My take on the oiling system crossover tube for the small block
Yr you have a way of replying without being able to stay on topic.
My last post never said one thing about velocity. It was strictly a comparison between the two makes of engines and how they oil from stock. I have no doubt that the way you solved the oiling issues worked for you back in the day.
Many years ago when I started my apprenticeship, a wise tradesman taught me that there is always more than 1 right way to skin a cat.
Mr. Mcallister does not agree with some of your points either.
I notice you have not directly replied to any of his posts and only mine. This is an oiling discussion not an rpm competition.
If a guy has a motor eating a rod bearing every 7-8 runs and he goes through a trial and error process which results in the motor living for 150 runs, who are any of us to dispute how he got it to live. That's how you learn. Keep an open mind.
I have always agreed with you that the oil timing is a valid problem.
But as my own experience has taught me and the experiences of many others, it is not the only problem. Feeding oil off of the main bearings to too many other places has also proven to be a problem.
You do not seem to grasp that the Chev design does not do this.
It uses more oil galleys to feed those other parts and those galleys are not filled up off of another bearing feed like the Chrysler. They are filled from the main galley or triage as some call it. It leaves one galley dedicated to the mains/rods and the cam. That is a key difference.
Please don,t respond with your buddies dynamometer or talk of valve springs.
Some of the oiling mods in my new motor came from a book,some came from Mr Charles Sanborn. Some came from Guitar jones. I have never seen a recommendation in any book to slot the main bearing holes, but logic tells me it makes perfect sense. I have never seen in a book the recommendation to drill all the block passages to 1/2 inch, but it makes sense. Not feeding any rockers from a main bearing to keep the oil at the crank I first learned in the stroker small block book, and many other racers including Cole Mcallister also do this.
Part of the reason it seems I'm off topic is because I try to cover more stuff that is relative to the topic in other posts in one post.
Again, you can say the Chevy oils from 3 different galleries but it doesn't. Just a fact. I mentioned velocity because that's a reason some want a crossover.
What I care about is not telling people to do work that does nothing to address and issue. Why does a Chevy oil without full groove mains? It damn sure isn't because of the oil passages. It has to do with oil timing. Rather than continue to argue with me, why not call David Nickens and ask him. He will tell you exactly what I'm saying. We've had the discussion. When he was running Pro Stock Truck. Also spent some time with him at a race at Delta Park at Portland and when he took over the factory Pro Stock deal.
Again, why tell people to do something that does NOTHING? I don't get it. As a machinist and engine builder, it's sickening to deal with people who pick this junk up and live and die by it. Even though I'm retired I still deal with it on a regular basis. Try teaching someone running ANY ignition box their timing is not what the light says it is, even if the distributor is locked out. It's a fact, but getting the general public to learn they don't know what they don't know is a near impossibility when you can get on the net and be told that the timing light is always right.
Same thing with oiling. The Chrysler system has its flaws. If they had designed Rod oiling as well as they did valve train oiling, you'd have to do nothing and it would not be an issue. But they didn't. It was a carry over from Walter P's time at GM. You can clearly see this looking at a Pontiac.
So, in closing, if you can't make a Chrysler oil at 7500 without doing anything special, that's on you. You don't need to correct the oil timing, you don't need a crossover, you don't need to put oil in at the front of the block. None of that.
Tube the block. Full groove bearings. A HV/HP pump with a decent pan. That's it. If you want to run hydraulic lifters (again, I don't know why anyone would but that's besides the point) drill a 1/16 hole where the tube breaks through the lifter bores and instead of blocking the oil to the drivers side, just restrict it down by about 60%. That's it. I'd say unless you are spending huge resources to see if you can make power at 7500 with hydraulic lifters and not have the valve train hate you you are wasting your time.
You can't fix an oil timing issue with a crossover. Doesn't matter who says you can.