3

Listed Now

$26,495

Avg. Asking Price

1971–1972

Year Range

Transmission Distribution

Automatic 33% ◄

Manual 67%

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510 rust is universal and aggressive. The unibody construction means rust isn't merely cosmetic — it's structural. Critical rust zones include the rear wheel arches (lower section, where the rear quarter meets the wheel well), the rocker panels (under the doors), the floor pans, the rear shock towers, the front strut towers, the trunk floor, and the spare tire well. The rear strut tower rust is particularly insidious because it's invisible from outside the car and structurally compromises the rear suspension geometry. Mechanically, the L-series inline-four (L13, L14, L16, L18) is exceptionally durable when maintained. The L16 (1.6L SOHC, 96 hp) is the most common engine in 1968-1972 cars; the L18 (1.8L SOHC, 105 hp) appeared in 1973 and offers slightly more torque. Common issues include valve seat recession (use lead-replacement additives or convert to hardened seats during rebuild), worn timing chain tensioners, and burnt valves on cars run with poor ignition timing. Compression should read 145-170 PSI uniformly. The twin Hitachi SU-style sidedraft carburetors require careful synchronization but work brilliantly when set up correctly. The 4-speed manual transmission is robust; the optional 5-speed (rare on US-market cars) is more desirable. The R180 differential (or R200 on some variants) is durable but stub axles can break under hard launches with sticky tires. Electrical issues are the universal classic-car concerns. Original wiring is brittle 50+ years on, and many cars have been rewired during restoration. The original instrument cluster fails predictably; reproduction parts are available but not always period-correct.

VIN authentication is the first stop. The 1968-1972 510 used the chassis number prefix HLB510 (left-hand-drive) or PL510 (right-hand-drive). The 1973 model year added emissions controls and is identified by different VIN prefix. The dashboard data plate should match the engine bay VIN tag and the engine block stamping. Structural rust inspection is the second non-negotiable. Lift the carpet at all four corners and inspect the floor pans for perforation. Pull the rear seat and inspect the rear shock towers from underneath the rear seat assembly — this is the most critical structural rust point on any 510. Inspect the front strut towers from inside the engine bay (with the strut covers removed if necessary). Examine the rear wheel arches and rocker panels with strong light and a magnet. For body styles, the 510 was offered in four configurations: 2-door sedan, 4-door sedan, 5-door wagon, and the rare 2-door coupe (1971-1973 only, called "Bluebird Coupe" in some markets). The 2-door coupe is dramatically more desirable than the 2-door sedan or 4-door sedan in the current collector market — $8,000-$15,000 premium for an equivalent-condition 2-door coupe. For BRE-spec or BRE-themed cars, verify the documentation. The Brock Racing Enterprises 510s campaigned by Peter Brock in 1971-1972 SCCA Trans-Am 2.5 Challenge are well-documented; replicas and tribute cars exist. Original BRE team cars (only a handful exist) trade for $150,000-$300,000+ when documented; tribute cars built to BRE specification trade for $25,000-$55,000 depending on quality. Documented every nut and bolt during inspection. Photograph every angle, every interior detail, every engine bay component. Build a comprehensive case file before purchase. Engineering-analytical inspection beats casual diligence at every price point in the 510 market.

1968-1972 4-door sedan 510s remain the bargain entry into vintage Datsun ownership. Driver-quality 4-door cars run $15,000-$28,000. Solid 5-door wagons run $18,000-$32,000 — wagons have appreciated faster than sedans since 2018 due to surf-culture and adventure-vehicle demand. 2-door sedan 510s run $22,000-$38,000 for driver-quality cars. The 1971-1973 2-door coupe (the more rakish body style with the unique fastback roofline) runs $32,000-$55,000 for driver-quality examples. Documented original-paint, low-mileage 2-door coupes: $45,000-$75,000. BRE-tribute cars built to Brock Racing Enterprises specification (BRE colors, BRE wheels, performance modifications) run $25,000-$55,000 depending on quality of build and documentation. Original BRE-team campaign cars from the 1971-1972 Trans-Am 2.5 Challenge trade in the high six-figure range when documented and verified. Project cars (running but rough) start around $8,000-$15,000 for 4-door sedans and $15,000-$25,000 for 2-door coupes. Stripped roller candidates can be had for $3,500-$8,000, but rust restoration on a 510 typically runs $15,000-$30,000 in body work alone before paint. Buy finished cars from competent specialists.

The Datsun 510 was developed under chief engineer Teruo Uchino with deliberate inspiration from the BMW 1600/2002. Independent rear suspension was a feature unheard of in mass-market sedans at this price point, and the result was a car that out-handled most contemporaries despite its modest engine output. The "poor man's BMW 2002" nickname captured both the engineering similarity and the dramatic price advantage. Peter Brock (former GM stylist who later founded Brock Racing Enterprises) campaigned 510s in the SCCA Trans-Am 2.5 Challenge in 1971-1972, winning the manufacturer's championship both years. The BRE 510s in their iconic red-white-blue livery became some of the most recognizable American sports car racing icons of the era and established the 510's reputation as a giant-killer on road courses. The Datsun 510 was actually called the Bluebird in Japanese-market and most international markets — "510" was specifically the US-market designation, derived from the chassis code. Japanese-market Bluebirds had different trim, different engines (including the SSS twin-carb hot variant with the L16 engine), and right-hand-drive — making JDM imports notably different from US-market cars and increasingly desirable to specialist collectors.