So, we have the distributor issue, re-re-re-resolved, with a little help here. Although, I did have a credit and decided to pick up the PerTronix III conversion and coil. I do like the idea that Hemikiller suggested and that's going to be the approach, just need to contact Mustang Barn and talk horses. The decision to just get the conversion is based solely on the empty-pockets theory of economics. We've arrived at that doorstep since the "rob from Peter to pay Paul" theory has run its course. More on how we arrive at the prior to follow.
The ongoing saga of the motor, this is the "to follow" point.
The original idea of a refresh that I spoke of wat back when in the thread was really the most appealing path given my experiences decades ago. Fate had another idea all together and so here we are.
Not going to recap all of the step that put us on this spot but what has finally started to come together.
The block is awaiting pistons for the bore and they just arrived yesterday and pictured below. It is a beautiful sight, at least I think so. Just thinking of the beautiful sound, it won't make while I'm waiting to find the motor mounts, or the parts available to make it work, but that's a different conundrum.
So, we solved the connecting rods issue. This started with the desire to go with floating wrist pins. It's really the best, overall choice for the goals. Anyhow, the rods came down to economics first but then became an availability issue. Re-tooling the stock rods was just as expensive as the new rods, so we went new. I'm also saying this with the caveat that it was a complete overkill of epic proportions, but the delivery date was the wild card. The rods ordered were in-stock whereas the others being sold, for a Cleveland, were literally months out.
Now, the brand you ask? Molnar and yes, I said it was over-kill of epic proportions. The extra hundred bucks was worth the months delay, something I'm still fighting with the camshaft kit. The great news, the rods portion of the rotating assembly will be 1500HP ready. The not-so-great news, well, it was really a given when we had to increase the bore to clean the cylinders, we now have a balance to add to the equation. I'm also looking into a line-bore for effect too. It's reached that point, there's no denying that this is an "in for a penny, in for a pound" scenario. but that may all change in the blink of an eye as we move forward in life.
So, with the motor covered at this point, we move to body work and the ever-so-taxing dilemma of media blasting. I just can't escape the issue but finally, I believe life had taken care of my decision and once again, it does involve dust but for reasons not yet explained and those would be health related. It would be absolutely insane of me or anyone else in my situation to media blast. Even with the PPE available and have at home, full coverage Tyvek suits and all, media blasting dust is too invasive. So, ending the explanation there, I'm looking at ways to knock down the dust better or reduce how much is produced.
Any type of sanding or wire-wheel work is going to produce dust, just as all the priming and painting but that can be managed better. So, whatever corners I can't reach with a wheel, they'll be cleaned with solvents. With body work, normal steps there too. But as far as the motor bay, it looks like I'll be using the prior mention cleaning and then covered with POR15 or some other form of cover-all before the finish coat. Maybe I'll look at some of the self-etching primers that might work too. Point is, I'm just not going to be able to achieve the cleanliness desired with blasting so need to call an audible in its place. With the wheel wells, I believe I'll treat as needed and cover with body undercoat spray. I also saw some roll-on stuff at the Eastwood site that might be worth looking into.
Stay tuned for more to come.
