Datsun 510 (A10- Series) Workshop manual and Repair manuals pdf Factory service manual
Factory service manual for the Datsun510 all versions. The type of information contained in this workshop manual include general servicing, maintenance and minor repairs, advanced repairs and rebuild guides. Topics include Engine, Gearbox, Differential, Suspension, Steering, Brakes, Interior Fittings, Exterior Fittings, Body Panels and Electrical Systems with wiring diagrams.
This is the original factory service workshop and repair manual, used in workshops by mechanics. It is a comprehensive informational book. From the manual you will have access to the most complete information on diagnosis, repair and maintenance used in official workshops. This information will help you repair your vehicle and perform maintenance yourself. Hundreds of information pages, work methods, electrical diagrams at your fingertips in a single download.
The Datsun 510 is a compact passenger car of the C segment with longitudinally mounted front engine with rear wheel drive, built by the Japanese manufacturer Datsun, a subsidiary of Nissan between 1967 and 1973, available in 2 or 4 door sedan bodies, Guayín de 5-door or 2-door coupe. It is the evolution of the Datsun 410, which in turn was replaced by the Datsun 610.
Despite having a presence in many markets around the world, Datsun was still seen as a company of dubious quality and anonymous and boring cars. The 510 of 1968, with its great value for money and a series of sporting victories, changed that perception and helped the brand change its image and position itself better around the globe.
While the 1960s Datsun Bluebird 410 was a good compact car, inexpensive, robust and easy to maintain, it was also somewhat anonymous and squishy compared to other cars it competed with in the many markets in which it was available. This, combined with Datsun’s nascent reputation in many of these markets, caused the brand to struggle to position itself in the collective imagination of the average motorist, despite being successful in sales and having good penetration outside of Japan.
The next generation of the Bluebird, the 510, had to be an improvement in every way over its predecessor. The differences were huge, as Nissan had worked hard to make the Datsun 510 a true enthusiast car, one that not only successfully fulfilled the role of a family car and economy, just as previous generations of the Bluebird had done, but also it also offered thrills and fun to lovers of sporty driving, for much less money than the competition and not only from Japan, but also from Europe, the birthplace of the compact sports car.
To achieve this, the development of the 510 took inspiration from one of the best cars in the business: the BMW 2002. Datsun copied the recipe almost to the letter: monocoque frame, MacPherson type front suspension and independent rear via trailing arms, brake front discs and a 4-cylinder in-line SOHC with 2 valves per cylinder (the famous Nissan L-Series) that started out displacing 1,296 cm³ (1.3 liters) and, at the end of its commercial life, was already around 1,770 cm³ ( 1.8 liters). The interior was comfortable and spacious and the bodywork, designed by Teruo Uchino, combined straight and flowing lines with very defining simple aesthetic elements, such as the horizontal skulls and the horizontal grille with double headlights, which gave it its own personality, away from everything. the rest that was in the market.
When it was launched in 1968, it was offered in 2- and 4-door bodies, as well as a cool that swapped the independent rear suspension for a rigid axle. At the end of the same year, an exclusive 2-door coupe would be offered for the Japanese market, which would later become the top of the range when Datsun launched the SSS sports versions, which although they reached other markets such as South Africa, never did so in Coupé form, which is why today the SSS Coupé is one of the most sought after Datsuns by collectors.
It was available practically all over the world: Europe, Africa, Australia and New Zealand, Asia and all of the Americas. In Mexico, it was manufactured at Nissan’s CIVAC plant in Cuernavaca. It had as direct competition only the Renault 8 and, a little further down, the VW Sedan.
By the time the Datsun 510 was replaced by the next generation Bluebird, the 610, it had succeeded in changing Nissan’s overall image and making it a brand that had to be taken seriously in many ways. The 510 was the predecessor to the many compact enthusiast cars that Nissan has owned since then, and as such has become a cult car for fans of not only the brand, but motorsports in general.
Small and despised Japanese cars became desirable and popular around the world in the early 1970s, when the international oil price crisis hit and the giant cars suffered a fatal blow that put them at risk of extinction. Suddenly a new word began to form part of the drivers’ lexicon: “compact” – a car of modest power and low consumption, easy to drive in a traffic overflowing with giant cars and capable of comfortably carrying four adult passengers, which it soon became popular. The idea of compacts was not new: the Volkswagen Beetle was one of the first compacts and, by North American standards, the bulk of the AMC’s production consisted of compacts, albeit in a distorted sense of the word, since we speak of medium cars with a cylinder capacity less than or equal to 4 liters.