm willing to compromise the comforts of the new car. There are far cheaper ways to go as fast or faster (V-8 swap in a Datsun Z comes to mind). I also wanted it to 100% street car, and currently only the roll bar is the only real item cutting into the 510's normal practicality. I have heat, wipers, etc...everything needed for an "all-weather interceptor".
Q. Are there any drawbacks to
being in an econocar package?
A. Yes. Driving a sleeper is a double-edged sword....the guy next you
you in the Z06 has no clue he'd have to work his car 100% to get a nose
ahead. Same can be said for any factory high-performance hot rod. If you're
in your Saleen Mustang would you think some little 510 next to you would
even be worth wasting fuel on?
Q. It's about 400lbs heavier
than a stock 510, does it handle like a truck?
A. Good question, but no. Consider this: Few people think a modern
well-sorted FWD handles like crap (Sentra SE-R, Integra Type-R) and my 510
is lighter, RWD, has wider tires AND has better F/R weight
distribution than nearly any FWD car. Combine this with spring rates that
are almost 300% stiffer than stock and a fully adjustable suspension and it
handles quite well. I have a lightly modded (suspension only) Sentra
SE-R and I'd say my 510 handles better. Having said that, no 510 owner will
confuse it's dynamics with a lightweight (they are about 2100lbs) 510, a
2100lb 510 is nimble, by comparison my 510 DOES feel heavier. Some could
argue it doesn't handle like a 510 anymore and I would not disagree.
Q. How is the low RPM,
off-boost torque?
A. Even with an aluminum (12.5lb) flywheel I can engage the clutch just
off idle. By and large I short-shift the car, and the only time I see over
2700rpm or so is when I'm playing. 60MPH is just 2300rpm and most of the
time I am between 1500-2000rpm (yes I'm dorky enough to have even datalogged
just to collect this info). 3.0L is still a lot of motor for 2500lbs. 60MPH
in 5th on level road requires less than 20% throttle - typically between
17-18%. Off boost it is still far more powerful than a non-turbo 2.0 or 2.2L
four cylinder, even if you account for my 510's extra weight. Also, power
delivery is smooth and consistent throughout the RPM range with no dips or
hiccups anywhere - in this respect it's like a stock '90-'96 300ZX. My mom
could drive this car.
Q. How hard is it to drive in
the rain with all that power?
A. No matter how much power you have, a car is still controlled by the
driver, I simply drive normally. I DO turn the boost down (7psi) just in
case I try something stupid or inadvertently give it too much throttle in a
merging maneuver or something. The power is linear enough that even my wife
can (and has) driven it in the rain with no special instruction. If you
treat the throttle like an on-off switch you will be in big trouble in a
hurry though.
Something I don't see mentioned often with high horsepower cars, (I put my 510 on the weaker end of this scale) is how easily you lose traction in the lower gears, even in the dry, this is something I am ALWAYS conscious of. While you do learn where the threshold is, it is occasionally irritating not to be able to use all the power underhood. In 1st and 2nd you will never use full throttle and ALWAYS be "pedaling" to get it hooked up, and if it's cold out 3rd gear is the same as the first two. Having said this I wouldn't trade it away...it just gives me an excuse to engineer a 510 that can use the power.
Q. What is a typical MPG for
a tank, just commuting around?
A. Not as good as I'd like to admit! While I can get over 28MPG on an
all-highway stint, typical for a tank is much closer to 20MPG...like 19-20
MPG. I've seen as low as 15MPG when I have been using boost a lot.
Q. What do you hate most
about the car?
A. Other than how faded the paint is and how crooked the body is? The
roll bar - it prevents me from taking my kids anywhere, but it also
facilitates the mounting of the 4pt harnesses, if fact the harnesses are the
ONLY reason the rollbar is in the car.
Q. It must be a bitch to work
on, right? Tune-ups and such?
A. Depends on what you're doing. Sparkplugs last 60K miles and are on
top, under the coilpacks. Time to change 6 plugs? 15 minutes. Oil change is
easy, the oil filter mounts vertically and easy access, so another 15 minute
job. Fan belt - simple. Thermostat? That's tougher, the VG30DE has it up
front, behind the fan, so it's probably a 45 minute job compared to the
stock 510 2-minute job. The tough stuff is a clutch swap, it entails
removing so much stuff I will just pull the engine, seriously. Pulling the
engine is a five-hour, one man job, reinstalling it is six-seven more hours.
Clutch master cylinder? 20minutes. Brake master cylinder? THIS is tough, as
you need to disassemble it to install it, so R&R is a couple hours compared
to 20 minutes for a stock 510.