Purolator & Wix will not warranty standpipe oil filters for /6 but Baldwin will.
Clever! I ran the 2-quart filter a time or two on my '62 Lancer, without any adapter. The fit was close, but the engine mounts were good, so it did fit. Neat trick, but I quit doing it because I didn't really see the point; it wasn't a race car so I didn't need the extra quart of oil volume, and a giant filter takes longer to fill up, so probably no practical benefit.
Another option: the RHD oil pump (with threaded fittings for inlet and outlet, and no filter mount pad) and a set of the '63-up Australian hard lines and bracket to put the filter at the left front corner of the block. Base-up for no drainback, out in the open for E-Z changes (there were variants to accommodate A/C and P/S)
Or the South African setup: same RHD oil pump, but the filter mounted horizontally on a base welded to the top of the valve cover. Seems like it would be messy at filter change time, and smoky at subsequent startup. Also might make valve adjustments kind of a PITA.
As for what filters to buy…there are enough good brands on the market that this isn't really difficult. The Fleetguard (the filter division of Cummins, as in the diesel engines) filters are eye-poppingly heavy-duty in their construction, and they even make an ultra premium version of the 1-quart filter. It doesn't have a built-in standpipe, but that didn't bother me. First-glance pricing on it is accordingly high, but I used to have good luck doing a little more searching and buying them by the case. I used up my last one about the time I sold my '62 Lancer, so that worked out.
Clever! I ran the 2-quart filter a time or two on my '62 Lancer, without any adapter. The fit was close, but the engine mounts were good, so it did fit. Neat trick, but I quit doing it because I didn't really see the point; it wasn't a race car so I didn't need the extra quart of oil volume, and a giant filter takes longer to fill up, so probably no practical benefit.
Another option: the RHD oil pump (with threaded fittings for inlet and outlet, and no filter mount pad) and a set of the '63-up Australian hard lines and bracket to put the filter at the left front corner of the block. Base-up for no drainback, out in the open for E-Z changes (there were variants to accommodate A/C and P/S)
Or the South African setup: same RHD oil pump, but the filter mounted horizontally on a base welded to the top of the valve cover. Seems like it would be messy at filter change time, and smoky at subsequent startup. Also might make valve adjustments kind of a PITA.
As for what filters to buy…there are enough good brands on the market that this isn't really difficult. The Fleetguard (the filter division of Cummins, as in the diesel engines) filters are eye-poppingly heavy-duty in their construction, and they even make an ultra premium version of the 1-quart filter. It doesn't have a built-in standpipe, but that didn't bother me. First-glance pricing on it is accordingly high, but I used to have good luck doing a little more searching and buying them by the case. I used up my last one about the time I sold my '62 Lancer, so that worked out.