Looks like a '61-'63 Pontiac Engine.
Perhaps the most unusual variation of the durable Pontiac V8 was not a V8 at all, but an inline four. Nicknamed the "INDY 4", created for the 1961 Pontiac Tempest, it was essentially the right bank of the 389, sharing most of its tooling and many of its parts (more than 120 were identical). The bore and stroke of 4 1⁄16 in (103.2 mm) and 3 3⁄4 in (95.2 mm) were the same, giving a displacement of 195.5 cu in (3.204 L). This degree of commonality enabled it to be produced on the same lines as the V8, allowing substantial cost savings. A drawback was that the 195 weighed much more than a purpose-designed engine: at about 540 pounds (240 kg), it was not substantially lighter than the 389.
The 195 produced 110 hp (82 kW) (gross) at 3800 rpm and 190 lb·ft (260 N·m) at 2000 rpm with a single-barrel carburetor, or 155 hp (116 kW) @ 4800 and 215 lb·ft (292 N·m) @ 2800 rpm with the optional four-barrel carburetor. For 1962 a "power pack" option increased rated power to 166 hp (124 kW).
The Achilles heel of the 195 was engine shake. An inline four-cylinder engine produces unbalanced "couple," shaking in the vertical plane, and modern engineers consider the installation of twin counter-rotating balance shafts necessary for engines much larger than 122 cui (2.0 L). The V8-based design of the 195 had no such balance shafts, and costs prohibited adding them. The 195 was instead cushioned by flexible rubber engine mounts designed to isolate the engine from the rest of the car, and its forces were further dampened by the Tempest's unusual driveshaft. However, if the engine was out of tune or if a spark plug became fouled, the shaking overwhelmed the dampening of the mounts. A special high-strength timing chain was developed especially for the Tempest 4, since a standard chain would stretch and break rather easily from the inherent vibration in this engine design. The timing chain in the 195 was the same as the 389 initially; the upgraded Tempest chain also works on the V8 engines as a high strength upgrade. As an aside, former Pontiac engineer Malcolm McKellar joked in an interview with Collectible Automobile magazine that he and his fellow engineers sometimes called the four-cylinder Tempest "a traveling fatigue machine."
The 195 was dropped after the 1963 model year