yellow rose said

I'm not sure how you think the Chevy oiling is different from the Chrysler. It isn't 3 gallery's feeding the mains. It's one. And just like the Chrysler, it's feeding the upstairs first. And, worse than the Chrysler, it's pushrod oiling. At least Chrysler limited oil to the top end. When everyone went to priority oiling the ONLY thing that changed (of consequence) was that the main bearings get oil BEFORE the top end.

Again, slotting, slitting and any other method to elongate the feed hole may, and I mean a very thin might help SOME with Rod bearing oiling, just like a full groove main does. Why do you think the Chevy doesn't need oil going to the rods all 360 degrees? Because the timing is correct. You get about 85-88 degrees of oil flow through the groove until the hole in the block lines up with the hole in the crank, where full flow, full pressure oil goes out to the Rod. Then you have another 80ish degrees of oil flowing through the groove AFTER the lining up of said holes. Which is about 70 degrees ATDC. This is settled. Why this is argued today is baffling. Unless your undying brand loyalty allows you to overlook engineering short comings. I say Chevy had the most garbage, cheap assed rocker system one could design. Nary a Chevy guy I know today would build anything worth a damn with stud mounted rockers. Yet, Chrysler dropped their shaft system for that phony stud deal and guys love it. It's just silly. And so is claiming adding, or moving oil input will fix an engineering issue. It won't.

In the end, we need to STOP telling people to waste their money doing things that do absolutely nothing. For 7500 and under, full groove bearings, a HV, high pressure pump and the biggest inlet to the pump you can get, and controlling oil leaks at the lifters is all you need. And a good pan. Over 7500 you can have issues. Over 8000 and it's a whole new game. At 8500, you're not even in the same universe. 9000 is a distant galaxy. And yes, I toyed with 9k for a bit. Every little issue is magnafied by a factor of 100. The single shaft rocker system is past its limits. Even with a 3.313 stroke, you can't get enough air without 288/296 @ .050 and you lose enough in the gear change that it isn't worth the money to do it. Valve spring life from 8000 to 8500 is halved. From 8500 to 9000 valve spring life is reduced by 95% and wire fracture is 99% of those failures, which allows the valves and the Pistons to try a conjugal visit.

So yes, I've done it. And I didn't even mention at 8500 (if you are actually making power and have enough cam to do it) Cranes Pro Series lifter is nearing its useful limit. Any lifter with a .904 body, .810-.815 wheel with link bars is at its very limits. One mistake and **** starts smashing together.

Just a little info on the pitfalls of making power at high RPM.

Back to oil timing. Never, ever cross drill a crank UNLESS you are doing it to correct oil timing. And you can't correct the oil timing with cross drilling and putting the oil in where Chrysler did. You have to move the oil feed hole to the main cap, feed it externally and block the 1,2,3 and 4 oil feeds to the mains from the main bearing. You don't want oil coming from the oil gallery and your need feed lines.

That's the ONLY way I've ever seen to correct the oil timing on a Chrysler and make it work. If you are careful, and by careful I mean big pan, with a full length kick out, a correctly designed windage tray, a quality crank scraper and the pan has to have baffles in the correct location (thank you Stefs for the **** bag pan with your phony baffles that you stuff up the butts of unknowing racers) you can run a standard volume pump with a high pressure spring and use about 6 quarts of oil and pick up some power.

There is only one way to correct oil timing. I just gave a rough outline.

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