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 1960 261 engine ready to be soda blasted.  It had been painted John Deere Green over original Alpine Green.  It has an old blue valve cover and Wayne side cover.  The paint on the head is gone - just surface rust.  Engine has less than 10,000 miles on a '72 rebuild.  The front has been superficially soda-blasted at this point.  Another view of the block and head before soda blasting.  The manifold side of the engine before soda blasting.  The manifold side of the head after soda blasting.  The total time spent in soda blasting was about an hour.  The total amount of soda used was about 10 lbs.  The timng gear cover was removed and media blasted (as were the original side cover and valve cover).  A new 1954 water pump was installed on a special adapter plate.  Two holes had to be drilled and tapped in the block for the plate.  This is after soda blasting and after surface preparation for painting - two washes with warm water and then immediate drying; then, a final two cleanings with paint prep.  Painted using two spray cans of Jim Carter (Pioneer Paints) Alpine Green paint.  The paint is thin and does not produce a durable surface.  PPG urethane will be used next time.  Note: the bolt holes at the bottom of the cam gear cover have been drilled, tapped, and threaded - so the cover can be removed without removing the oil pan.  Distributor side of the block after painting.  Manifold side of the block after painting.  Engine is installed; the drive train has been connected; and, all parts and linkages have been installed (except for the original high-pressure, full-flow, canister oil filter).  The front of the crank shaft will be drilled and tapped for a harmonic balance bolt (same bolt as used on a Chevrolet small block V8).  216/236/231 engines had no such bolt.  The distributur/coil/wires with 6v Pertronix ignition are not installed.  The distributor here has no cam gear and will be used to prime the engine with oil before starting.  A 0-5 psi fuel regulator is behind the water lines at the right of the block.  Dual Fenton cast-iron exhaust manifolds supply manifold heat to a dual Fenton cast-aluminum  intake manifold with dual Carter-Weber 2-barrel carburetors.  Distributor vacuum advance lines are installed, as are electric choke leads for each carb.  Most intake/exhaust parts came from Patrick's or Tom Langdon.  A 60s Camaro throttle rod was adapted from the accelerator bell-crank to the carburetors' linkage.  The original AC glass-bowl fue filter is at the inlet side of the fuel pump.  Oil bath air cleaners have been adapted for the Carter-Weber base and have modern paper-element filters.  Intake and exhaust manifolds and carb adapters have been coated with Calyx dressing.  This is a tight fit.  The 3-speed shift linkage has no clearance in second gear.  The location of the oil filter has not yet been determined.  The slight rubbing from the lower shift rod clamp when it was up high in second gear can be seen on the intake manifold.  The original full-flow oil filter canister would not fit in the engine compartment, so a remote filter head is mounted on the rear of the block, above the oil pan.  This is a very tight fit and the inner (return) line is quite short.  The oil filter gauge mechanical sender is attached to a T fitting on the topy of the filter head (outflow side of filter) and an oil-pressure switch (for the electric chokes) is at the top of the T fitting  In this view from below the filter, the spin-on filter is at the left, the return line is at the top, and the supply line is at the bottom.  The hose is 1/2  The oil line ports in the block are 1/2  The forward port for the oil supply line is blocked by one of the dual exhausts.  A 1/2  A 90 degree AN fitting routes the supply line from the stand-off pipe/fitting in a direct run to the remote oil filter head.  A poor photo of Patrick's stainless-steel dual exhaust system.  Almost a perfect fit.  About 1/2

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