an RX-7, an R200 differential, the front suspension clip off a 1994 Toyota pickup, Recaro seats from a Mk2 Volkswagen, and some unique taillights from a Nissan Bluebird coupe. As you can see, this car is the rolling embodiment of the Frankenstein theme of this issue.
The wild build started out as an idea to keep up with a bunch of Blottie's pals in friendly competition. "My friends are a constant source of inspiration for new ideas, as well as motivation to keep working on projects. They're always building something new, so I have to keep up!” Blottie quips. While running his own business and providing for a wife and three children, he managed to find just enough time to piece the 510 together for SEMA 2016. With an extensive history of working on cars for most of his life, Blottie made quick work of some of the car's most challenging modifications.
Thankfully for him, Blottie's wife Victoria is always supportive of his projects, and even helps him with styling decisions. Putting on copper-plated BBS RS wheels that tuck beneath the Datsun's fenders, for example, was her idea. Behind those special 15-inch wheels wrapped in Achilles ATR-K tires sits a set of Wilwood brakes, complete with Dynalite 4-piston front calipers and Dynapro 2-piston rear calipers.
The car's drivetrain is a mismatched batch of rotary-centric parts, all pieced together perfectly and built to perform. In addition to being built to look incredibly cool, this Datsun 510 was also built to handle abuse and fire-spitting burnouts, so the drivetrain had to be ready to withstand some thrashing. The 13B rotary engine sends its power to the drivetrain via a Turbo II Mazda RX-7 five-speed transmission, which transfers rotating power into an R200 differential before hitting specially rebuilt axles from Driveline Service of Sacramento.
With a background in mini trucks, Blottie wanted his 510 to lay completely on the ground when aired out, but the Datsun's Macpherson struts and low crossmember up front wouldn't allow for that. In theory, he could have raised the crossmember, but the struts would have to be so short that it would leave little to no travel for the air suspension, and sacrificing that much ride quality wasn't an option. Noticing that the bottom of the car had a lot of rust after sitting in a field for years, Blottie came up with a plan.
Rather than repairing the unibody and ruining the beautiful patina the car had earned on its 1970s SCCA Trans Am 2.5 Challenge paint job, a 2x3 box frame was created that would tie into the roll cage for structural integrity. A 1994 Toyota pickup served as the donor vehicle for a front clip that would secure the new front suspension to the frame they built. The mini truck background lent some familiarity to this process, and it wasn't long before custom upper arms and