lifter galley crossover tube

Hello YellowRose. I have a question for you. If we agree that the Chevy crank and the Mopar crank are drilled the same and that the difference in timing is the location of the oil hole in the block,and assuming the difference in timing is 15-18 degrees as you said earlier, could the timing not be corrected right in the bearing saddle in the block.
Reason I ask this is I have attached a picture of my "X" block number 1 main bearing saddle with the passage to the driver side blocked off.
Notice in the centre of the saddle there is a counter bore. I see many Chrysler small blocks on this forum that have this counterbore.
My 1969 340 block(not the x block) does not have this counterbore.
One of the modifications that is demonstrated on Guitar Jones oil thread and the Sanborn thread on Mopar chat, is to slot the oil holes in the upper bearing halves to 1/2 inch long.
If this mod were done to the bearings and installed in a block with this counterbore, would this not move the oil timing to the center of the bearing saddle and correct the oil timing?
Although the oil is still coming to the bearing saddle at the 11:00 position, would it not transfer under the bearing shell to the centre of the bearing before exiting to the crankshaft.
At the very least it would have full flow at the 12:00 position just like a Chevy.
I recall many years ago that Mopar performance used to sell bearings with this slot already in them.

View attachment 1715087351


That's the same way my X block looks too.

I tried the slot thing. It helped a bit, but even with the slot, you still need the two holes lined up at the right time. Theoretically, the half groove in the upper bearing would do it. Add a full groove and it would not be an issue. The half and full groove send oil out to the bearings almost as soon as the hole in the crank get to the groove (half groove) and all the time with the full groove.

Some how, once engine speed gets up past ~ 7800 the timing becomes a real issue. When I first started and I want making power up that high it never had an issue with higher RPM. Evidently, specific output makes a difference. Once I got near 2 hp/CID at 8000 plus it started knocking rods out on the second dyno pull. On the track if I made it to third I was having a good day.

I know some of the new stuff has grooves behind the bearing and extra holes, but to be perfectly honest I've never really researched why they did it. All the stuff I was building had priority main oiling with the timing at about 70 degrees. Even the ford stuff was corrected.