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

Duane said
I also never disagreed with you on the oil timing issue.
I only disagreed on how you fixed it.
The key thing that I think people miss is that regardless of whether you choose to tube or bush the block or run the crossover line,
Both methods require you to plug the end of the galley on the passenger side.
Jadas discussion on this thread is about the crossover method to deal with the galley problem.
Even tubing or bushing the block is dealing with the galley issue.
Yellow rose you are talking about what goes on after the oil leaves the galley and how it gets to the bearings.
IMHO those are two different issues.
Regardless of which method you choose, the common issue is the blocking of the end of the galley which cuts the leakage completely from the drivers side and #1 main and rod no longer have the entire drivers side rocker and lifter oiling being taken off of number #1 main which is also starving the rods fed from that main.
When you cut that leakage you also eliminate the velocity.
The oil is mostly pressurizing instead of flowing to all those leaks.
The oil timing as I have said is a different problem requiring a different fix.
Even in that book explaining the crossover tube the author acknowledges that there were two approved methods to deal with the velocity issue. They acknowledge the Accepted Chrysler approved method of tubing or bushing the block. Both methods require a plug at the end of the galley.
Bob Mullen who helped design the crossover was an engineer, a member of the society of automotive engineers and the inventor of the w2 head. He has great credentials that I would not so quickly dismiss.
I also agree with Pittsburgh racer that with today's stroker motors being so common the big rpm is not required anymore. Torque is where it's at.

Duane, I'm trying to catch up on this thread. I can tell you that I have TESTED all this stuff and the velocity thing is a lie. Well, maybe not a lie, but at best it's just dead wrong. The crossover tube was supposed to fix the high RPM oiling issue. I have all the junk books that Jad is quoting from. They are wrong. It's that simple. There is only two ways to correct the oil timing. One is to buy a block that has the oil feed hole in the correct location. The other is the method I outlined in your thread. You can build a crossover, you can add oil from both ends and you won't fix a THING. I learned this from a guy who nearly went BROKE trying to run a competitive Modified Eliminator Chrysler. He paid the hydraulics engineer to fix it, and I had my hydraulics engineer friend verify it. It's that simple. You can say we are talking about different issues but we are not. It's about high RPM oiling issues. And FWIW, the last 632 Chevy I was involved in had a shift speed of 8500 RPM. The fast guys don't ignore RPM. Ever.