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DanielC

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DanielC last won the day on September 4

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About DanielC

  • Rank
    Senior Member
  • Birthday 09/01/1954

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  • Gender
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  • Location
    West Linn,Or
  • Cars
    521's Ford Aerostar
  • Interests
    Watersking

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  1. DanielC

    My first datsun

    All the body bolts are SAE, measured in inches, and the fine thread version of the bolts. Engine and transmission are metric. Engine fluid holes are a British standard, you would know more about that.
  2. I board a few horses, and I buy hay from a farmer in Wilsonville, I haul hay, 20 bales at a time in Ratsun, one of my 521 trucks. My hay supplier has family, in Molalla. I heard a story the advance of the fire on Mololla was stopped by private citizens. My hay supplier confirmed that. I do not know how many people on this board are from, or know people people in Molalla, but thank you!
  3. DanielC

    Gearbox Help

    I did not know a 510 weighs that much. I have taken scrap steel to be sold, with one of my 521 trucks, and I think I remember an empty weight of 2240 Lbs, with about 160 to 170 pounds of my clothed carcass sitting in it. I would think that a 510, without a ladder frame, would weigh significantly less than a 521, that has a frame, and can easily carry well over an additional 1,000 to 1,500 pounds more. Back to transmissions, and gear ratios. I have two 521 trucks. Ratsun has a L-20-B, and five speed , I believe a 3.6 first gear out of an 1980 720 truck. Dragon has a L-18, with a 3.321 first gear. Both trucks have a 4.375 rear axle. In almost every driving situation, except on the freeway, Dragon with the smaller engine is one gear lower. With the closer gear ratio transmission in Dragon, I just wait to let the engine rev higher, before I shift. Then when I do have the engine in a higher RPM range, the closer ratios work better. With a stock 4 speed in a 521, 3.6 first gear, there is simply too much of a drop in RPM from second to third, for performance driving. The closer ratio five speed gets rid of that problem, and I think is is almost a better bonus than having the five speed. With Ratsun, L-20-B, wider ratio five speed, the gap between second and third is no problem. I drove Ratsun with the stock 521 four speed for a while. However, with the L-20-B having the fifth overdrive gear is the greatest benefit of the five speed. But you have a 510. I am pretty sure you have a lower (numerically) rear axle ratio than a 521. But the 510 I am pretty sure weighs less than a 521. I think I would prefer a closer ratio transmission in a 510. I think the dogleg transmission has that more desirable to me, gear ratio. I have heard from more than one source that the dogleg is a weaker transmission, but it was being used in a 521 truck. Another factor on the transmission durability is how you drive it. Some people could break a brick with a Q-Tip. (cotton tipped ear swab) If you have the dogleg already, I would go ahead and use it. If it breaks, you know where you can get a 71C transmission.
  4. I remember early Datsun ads for the 510, that pointed out that the engine had a double row timing chain, and not a belt.
  5. One of the ways to control a wildland fire is to do a controlled burn somewhat in front of an advancing fire, and when the wild fire hits the area that was controlled burnt, the wildfire has nowhere to go.
  6. DanielC

    Head Bolts and Gasket

    If you snap a bolt, you are looking at replacing the bolt, and removal of the broken bolt probably will require the head removed, and the gasket replaced. If the engine has 102k miles on it, it's performance probably will be improved with a valve job, that you may as well do now that you have to remove the head. A lot can be said for "if it ain't broke, don't fix it" philosophy. Expect about 10% to 20% more torque to break each bolt loose than the maximum torque specification to tighten the head. When applying torque to loosen the bolts, there is very little stress on the shank of the bolt, until the head of the bolt starts to turn. Once that happens, the torque applied to the head of the bolt then tries to turn the threaded part of the bolt, and the shank of the bolt twists like a torsion bar. If the threads of the bolt do not turn, the bolt probably will shear off at the top of the threads on the shank of the bolt. This usually leaves enough of the bolt above the block surface to grab the bolt with a pair of vice grip locking pliers. but the head has to be removed to get to it. Before you try to remove the broken bolt, hitting the top of the broken bolt fairly hard will help to loosen the threads. I have fairly recently retorqued the head bolts on a L-20-B, and a L-18 that have been sitting for an unknown time. when retorquing the bolts, each bolt turned about a 1/4 turn more that its original position before retorquing.
  7. DanielC

    My 1971 521

    I do not know this for sure, but I believe the early 620 trucks frame was pretty close in dimensions to a 521. I do not think there were a lot of changes in the engine mount height, or crossmember under the engine, or steering linkage location. But again, I specifically have not tried to put an early 620 on the engine in a 521.
  8. This is a picture of a seven blade fan, fitting inside the fan shroud of a stock 521/L-16 radiator and fan shroud. This fan is off a 1980 720, L-20-B non AC truck. It is about 13 3/4 in diameter. This is a four blade fan, It came out of a 1974 620 truck. It is in one of my 521 trucks, with a L-20-B. It is also about 13 3/4 inches in diameter My second 521 truck has a L-18 engine, with a stock about 12 3/4 diameter fan. Both trucks do not have any cooling problems, both have stock 521 radiators, or at least stock sized ones. The seven blade fan had a clutch on it. I did not have a clutch on the water pump that went on the waterpump on the L-20-B, and I initially ran the seven blade fan, without a clutch, and it made a lot of noise. After driving the L-20-B 521, for a while, I switched to the four blade fan. My main point, it probably is not critical that you get the six blade fan you pictured. Almost any fan that bolts to the waterpump, and clears the radiator shroud will work just fine. You do need the radiator fan shroud. It is more important than the fan
  9. I do not know. I have had that paint for a long time.
  10. I had a sand buggy, that I used metal toggle switches on. The rubber cap is to keep sand out of the switch.
  11. I use this stuff. Get it at a hobby store. I used Q-tips to apply it. after removing the gauges from the back of the instrument cluster, I used a piece of paper to mask off the rest of the gauge.
  12. I ordered this pump from Amazon. HITACHI OUP0023
  13. I have two running and registered 521 trucks, Ratsun, and Dragon. Ratsun has a 1980 720 L-20-B engine and five speed, 4.375 rear axle. Dragon has a L-18, and also has a five speed, and the 4.375 rear axle, but Dragon's transmission has a 3.3 first gear, and closer gears than Ratsun. I believe Ratsun has identical gear rations to a stock 521/L16 truck, but with a overdrive fifth gear. In almost any driving situation, Ratsun can be in one gear higher than Dragon. This may sound worse than it is, but to me the L-18 in Dragon just seems happier at a higher RPM than my L-20-B does in Ratsun. I actually think Dragon, with the smaller engine is more fun to drive. Last weekend, I drove Dragon from slightly south of Portland, Or to north of Seattle, and back to get some engine parts. But tomorrow, I need to get a load of hay, 20 bales, I am going to drive Ratsun. In most cases, peak horsepower happens pretty close to peak RPM. That counts when in a race. But when driving on the street, the additional torque at low and mid range RPM of a L-20-B is way more usable.
  14. DanielC

    Overheating...

    Did you read my post about ignition timing? I have driven Datsun 521 trucks since the mid 1970's. I used a 521 to pull a two horse trailer all over the pacific northwest. I could pull a two horse trailer, with two horses, up a 6% grade, in over 90 degree heat, wound out in second gear, and not over heat... Datsun 521 trucks are NOT prone to overheating.
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