hard or soft copper line for a valley oil gallery bypass line?
Both of these mods are designed to cut or restrict oil to the lifters. That’s a given.
No argument from me there.
There is just more than one way to do it.
I agree with you that installing a crossover tube and nothing else is not effective.
I took the time to email you Sanborns notes.
Please read it. Don’t put your own interpretation on what he says.
There is a specific paragraph where he explains where he puts a cup plug to stop feeding the galley from number 1 main.
Yes the tube is put in to feed the galley and
if needed pushrod oiling. But what you continue to leave out is why we are always
Blocking the oil to #1 main. If you were running solid lifters, you would not need to tube the drivers side galley. We don’t want those lifter leaks, but you just need the set screw to cut the flow to that side.
If you want to ask any individual why he is putting in a crossover, you should first ask him if he knows to put in the set screw. If he says no or does not know about it, then there would be a validity to your argument,
but afaik you never asked Rapid Robert about the screw, you just focus on the crossover alone. Perhaps we should call the
Modification the Set screw with crossover mod lol. No arguments about all you said about the two columns. I heard another guy call it turbulence. You could tube the lifter galley. But after you dimple the tube with the dummy lifter, that galley is not nice and round anymore and who knows what exact path that oil will take. Who knows exactly
Where those two columns will meet. It matters not. The oil will still end up at the bearings because it is under pressure and has nowhere else to go except those 4 leaks.
Your rods only get oil from the mains.
I have never totally failed a main bearing either, but I know lots of guys who failed rod bearings. I was just saying if you improve the supply to the mains, you are also insuring supply to the rods.
Sanborn shows you how he modifies the main bearings to get more oil to the rods.
You will never understand the oil speed in the galley because you refuse or don’t understand the issue at number one main.
Number one main is the supply to all the drivers side lifter bores. Those bores leak.
We are in total agreement on that.
We have to cut or stop those lifter leaks.
But Sanborn explains that the main problem
Is the design of the sbm tries to feed those
Lifters from #1 main. Number 1 main is at the very end of the passenger galley. You might as well say that the end of the galley has a great big leak. With a hv pump and high pressure relief spring and a big leak=
big speed in that galley as the pump tries to keep up. That is the root of the problem.
Whether you bush the block, tube the block,
or set screw and crossover the block, all three methods have the same goal to stop the leaks at the lifters and stop supply to the lifters from number one main so that main gets proper volume and pressure. The other main bearings are also helped as well.
Front oiling helps that problem even more.
Did you not notice that Sanborn used bushed
Lifter bores. I am sure they were restricted
Because of the pushrod oiling. So why did he need a crossover if he bushed those bores.
Why not feed that restricted galley from number one main. Think about that.
He already had a supply to the drivers side.
His lifter were bushed. Why a crossover.
He does not even reverse feed number one.
One of his pictures shows where he puts in the plug to block flow from number one.
Because number one main is where all the
Oiling issues begin. You think two columns of oil can’t flow, but you also think a long galley
With a big leak on the end doesn’t flow like crazy(velocity) either. It has to, to try to keep up with those 10 leaks. Look at the Chevy. One galley of oil right from the pump and filter to the cam and main bearings. The lifters are fed from their own galley. That’s what we are trying to do in the sbm.
Dedicate the passenger galley as main bearing supply only.All the galleys in the chev are sealed at the end. The Mopar is not. That is why the blocking of #1 main is way more important than the tube.
Both of these mods are designed to cut or restrict oil to the lifters. That’s a given.
No argument from me there.
There is just more than one way to do it.
I agree with you that installing a crossover tube and nothing else is not effective.
I took the time to email you Sanborns notes.
Please read it. Don’t put your own interpretation on what he says.
There is a specific paragraph where he explains where he puts a cup plug to stop feeding the galley from number 1 main.
Yes the tube is put in to feed the galley and
if needed pushrod oiling. But what you continue to leave out is why we are always
Blocking the oil to #1 main. If you were running solid lifters, you would not need to tube the drivers side galley. We don’t want those lifter leaks, but you just need the set screw to cut the flow to that side.
If you want to ask any individual why he is putting in a crossover, you should first ask him if he knows to put in the set screw. If he says no or does not know about it, then there would be a validity to your argument,
but afaik you never asked Rapid Robert about the screw, you just focus on the crossover alone. Perhaps we should call the
Modification the Set screw with crossover mod lol. No arguments about all you said about the two columns. I heard another guy call it turbulence. You could tube the lifter galley. But after you dimple the tube with the dummy lifter, that galley is not nice and round anymore and who knows what exact path that oil will take. Who knows exactly
Where those two columns will meet. It matters not. The oil will still end up at the bearings because it is under pressure and has nowhere else to go except those 4 leaks.
Your rods only get oil from the mains.
I have never totally failed a main bearing either, but I know lots of guys who failed rod bearings. I was just saying if you improve the supply to the mains, you are also insuring supply to the rods.
Sanborn shows you how he modifies the main bearings to get more oil to the rods.
You will never understand the oil speed in the galley because you refuse or don’t understand the issue at number one main.
Number one main is the supply to all the drivers side lifter bores. Those bores leak.
We are in total agreement on that.
We have to cut or stop those lifter leaks.
But Sanborn explains that the main problem
Is the design of the sbm tries to feed those
Lifters from #1 main. Number 1 main is at the very end of the passenger galley. You might as well say that the end of the galley has a great big leak. With a hv pump and high pressure relief spring and a big leak=
big speed in that galley as the pump tries to keep up. That is the root of the problem.
Whether you bush the block, tube the block,
or set screw and crossover the block, all three methods have the same goal to stop the leaks at the lifters and stop supply to the lifters from number one main so that main gets proper volume and pressure. The other main bearings are also helped as well.
Front oiling helps that problem even more.
Did you not notice that Sanborn used bushed
Lifter bores. I am sure they were restricted
Because of the pushrod oiling. So why did he need a crossover if he bushed those bores.
Why not feed that restricted galley from number one main. Think about that.
He already had a supply to the drivers side.
His lifter were bushed. Why a crossover.
He does not even reverse feed number one.
One of his pictures shows where he puts in the plug to block flow from number one.
Because number one main is where all the
Oiling issues begin. You think two columns of oil can’t flow, but you also think a long galley
With a big leak on the end doesn’t flow like crazy(velocity) either. It has to, to try to keep up with those 10 leaks. Look at the Chevy. One galley of oil right from the pump and filter to the cam and main bearings. The lifters are fed from their own galley. That’s what we are trying to do in the sbm.
Dedicate the passenger galley as main bearing supply only.All the galleys in the chev are sealed at the end. The Mopar is not. That is why the blocking of #1 main is way more important than the tube.