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Discussion: when approaching the suspension it is advisable to upgrade the brakes and steering concurrently. These 3 systems are intimately associated with one another. The decision to change one will affect the configuration of the others. In addition, replacing suspension components requires extensive disassembly. In an ideal world, it is then advantageous to address the steering and brakes at the same time.

Here are the rebuilt front struts. Donor car was a 1981 280ZX with larger diameter vented discs. The 280ZX spring perch is too big for a spring that will fit in the 510 strut tower. The 280ZX perches were cut from the donor struts. Then perches cut from a pair of stock 510 struts were welded onto the 280ZX donor strut tubes after measuring to insure correct and equal height between right and left struts. Koni strut inserts were used. The single-piston 280ZX brake calipers are considerably larger than the stock 510 units. Note the aluminum spacer visible at the bottom of the strut in the picture on the right. These are the so-called "bumpsteer" spacers. They are a vital part and will restore front suspension geometry to near-stock configuration without increasing the ride height once you install shorter, stiffer springs. Suspension Techniques springs for the 510 were used.

Lower end of the driver's side front strut post-installation. See the bumpsteer spacer? Note that the lower control arm is nearly parallel to the road surface in this photo. Without the bumpsteer spacers, the lower control arm would be unfavorably angled, as would the T/C rod. Lower control arm bushings were replaced with Energy Suspension polyurethane bushings. The strut lower ball joints were replaced. The four tie rod ends for the steering system were also replaced at the same time. This will reduce the feeling of free-play in the steering wheel and give the suspension renewed smoothness.

Here is the 1" Quickor front antisway bar. This is a solid steel bar designed specifically for the '68-'73 Datsun 510. More bar than you could ever want! A larger front antisway bar makes the front end feel very solid in a turn by reducing body-roll to the outside wheel. For example, a stock 510 in a right-hand turn will have more body roll to the left than the same car with a larger antisway bar.

Finished product: the new front struts, antisway bar, brake, and steering components have all been installed. The rear suspension is stock in this photo. Note the difference in ride height.

The rear suspension takes a little more muscle to tackle. The entire rear suspension package including the differential was removed from the car as a single unit. The rear control arms were removed and the bushings pressed out with a 12-ton shop press. The New ES polyurethane bushings (blue color in the left-hand picture) were installed before replacement of the rear control arms. The stock 510 did not come equipped with a rear antisway bar. This is the Quickor 7/8" adjustable aftermarket antisway bar. In the picture on the right, note the supplied hardware. The bracket mounted to the hardpoint for the rear shock absorber connects to the rear bar via ball joints with an expandable tie rod. The principle of action is the same for both front and rear.

Here is the finnished product. Compare ride height to the picture above depicting the lowered front before modification of the rear. Ride height is even and the car now has a more aggressive profile. The car's handling is a vast improvement over the worn out stock suspension. This modification has resulted in the most drastic & noticable improvement to the feel of the car's handling

Jake Layer - Medford, OR