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In researching any process that was done at the factory,
one always has to keep in mind what the LEAST labor intensive and MOST cost
effective method is of getting it done. It is all about
profits.
Thus in doing the engine and trans paint, there is only
one point at which to paint the engine oil pan, block, water pump, fuel pump,
pulleys, intake manifold, bellhousing and that is as one assembly. You've
all read sometime in a magazine about overspray at the factory getting onto
exhaust manifolds around the mounting flanges of the overjudged Corvettes for
example. Also true in our cars I'm sure. It also explains why
there is little to no paint on the backside of pulleys and intake manifolds
and valley covers. Then too, the emergency brake drum being painted
explains why there is no paint on the inside face of the backing plate or
internal components.
Now some parts on engines came from outside
suppliers. Air cleaner housings are perhaps the best example. They
are almost always a different color than the engine even if only a different
shade or gloss. This is because the car company (e.g. Chrysler) specified
to the component manufacturer (e.g. AC for the 300 Letter Cars) that
they wanted bronze-gold on that part, or gloss black on most others and
red on some others). It was important that whomever stamped the fan
blades paint them fully because if the paint was inconsistent one area would
rust more quickly and cause imbalance (remember rust is the addition of
oxygen to metal).
Torqueflites came from a separate shop fully owned by
Chrysler. Thus the assembled complete torqueflite was painted in that
division but it was painted with the exact same Chrysler-approved formula as was
being used over at Chrysler's own engine shop so it matches
perfectly.
Another consideration is rust during manufacturing and as
cars sit on dealer lots. Thus the axle plant would paint axle assemblies
before they were shipped to the assembly line where briefly they were
stored outside in Detroit winter or rain.
There are always time line considerations to these things
too. If the way they did it for years got analyzed and they said "we could
get by" without painting this or that, eventually the accountants got their
way. Thus in '57 it was decided that front suspension components were of
sufficient metallurgy that they wouldn't rust so quickly that they would look
bad even after a year in new car inventory on dealer lots. So the former
practice of painting control arms etc. was abandoned mid-'57 and I have a copy
of the Dodge division advisory of this change. The factory saved some
labor and paint expense and you the restorer received another headache about
just what is original for 1957.
Wayne
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