The Chev does not have the velocity problem because it has 3 dedicated galleys. All 3 of them are plugged at the end of the run.
The chev does not share valvetrain and lifter oiling with the crankshaft oiling.
The Chrysler due to its design, tries to oil 16 lifters. The drivers side galley gets its supply
From a restricted 9/32 oil passage at number 1 main. The chev has a full size dedicated galley for each bank of lifters.The supply to each of those galleys is full volume
From the pump. When the oil gets to the end of each galley, the oil flow is trapped. It has nowhere to go but to where the lifter leaks are. When the oil gets to the end of the passenger galley on the Chrysler, it is not trapped. It can continue down to number one main, then it is not trapped there either. It can then continue on to the 8 more lifters.Because #1 main doesn’t get good pressure, it may not feed the rod bearing that it feeds either.
The Chev gets its valve train oiling from a dedicated galley that has full volume from the pump. The Chrysler tries to feed its rocket shafts from number 2&4 main. This
Camshaft drilled hole is a compromise design
Neither the main bearing or the rocker’s shaft have full time oil. Comp cams tried to improve the feed to the rockers with a groove in the journal. As we discussed earlier, this drastically shortens 2&4 main bearing life. So in the end the Mopar has 1
Main galley trying to supply too many things
and has only one full volume supply from the pump. The hv pump tries to do the job and keep up with all those leaks. But the drawback is all those leaks have the oil travelling down the galley at excessive speed, as the oil tries to get to its destinations. This speed then has difficulty making the sharp right turns to the main bearings. The Chev simply by its design does not have that problem. All the Chev galleys
Get full volume from the pump as soon as they need it. The oil mods (pick your choice)
all attempt to dedicate the passenger side galley to oiling only the crankshaft like the Chev. Class rules may dictate which method
a builder would choose. The reason the crossover is not taken from the oil sender
Galley is that does not slow the speed of the oil as it passes # 4&3 main. The crossover line is placed in a strategic
Location with exacting exit angles if you want to do it right. That’s why I just tube the block. I drilled the front oil feed passage on a brand new X block with hand tools and it was nerve racking. If that drill went in wrong, it would ruin the block. It worked out ok. But no way I was trying that again with two fittings on an angle in the main oil galleys. Robert wants to try it. But I agree with you that the crossover resupplies the drivers side with oil. It’s just that that is not the whole story. But that crossover by itself
Fixed nothing. We have to plug the passenger galley as well. I noticed in the stroker small block book that he never recommended plugging the galley, but he tubed both sides of the block and restricted
the feed passage to the lifters. That may have enough restriction that number one main works properly and cuts the speed down in the galley. He also says that oiling is less of an issue in a stroker motor that does not rev very high. Bob Mullen and Glidden said the crossover mod was reliable to 10,000 rpm in pro stock.