The car's interior and the...
The car's interior and the new Recaro seats were re-upholstered in gray cloth by MaxD Out in Modesto, Calif. and the car's owner. Other interior additions include several MOMO goodies, including the steering wheel, shift knob and pedals, and a glove box autograph by none other than No. 13, Dan Marino.
The venerable Cartech forced induction system has been replaced with a low-friction, ceramic ball-bearing T3 turbocharger that mounts to a custom Top End Performance exhaust manifold. The augmented intake charge then passes through a Top End-built air-to-air intercooler that was constructed directly to Nuenke's specifications. From the chiller, a TWM intake manifold and 45mm throttle bodies guide the charge air into the combustion chamber, where fuel delivery has been upgraded from traditional carburetion methods to a custom Electromotive electronic fuel injection system.
Combustion is masterminded by an Electromotive TEC II direct-ignition unit, which can be linked to a laptop computer for fine-tuning of the ignition and air/fuel curves. At the head of all this is a billet aluminum airbox that Nuenke built himself. On the hot side, a stainless-steel Borla 2.5-inch mandrel-bent exhaust system and muffler relieve the powerplant of excess backpressure and spent gasses.
Though the 510 has a reputation for bulletproof build quality all along its drivetrain, Nuenke decided to take no chances and now relies on a 1979 280ZX five-speed transmission and a modified Roadster clutch with a Datsun Competition disc to transfer the ponies to his rear axle. A Quaife limited-slip diff assists in eliminating wheelspin.
According to his ultimate performance vision, Nuenke has upgraded his suspension from the original Datsun Competition configuration he originally installed on the car. Shock absorption and damping are handled by full coil-over assemblies at all four corners: five-way adjustable Konis up front, and Pro Shock units in the rear. A slotted rear crossmember allows Nuenke to control his rear wheel toe and camber angles, while a Quickor three-way adjustable anti-sway bar helps eliminate flex in the rear suspension assembly.
The car's braking components have been swapped for big, vented 11-inch rotors and Wilwood four-piston calipers in front and a drum-to-disc conversion in back; the rear discs also get squeezed by Wilwood hardware, albeit smaller two-piston units. Pressure is applied using a 280ZX master cylinder unit, stainless braided lines and Motul 600 fluid. Last but not least, the 510's running gear is comprised of Panasport 16x7 wheels and 215/40-16 Yokohama A520 rubber. Nuenke informed us these wheels have recently been changed to larger, beefier 17x9s in the rear to provide for a larger contact patch and, hopefully, better out-of-the-hole traction.
To date, Mark Nuenke and his now-BMW Boston green 510 have posted a best quarter-mile jaunt of 12.91 seconds at 108 mph, running 20 psi boost (that's with the smaller wheels and tires on a G-Tech Performance Meter). For those who can't get their heads out of the 9-second Honda clouds, keep in mind that this is a fully street-worthy car with a full interior and street-legal tires; for comparison, an 8-liter, 450 hp, $75,000 Dodge Viper will also run in the 12s. And this car is 29 years old. Additionally, Nuenke said he still drives the car to work on a regular basis. Can the same be said of a tube-frame racecar with racing slicks and a "Stage 7" clutch? Not likely.
Masterminding the new EFI...
Masterminding the new EFI system is an Electromotive TEC II direct-ignition unit. It can be linked to a laptop computer for fine-tuned adjustment of ignition and air/fuel ratio maps.