My take on the oiling system crossover tube for the small block
Boy I thought some of my posts were long lol.
1st if we are comparing the Chev and the Chrysler, then let's compare stock to stock.
You claim only 1 galley feeds the mains on the Chev. That's not totally correct, that galley feeds the cam bearings and then the mains, nothing else.
The Chrysler passenger side galley feeds 8 lifters,4 main bearings,
4 cam bearings,16 rockers,7rod bearings, tries to fill the entire drivers side galley to oil 8 more lifters, so it could be said that the passenger galley feeds those too because indirectly it does.
There is no comparison.
You claim that at least Chrysler restricted the oil to the top end.
They had too because the main bearings will not oil properly with the #2&4 cam bearings trying to oil the rockers. I know this because I tried using a cam with grooved cam journals with no restrictors at the deck and #2&4 main bearings were toast after 40 runs. The intermittent timing holes in the cam journals acts as a restrictor to get barely adequate oil volume to the mains and the rockers. This type of failure has nothing to do with oil timing, it is a distribution issue.
The Chev uses separate galleys filled directly from the pump volume
To oil the lifters and the rockers so they do not bleed oil pressure from the mains.
You claim that the Chev in stock form with a 1/2 groove main works because it has correct oil timing. It does not have a cross drilled crank or external feed lines going to the bearing caps.
Assuming that the gun drilled oil feed holes in the cranks of both makes are in the same location, then the only significant difference is the location of the oil feed hole in the block is not in the same location on the two engines. Slotting the upper main bearings
Changes the location of the crank feed hole and the crank position in degrees of rotation where the feed hole can get full pressure and volume plus has added dwell time to boot.
Effectively it should oil the exact same as the Chev, not it may help a little, it should be exactly the same imho
The Chrysler galley is being asked to feed too many parts of the engine from only one galley. The Chev spreads these same duties to 3 separate galleys that are always filled directly from the main pump volume. The claimed velocity issue in the Chrysler is claimed to only exist with the installation of a high volume pump and increased
Pump pressure. Not in stock form.
I don't have a block here at the shop, but I do have a SBC schematic. Look it up. The main feed goes up the back and that main feeds all the other feeds. Just like the Chrysler.
You can talk oil velocity all you want, but just like McCallister above I've LIVED it. I've done it. And all that crap you promote is just crap. It's a time waster.
I know of very few people who can make power at 8500 and make it live. The owner of the best dyno I've used was a skeptic. I had already got the thing to live and make power to 8000ish. And I decided I liked his dyno better (wasn't a water brake dyno) and called and rented some time. When we showed up we spent the first two hours discussing what the end game was. His dyno sat in the middle of the shop. He spent the next hour moving **** out of the way, so when the rods came out, it wouldn't oil down crap he had sitting around. We ran the dyno until 10 PM, I actually made power to 8500 and never lost a part. And the best power came with the oil pressure at 120 pounds at 8800. That also amazed him. He had never seen a small block Chrysler not ventilate itself at that speed and power. So I showed him how it was done and he GOT it. Why no one else does, I can't say. You just don't want to. You just don't want to say the books are wrong. But they are.
Again, I did NOT design the fix. I made a few changes, one being when I bought the engine the way the original system was the engine only got filtered oil half the time. And, all the plumbing was in the pan, so no one ever saw what was done or how it was done. As I didn't care who saw what, or what the average fence leaning toady thinks, I moved the plumbing out of the pan, and made ALL the oil to the engine go through that system. All of it. It was a priority oil system. I also made the pressure externally adjustable, just so I could test my theory that lower oil pressure ON A CHRYSLER wasn't always a good thing. And, I was correct, despite all the engineers, dolts and fools who repeat what they read and hear and yet do not do anything.
I write a lot because of all the misinformation and downright lies about how these engines oil and why they don't oil at high RPM's.
When I started this whole deal (1984) 8500 was a big number. Today, 632 Chevys turn that and do it all season long.
There is no reason to do anything other than control the internal oil leaks, full groove mains so the rods are getting full time oil (another simple evidence that oil timing is the issue and not some bullshit velocity claim, because if it was a velocity issue, full groove bearings wouldn't do anything), a high volume, high pressure pump and a decent pan and 7500 is not a big deal.
After that, all bets are off and the books are worthless.
Again, the Chevrolet and the Chrysler are so close as to be the same except in one respect. That's oil timing.
