The biggest limitation with the roadster is probably the frame. You can't
move the engine too far forward without running into the front crossmember,
which sits just below crank centerline. And you can't go too far back
because of the big X-member in the middle. If you back things up very much,
the transmission tailshaft has to go up to clear the X-member, or else you
hack into the frame and lose strength. With a V-type engine, it can also be
tight getting the exhaust past the frame rails. BTW, the rotary engine
exhaust ports point right straight at the frame on the roadster, so you wind
up tipping the engine to get enough room to build headers.
The 510 is a unibody, so you can notch the heck out of the firewall and
tunnel and get away with it.
Gordon Glasgow
Renton, WA
-----Original Message-----
From: owner-datsun-roadsters@autox.team.net
[mailto:owner-datsun-roadsters@autox.team.net]On Behalf Of
DemonTSi@aol.com
Sent: Tuesday, February 06, 2001 1:58 PM
To: datsunmike@nyc.rr.com; mickth@hotmail.com;
datsun-roadsters@autox.team.net
Subject: Re: engine options
In a message dated 02/06/2001 12:44:49 PM Pacific Standard Time,
datsunmike@nyc.rr.com writes:
>
I'd say it's the other way around.. the 510 engine bay is wide but not long.
A big 4 banger runs right up to the rad brace. The roadster engine bay on
the
other hand, is long but narrow. The same 4-cyl motor in the roadster will
still be ~3/4' away from the rad brace. Remove the rad brace and there's
another 3/4'.
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