My take on the oiling system crossover tube for the small block
You said earlier that you approve of bushing lifter bores and or tubing the passenger side, all I am saying is if you look at the basic
Elements of front oiling, or tubing the galley or running the crossover line, all three have the cutting of the supply to the drivers side lifters in common. Even if you believe that the crossover line does not help anything, it does not hurt anything either and will allow oil to the lifters if required.
You like how the chev oils, you think it's a better design, you think the oil timing is better and it probably is, but other main parts of the Chev are very different. It has 3 separate galleys instead of the Chryslers 2. The chev does not try to feed its lifters and 16 rockers
Off of a bearing oil supply. IMHO that is drastically different.
In fact if you look at where those 3 galleys on the chev are getting their main supply(right from the main pump supply), adding the
The crossover tube on the Chrysler starts to look like the Chev.
The timing imho is fixed by slotting the bearings oil feed to 1/2 long.
It puts the supply right in the center like the Chev with an extended
Dwell time. Guitar Jones does this and the Sanborn thread he did this. They did not explain what this does, but logic tells me that is what's happening.
It fixes the oil timing to better feed the rods. If the mains always have oil then how do you explain my old motors 2&4 main bearing failure that just by coincidence
Happen to have grooved cam journals on 2&4 as well and that those two journals happen to feed to rockers on both banks. Yet the rod bearings looked fine.
There are other problems as well besides the oil timing.
The crossover tube is a good mod if your particular needs require it.
You can slot the bearings, slot the materiel between the main feed and the cam bearing hole and it does nothing. It doesn't fix the oil timing. I've said it, and you argue the point. And that point is you need FULL PRESSURE and FULL FLOW to the Rod bearings ~70 degrees before TDC. Get on the phone and call some people who have actually made power with Chrysler stuff. You may be able to get David Nickens on the phone. Eaton will talk to you. I can't think of the Patterson kids first name but you can call him and he'll tell you the same thing I am. It's settled science and nothing you do is going to fix that.
You tube the gallery or bush the bores to stop all the oil leaking at the lifters. And if I don't mention that when you bush the bores you correct the lifter bank angles as well. That also doesn't correct oil timing, but it does reduce the volume of oil the engine uses. It's that simple.
Again, the Chevrolet system is close enough to look at. You can say whatever you want but they are close. And they oil. Figure it out. I'm trying to help anyone who is considering this ignorant claptrap that has published for decades that doesn't do anything to fix high RPM oiling. Again, if you are turning under 7500 RPM and can't oil the rods, you have some other issues. But that's about the RPM limit before you need to correct the timing.
Priority oiling didn't change much, except it made sure the mains (and therefore the rods) were oiled before the top end.
I ask again, show me pictures of rods getting knocked out and the mains out of oil and I'll show you that isn't an oil timing issue. It was something else.
If the rods come out, and the mains look normal, THAT is a timing issue. I've seen it so many times it's not funny. If the mains have oil, how do the rods not have oil???
It's been awhile since I've seen what Sanborn did and someone is supposed to email me some pictures. I know I've had him on the phone as far back as 2002 when I was first made aware of mofartchat.com and he didn't get the oil timing issue either.