Hi B3 I only partly disagree with your post. But let me say that I am always hesitant to have a discussion with someone who does not have an open mind and and resorts to insults and name calling because you do not agree with them.
You are correct, you cannot learn anything new if you think that you know everything. You seem to have an open mind so I will talk with you and just to be clear I am no expert. I learned many new oiling mods that are in my newest engine build from a very lengthy discussion that was in Guitar jones thread and another thread by Sanborn on another forum. I also read as many articles as I can get my hands on about oiling or anything engine related because I like to learn. I also like to share. I do not come on here to be insulted or put down. I also build engines for a living for Chevrolet. Not build as in assemble. I am in the machining and tooling end of it. I started to talk about other brands because YR talked earlier about Fords. I felt I was entitled to do the same.
The Part of your post and a couple others that were made earlier that I do not agree with,
Is that your are comparing a hydraulic system that is closed like say the brake system on your car. The fluid only moves the parts, but the fluid never leaves the system so the pressure has to go where it can
And then eventually evens out pressure wise. It is leakage that cools and lubricates our main and rod bearings along with acceptable pressure.
The system in an engine leaks everywhere and the leakage is not uniform. It is controlled leakage and this leakage is what causes oil movement,as you said to maintain a pressure you have to increase the volume. That is precisely the problem that shows up in the Mopar LA engine "only" if you put in the melling high volume and high pressure pump. That pump can make up that extra volume and keep the pressure as well and that is where the problem starts.
But it creates a lot of velocity because of the design of the oiling system in the la engine. That oil galley is on a runway like at an airport. From the time the oil leaves the pump and gets up to the galley it is moving because it has 8 lifters that leak on the drivers side that is fed from #1 main that is used to feed them. When the oil gets into the main galley at high speed, the first passage on its path is #4 main and also to a lesser degree #3 as well. It is not that there is no oil going to number four but not enough volume and it is also being asked to feed a whole bank of rockers. So there is leakage there as well that is not going to the crank. The areas that we want the most leakage is the main bearing because they are highly loaded and because they also oil the rods.
There is some partial validity to what YR was saying about the timing. The numbers he used are not what is accepted but the issue is correct. But the cross drilling is now universally understood to be a mistake. The timing issue at least with aftermarket race cranks is now addressed with the straight shot oil drilled hole. The location of those hole has been refined to bring the timing into an approximate
Range but it is not just the oil pressure from the pump that gets the oil to the rods. It has been realized now that when you rev the motor centrifugal force is assisting the application of the oil to the rods. This same force has now been recognized as detrimental if you cross drill the crank because you have given the oil another place to leak that is not at the rod bearing passage and increasing the oil pressure will not fix it. There was a time when that was an accepted method before they understood what was happening to try to address oiling to the rods. It is now understood that centrifugal force exists in the main bearing at any crank position to throw oil to the rods. But you have to keep the main journals full. The LA engine is not good at that. That's what needs to be fixed.
Feel free to disagree and debate this as long as we can keep things civilized.