My take on the oiling system crossover tube for the small block

yellow rose said
I don't have a block here at the shop, but I do have a SBC schematic. Look it up. The main feed goes up the back and that main feeds all the other feeds. Just like the Chrysler.

You can talk oil velocity all you want, but just like McCallister above I've LIVED it. I've done it. And all that crap you promote is just crap. It's a time waster.

I know of very few people who can make power at 8500 and make it live. The owner of the best dyno I've used was a skeptic. I had already got the thing to live and make power to 8000ish. And I decided I liked his dyno better (wasn't a water brake dyno) and called and rented some time. When we showed up we spent the first two hours discussing what the end game was. His dyno sat in the middle of the shop. He spent the next hour moving **** out of the way, so when the rods came out, it wouldn't oil down crap he had sitting around. We ran the dyno until 10 PM, I actually made power to 8500 and never lost a part. And the best power came with the oil pressure at 120 pounds at 8800. That also amazed him. He had never seen a small block Chrysler not ventilate itself at that speed and power. So I showed him how it was done and he GOT it. Why no one else does, I can't say. You just don't want to. You just don't want to say the books are wrong. But they are.

Again, I did NOT design the fix. I made a few changes, one being when I bought the engine the way the original system was the engine only got filtered oil half the time. And, all the plumbing was in the pan, so no one ever saw what was done or how it was done. As I didn't care who saw what, or what the average fence leaning toady thinks, I moved the plumbing out of the pan, and made ALL the oil to the engine go through that system. All of it. It was a priority oil system. I also made the pressure externally adjustable, just so I could test my theory that lower oil pressure ON A CHRYSLER wasn't always a good thing. And, I was correct, despite all the engineers, dolts and fools who repeat what they read and hear and yet do not do anything.

I write a lot because of all the misinformation and downright lies about how these engines oil and why they don't oil at high RPM's.

When I started this whole deal (1984) 8500 was a big number. Today, 632 Chevys turn that and do it all season long.

There is no reason to do anything other than control the internal oil leaks, full groove mains so the rods are getting full time oil (another simple evidence that oil timing is the issue and not some bullshit velocity claim, because if it was a velocity issue, full groove bearings wouldn't do anything), a high volume, high pressure pump and a decent pan and 7500 is not a big deal.

After that, all bets are off and the books are worthless.

Again, the Chevrolet and the Chrysler are so close as to be the same except in one respect. That's oil timing.

Yr you have a way of replying without being able to stay on topic.
My last post never said one thing about velocity. It was strictly a comparison between the two makes of engines and how they oil from stock. I have no doubt that the way you solved the oiling issues worked for you back in the day.
Many years ago when I started my apprenticeship, a wise tradesman taught me that there is always more than 1 right way to skin a cat.
Mr. Mcallister does not agree with some of your points either.
I notice you have not directly replied to any of his posts and only mine. This is an oiling discussion not an rpm competition.
If a guy has a motor eating a rod bearing every 7-8 runs and he goes through a trial and error process which results in the motor living for 150 runs, who are any of us to dispute how he got it to live. That's how you learn. Keep an open mind.
I have always agreed with you that the oil timing is a valid problem.
But as my own experience has taught me and the experiences of many others, it is not the only problem. Feeding oil off of the main bearings to too many other places has also proven to be a problem.
You do not seem to grasp that the Chev design does not do this.
It uses more oil galleys to feed those other parts and those galleys are not filled up off of another bearing feed like the Chrysler. They are filled from the main galley or triage as some call it. It leaves one galley dedicated to the mains/rods and the cam. That is a key difference.
Please don,t respond with your buddies dynamometer or talk of valve springs.
Some of the oiling mods in my new motor came from a book,some came from Mr Charles Sanborn. Some came from Guitar jones. I have never seen a recommendation in any book to slot the main bearing holes, but logic tells me it makes perfect sense. I have never seen in a book the recommendation to drill all the block passages to 1/2 inch, but it makes sense. Not feeding any rockers from a main bearing to keep the oil at the crank I first learned in the stroker small block book, and many other racers including Cole Mcallister also do this.