lifter galley crossover tube

I'll say it again. I don't care how fast the oil is going. It will make the turn. I know a guy who was paid big $$$$$$ in 1969 to try and fix the oiling issues Chrysler was having. The factory gave him 8 or 9 blocks, I can't remember how many heads and MONEY. I was having issues with my junk and the topic came up at lunch one day.

He said the thought from the Chrysler was oil velocity. They screwed with it for months. The only thing they learned was it has zero to do with oil velocity. And the crossover tube was a waste of time.

Duane, I have no issue with you bringing in other brands. As you said, I did it, with good reason. What set me off was moving away from the era we are discussing. What they are doing in 2017 has ZERO to do with what they were doing when they designed this stuff.

No matter how much you want to deny it, correct oil timing is ~70 degrees ATDC. Done and settled. If the factory moved the oil feed holes in later stuff, it is purely from a cost of manufacturing point of view. Had nothing to do with engineering. Just like a front drive oil pump. It isn't better. It's cheaper.

As for cross drilled cranks...you need to slow down and READ what I WROTE and not make up what you think I said. I NEVER have said, nor have I ever been an advocate for cross drilling a crank. If and that's a big IF the oil timing is correct, there is never a need to cross drill the crank. Ever.

However, if the oil timing is off, and you can't move the feed hole in the crank then you have no choice but to feed the oil in from the bottom and cross drill the crank, so the oil feed hole in the crank is lined up with the feed hole in the crank at ~70 degrees past TDC. That's why you cross drill it. So the oil holes line up at the correct time.

You can feed the oil anywhere you want. Noon. Six. Nine. Three. Eleven. Doesn't matter. As long as the oil feed hole in the crank lines up at the correct time. You can argue that all you want, but you'll still be wrong. It's settled engineering for high speed engine oiling. Yes, you can make it so you have the oil going to the mains first. That's how it SHOULD be, but many, many miles and passes have been made in chevrolets without priority main oiling.

In fact, I know for a fact, the NHRA BB/A national record holder in about 2004-2005 was spinning a bit over 10k, with a blown gas deal and he didn't have priority main oiling. I know. I machined the block and did some of the port work on the heads and the first valve job he set the record with. I also was able to look at his data after the runs. He was shifting at 10,200 and crossed at just over 10,600. As he kept lowering the record, the RPM kept going up. He last record holder was based on a Brad Anderson block.

That was a 2900 pound car and no more than 310 inches.

So you can argue all you want for oil velocity, where the pump is mounted, pulling oil off at the cam bearings, and anything else you can think of, but it all comes down to oil timing.

If you aren't turning over 7500, oil timing isn't as big as issue as it is at 8000 and above.

When I get a minute, I will go out and make a video that hopefully explains it better.

Oil timing is all that matters. If that is correct, everything else is superfluous.