I’m building up my 85 dodge 318 because you gave me the encouragement and wisdom to be successful, on this build! You are a household name! Thank you! Uncle Tony!! Your changing lives by giving hope!
So if a hydraulic lifter pumps oil up through the pushrod vs a solid lifter where the oil is pumped up through the rocker is a standard Chevy 350 block designed for both hydraulic and solid?
@@Baron-Von-1973 chevys pump oil up to the rockers through the lifter and push rods, Chrysler generally pumps oil up to the rockers through the rocker shaft pedestals Either way the lifters can be solid or hydraulic it just depends on the lifter internal design.
@@Baron-Von-1973 chevy and most ford lifters provide a path for oil to flow up through the pushrods to oil the rockers and valve stems. the oil pump provides the pressure. just change the cam and lifters and they work the way they are designed. Always use the cam companies recommended matching parts to insure it's designed to work as a system
Super interesting video Uncle Tony. Here's a related story from a Ford guy. I recently rebuilt a 300k mile Ford Ranger 4.0 OHV V6, and was dismayed to find literally ALL of the hydraulic lifters were seized. (Change your oil people!) The Ford Cologne V6 (2.6, 2.8, 2.9, 4.0) is a 60 degree V, central camshaft engine, with shaft mounted and oiled rockers. When the engineers added hydraulic roller lifters to these engines in the 80s, they just drilled a small channel in the side of the lifter bore that a small pin swedged in the side of the lifter body rides up and down in to keep it aligned. There are calibrated holes in the lifter that feed its central cavity from the oil gallery. The pressurized cavity in the lifter contains two plunger cups, two springs, and a check ball designed to capture pressurized oil and maintain the lash in the valvetrain. Unfortunately this design does NOT tolerate motor oil or oil change intervals that leave a varnish inside the engine. Once those cups are stuck, you either have too much valve lash, or too much preload, both of which will wear out the rocker cups, wipe the pushrod tips, and in extreme circumstances wear the tops of the valves. While I'm just a shadetree mechanic, I hope my changes will minimize issues in my rebuild (not a hotrod) long term. I chamfered the oil drainback holes in the block, installed a Melling high volume (not high pressure) oil pump, and installed replacement pushrods and rockers. I noticed the Melling replacement rockers had larger oil holes meant to feed the valve tips from the rocker shaft. Finally I committed to a 3-4k mile oil change interval with a synthetic blend high detergent oil. Also if I haven't driven the truck in a few days, I run the starter with the gas pedal to the floor (clear flood mode) until I see oil pressure before starting. Watching this video makes me feel more confident in my process. But I still wonder if larger holes could be drilled in the lifters to minimize fouling? I'm also curious how much aftermarket camshafts affect hydraulic lifters that are calibrated to be pressurized momentarily when the cam is on its base circle?
Youre so right. I have been telling everyone that if the engineers built it with these specs, it's for reliability. When you change 1 aspec, it change the hole combinaison that's maybe not meant to take that compression, that lift, that oiling, those bolts torque specs. Everything. Oiling is the blood of the engine, no oil or restricted oil = limited life. Tony is the go too for teaching all the time. Nice content as always.
This was a great video. I learned a lot of little things about oiling that I didn’t know about and you made it very easy to follow and understand. Thanks Uncle Tony.
SWEET! I am trying to find this information for my current Ford 200 build, rocker assembly is currently being tackled. No one is talking about the oiling on these systems anywhere. Thanks Tony!
A very "complex and delicate "procedure we do with old chevy inline 6s when using solid flat tappets or locking hydro lifters is to shove some steel wire inside the pushrods so the top of the head isnt so full of oil, also raised your oil pressure 5/10lbs. Just bend the ends in a Z shape and shove them in
Dealing with oiling issues at present...Ford 351C...the absolute king of internal oil leaks, matched with an oiling system that isn't main priority. Full groove main bearings are just icing on the cake. That, and an oil pressure port in a sketchy place....Good video, Tony.
Brilliant! Been through this type of thing many times hot rodding cars, bikes, and, dragsters. Been bit in the ass a couple times by getting it wrong too. Thanks for bringing stuff like this to light.
I have a 1929 Dodge Brothers hot rod with a 360 magnum engine, Your videos have provided me with a wealth of information. From the bottom of my oil pan to the top of my air filter, I thank you for all the information you have provided.
Good video, uncle Tony here in Australia there’s a guy called “the clevo king” and regarding Ford Cleveland. He did a video on a top end oiling management system that came out of the USA called Hank the crank oiling system……. As you would know, it’s basically a manifold in the valley that assists in getting the oil back down to the sump to deal with high rpm causing too much oil to accumulate in the heads and starving the pick up in the sump….. Might be an interesting video for you or your viewers…….
Good video, great explanation Tony, I definitely got something out of it. Oddly, down here, the small block, no feed lifter is more widely available, and cheaper to buy than the Hemi 6 version, which is the identical lifter used in the Jeep 4.0. On the rare occasion, new players have been caught out, fitting the small block item to the 6, with obvious results. I actually buy my Hemi 6 lifters ex USA and have them shipped down under for less than buying locally. Keep the good stuff coming. See ya in 3 hours 😆
Your videos are too short as far as I'm concerned. And what I get out of your videos is the precious time of yours that you give to us explaining all of the various and extremely interesting topics that you talk about. And also the enjoyment that YOU get out of it. Thank you, Uncle Tony. Merry Christmas & a Happy New Year to everyone on your end. 👉🏽👍🏽🫵🏽🙏🏼🎄
Just food for thought. The small block Chevy is the only production engine with almost a perfect oiling system. Yes you can improve. But if it's clean and in spec, your good. If only Buick could be so lucky. Lol
@@PatandDoopypoopy I am going with a Melling high volume oil pump, cam, and lifters. Of course I will break it in properly like I have in the past. I have the GM shop manual with all the specs.
@@r.joseph8911 Yeah, I did a full rebuild of my twin cam harley, and when I replaced the cams I used LS lifters instead of the overpriced HD or S&S units. I have a couple thousand miles on it so far and its been good.
Its amazing how different ohc engines are. If you run an older style ohc engine with the valve cover off you'll have oil nearly hitting the ceiling because the timing chain is just flinging oil up and it doesn't seem to be an issue.
The difference between oil in an OHC inline and Pushrod V Style engine is drainback. Offhand the only engine I can think of that has drainback passages at the outer corners of the head is the 426 Hemi (although I'm sure there are others) On an inline, there's much less need to restrict top end oiling because there's no place for significant pooling to occur. It all just falls back freely
Love these "universal, applies to all engines, not just Mopar" videos, but you clearly forgot to mention the dangers of and how to prevent pushrod tube O-ring leaks. I can't be the only Corvair owner here, amirite? :)
S&S did a video years ago with a mock up engine showing the Chevy lifters different oil hole size kept oil from getting to the rockers. It was a pretty good video.
Ah, the piddle (pintle?) valve ! Customer's old Slant Sixes would be dry as snuff up top with noisy rockers , but as soon as they were properly adjusted oil would come up the pushrod and appear along the rockers to oil the valve end . Thanks Tony, I can sleep now !
Next Video Explain How Changing Geometry Changes Oiling. Angle Milling and Such Will Charge the Angle at top of lifter and oil hole on rocker.. Correction Can be made with pushrod length and valve stem length.
Interesting. I knows about top end oiling mods on VW type 1 engines. VW’s oil through the pushrod. When you put in an aftermarket cam, especially an aggressive one. There are some oiling mods it’s best to do. On a stock or stock-style VW lifter (the more proper term is cam follower on these) there are two channels to let oil around the lifter, but only one has an oiling hole. The mod is to cut two or three small grooves into the lifter to let oil flow in between the channels. This does something similar to the magnum lifter with it’s wide channel. It maintains oil flow for more degrees of rotation, and since aggressive cams have longer durations of valve lift and faster ramps it chokes oil flow a little on unmodified lifters. It’s best to do with in conjunction with other oiling mods but you get the idea.
Another great video! The intricacies of valvetrain oiling is definitely not something covered often, so this is valuable. And, it is a reminder of how important oil changes are. Those are some really small holes that oil has to pass through, and a lack of oil changes is what leads to these tiny holes getting plugged up and then you have failure and breakage.
When I did not know to much I ordered pushrods from summit sent me hollow pushrods and the oiling was never a problem in LA 318.Later several people told me it won't work but always did Had 60lbs at startup on a hot day parked in direct sunlight would only drop down to 25lbs at idle.
Birdy Numb-Numb!!! My goodness, that was half a century ago. You must be old (I am). I'll bet there isn't another person here that knows where that is from. If anyone else does know we should have a Party.
Smokey Yunicks book "POWER SECRETS" is a great read ....you'll read it three times wishing the thing was 10 times as thick ....there is talk about lifter/rocker..."oiing" ..... hes all about rollers or nothing.....timing gears or nothing ....(screw chains) but in short ....find the book IT ROCKS
I'm looking into putting Magnum heads on a 1973 318. Do I need to block off any oil passages? Whats the best flat tappet lifter? Rhodes hydraulic or solid? Can the LS roller rockers fit Magnum heads? Whats the best pushrod? Looking for 300 horsepower, thanks for your time.
I think the size of the "void" in the lifter also has to do with the profile of the camshaft. A roller has a different ramp up than a flat tappet. A solid roller ramps even faster. Will it have a bigger void???
I have a 318 I have tore down cleaning up the block etc. I noticed one of the oil passages in the lifter bore is smaller than the others. Do you think that affects the oiling of that lifter and if so how do I remedy it without compromising the bore. Thanks Uncle.
We deal with this all the time, without fully realizing it. When a part number changes from one year to the next but the part looks the same. What changed? With the passage of time, it only gets worse. Go look at 10 rebuilt B/RB water pumps, they’ll all be different, but when new, they had specific applications, most of the time, we get away with it.
Thanks for pointing out the differences between chevy and harley lifters. Ive had to argue with countless people about this. Try and explain it and it gets lost on them, usually.
Also, from what I've been told, the radious in the pushrodcup is different between the chevy and harly lifters. Ua you can take them apart and swap the cups bit,then you using used cups. To have new you would have to buy hatley lifters and rob the cups out of them. That would defeat the cost savings. This info is not first hand to me. It's just what I've been told by 50+ year old school jatley shop guys.
Ok Tony! After seeing this now I have retrofit hydraulic rollers in my 360 . From what I’ve got out of you is the holes in the push rods WILL lower my oil pressure at ideal! What else will this do?
Applications in Classic Mechanical Engineering. tomorrow, tomorrow. I'll be building on tomorrow. cause tomorrow's only a day away! though I only miss, & count 8 of 24! good luck all !
Those rockers probably don't need very much oil. So the moments that u say the oil feed is blocked off (I have not studied these parts myself so that's why I'm saying ",when u say") is negligible. When the oil feed is in position to allow oil through is probably plenty of oil. Just a few drops per so second is enuf. I have a FE engine I run & that is a big issue of flooding the oil up top so its common to restrict the oil flow to the top end. Factory is a 5/16 oil feed hole witch is .3125 in size. I plugged that off & drilled a .093 hole in the plug & it's plenty of oil. So I restricted 2/3 of the oil going to the top of the engine & its still enuf with the oem rocker shafts. If I had aftermarket roller rockers it would need even less oil.
How about the other way, where the angle of the pushrod leaves the hole open for most or all of the rockers range of travel. X16, that's a good bit of extra oil heading to the top end, no?
🗿💨imo, the valve guide to valve stem lubrication is the worst culprit of ill running old engines. Fuel stabilizer helps with lubrication tho. Add til she smokes a lil🤠👍. But thats me and mine. Thanks Tony👍
Isn’t it amazing how something you think will work. Is actually a bad idea.?? Test and test some more. Most of the time it gets expansive in the r&d faze !!!!
id like to see some objective evidence that an engine "pumped all the oil to the top" oil pressure issue vs the oil pressure issue being crankcase windage control issue.
"What you have to understand is when an engineer sits down to design an engine"..... Back in the day gearheads all agreed the legendary Ed Cole must have seen his Small Block Chevrolet in his dreams. After he dreamed the thing up the rest was easy. He simply went in to work 1 day and drew his visions out on paper. Anybody who ever saw a pirated 327 from a Kingswood Wagon turn 7500 with a basically stock oiling system won't argue.
For sure there's money to be made if you keep looking for the deals and have a bit of a pillow to get repairs done. I bought a 2010 Elantra with a blown clutch for 800 and paid a reputable mechanic shop do the repairs for 1200. Sold the car for 6000. Didn't even have to touch the car.
Personally I think a lot of this is not enough drain back capacity designed into the engine in the first place. AMC V-8s feed the cam and crank bearing from the passenger side oil galley. The drivers and passengers side are both 1/2". At high rpm in racing applications they were notorious for pumping up the drivers side top end. Unless the flow path to the drivers side was restricted somewhat to only flow the amount of oil needed to properly lubricate the valves through the pushrods. The oiling system was perfectly fine for street use. But when designed in 64 or 65 race use wasn't on the table. Actually very few production engines are designed with race use in mind.
I’m building up my 85 dodge 318 because you gave me the encouragement and wisdom to be successful, on this build!
You are a household name!
Thank you!
Uncle Tony!!
Your changing lives by giving hope!
I've been studying camshaft and valvetrain geometry for over 45 years and as engines evolve there is still more to learn.
As my dad and grandpa always told me...the day you don't learn something new about whatever you're doing is the day that you should give it up.
Hey Tony. Why did you stop rebuilding the engine months ago? You got the parts and that was it.
So if a hydraulic lifter pumps oil up through the pushrod vs a solid lifter where the oil is pumped up through the rocker is a standard Chevy 350 block designed for both hydraulic and solid?
@@Baron-Von-1973 chevys pump oil up to the rockers through the lifter and push rods, Chrysler generally pumps oil up to the rockers through the rocker shaft pedestals Either way the lifters can be solid or hydraulic it just depends on the lifter internal design.
@@Baron-Von-1973 chevy and most ford lifters provide a path for oil to flow up through the pushrods to oil the rockers and valve stems. the oil pump provides the pressure. just change the cam and lifters and they work the way they are designed. Always use the cam companies recommended matching parts to insure it's designed to work as a system
The sheer volume of information you just delivered is incredible. Thank you UT.
I love this tech. I'm always hungry for this type of information and UT is like a big slice of apple pie with ice cream and whipped cream.
Tony definitely paid 100% attention to what he was learning when he was growing up, way to go !!
Super interesting video Uncle Tony.
Here's a related story from a Ford guy. I recently rebuilt a 300k mile Ford Ranger 4.0 OHV V6, and was dismayed to find literally ALL of the hydraulic lifters were seized. (Change your oil people!) The Ford Cologne V6 (2.6, 2.8, 2.9, 4.0) is a 60 degree V, central camshaft engine, with shaft mounted and oiled rockers. When the engineers added hydraulic roller lifters to these engines in the 80s, they just drilled a small channel in the side of the lifter bore that a small pin swedged in the side of the lifter body rides up and down in to keep it aligned. There are calibrated holes in the lifter that feed its central cavity from the oil gallery. The pressurized cavity in the lifter contains two plunger cups, two springs, and a check ball designed to capture pressurized oil and maintain the lash in the valvetrain.
Unfortunately this design does NOT tolerate motor oil or oil change intervals that leave a varnish inside the engine. Once those cups are stuck, you either have too much valve lash, or too much preload, both of which will wear out the rocker cups, wipe the pushrod tips, and in extreme circumstances wear the tops of the valves.
While I'm just a shadetree mechanic, I hope my changes will minimize issues in my rebuild (not a hotrod) long term. I chamfered the oil drainback holes in the block, installed a Melling high volume (not high pressure) oil pump, and installed replacement pushrods and rockers. I noticed the Melling replacement rockers had larger oil holes meant to feed the valve tips from the rocker shaft. Finally I committed to a 3-4k mile oil change interval with a synthetic blend high detergent oil. Also if I haven't driven the truck in a few days, I run the starter with the gas pedal to the floor (clear flood mode) until I see oil pressure before starting.
Watching this video makes me feel more confident in my process. But I still wonder if larger holes could be drilled in the lifters to minimize fouling? I'm also curious how much aftermarket camshafts affect hydraulic lifters that are calibrated to be pressurized momentarily when the cam is on its base circle?
Youre so right. I have been telling everyone that if the engineers built it with these specs, it's for reliability. When you change 1 aspec, it change the hole combinaison that's maybe not meant to take that compression, that lift, that oiling, those bolts torque specs. Everything.
Oiling is the blood of the engine, no oil or restricted oil = limited life. Tony is the go too for teaching all the time. Nice content as always.
This was a great video. I learned a lot of little things about oiling that I didn’t know about and you made it very easy to follow and understand. Thanks Uncle Tony.
SWEET! I am trying to find this information for my current Ford 200 build, rocker assembly is currently being tackled. No one is talking about the oiling on these systems anywhere. Thanks Tony!
Uplifting video I could watch from my rocker. Oil the things I needed to know about.
Watched this channel for several years, and damn it just gets better!
A very "complex and delicate "procedure we do with old chevy inline 6s when using solid flat tappets or locking hydro lifters is to shove some steel wire inside the pushrods so the top of the head isnt so full of oil, also raised your oil pressure 5/10lbs. Just bend the ends in a Z shape and shove them in
Interesting
they had too much oil?
Dealing with oiling issues at present...Ford 351C...the absolute king of internal oil leaks, matched with an oiling system that isn't main priority. Full groove main bearings are just icing on the cake. That, and an oil pressure port in a sketchy place....Good video, Tony.
Brilliant!
Been through this type of thing many times hot rodding cars, bikes, and, dragsters. Been bit in the ass a couple times by getting it wrong too. Thanks for bringing stuff like this to light.
I have a 1929 Dodge Brothers hot rod with a 360 magnum engine, Your videos have provided me with a wealth of information. From the bottom of my oil pan to the top of my air filter, I thank you for all the information you have provided.
Good video, uncle Tony here in Australia there’s a guy called “the clevo king” and regarding Ford Cleveland.
He did a video on a top end oiling management system that came out of the USA called Hank the crank oiling system…….
As you would know, it’s basically a manifold in the valley that assists in getting the oil back down to the sump to deal with high rpm causing too much oil to accumulate in the heads and starving the pick up in the sump…..
Might be an interesting video for you or your viewers…….
Good video, great explanation Tony, I definitely got something out of it.
Oddly, down here, the small block, no feed lifter is more widely available, and cheaper to buy than the Hemi 6 version, which is the identical lifter used in the Jeep 4.0. On the rare occasion, new players have been caught out, fitting the small block item to the 6, with obvious results. I actually buy my Hemi 6 lifters ex USA and have them shipped down under for less than buying locally. Keep the good stuff coming. See ya in 3 hours 😆
Your videos are too short as far as I'm concerned. And what I get out of your videos is the precious time of yours that you give to us explaining all of the various and extremely interesting topics that you talk about. And also the enjoyment that YOU get out of it. Thank you, Uncle Tony. Merry Christmas & a Happy New Year to everyone on your end. 👉🏽👍🏽🫵🏽🙏🏼🎄
I am currently rebuilding a 1999 5.7 vortec. Your vids have been invaluable. Thanks Tony
Just food for thought. The small block Chevy is the only production engine with almost a perfect oiling system. Yes you can improve. But if it's clean and in spec, your good. If only Buick could be so lucky. Lol
@@PatandDoopypoopy I am going with a Melling high volume oil pump, cam, and lifters. Of course I will break it in properly like I have in the past. I have the GM shop manual with all the specs.
Learned the difference with the HD lifters from this video, makes me feel better about the LS1 lifters I put in my softail. Thanks Tony
I am not very familiar, but do you mean lifters from an LS engine in your Harley engine?
@@r.joseph8911 Yeah, I did a full rebuild of my twin cam harley, and when I replaced the cams I used LS lifters instead of the overpriced HD or S&S units. I have a couple thousand miles on it so far and its been good.
@@GasMaskPaintballerI used 5.7 vortec lifters in mine (I’m sure they’re the same part number) and no issues for me yet either
Its amazing how different ohc engines are. If you run an older style ohc engine with the valve cover off you'll have oil nearly hitting the ceiling because the timing chain is just flinging oil up and it doesn't seem to be an issue.
The difference between oil in an OHC inline and Pushrod V Style engine is drainback. Offhand the only engine I can think of that has drainback passages at the outer corners of the head is the 426 Hemi (although I'm sure there are others)
On an inline, there's much less need to restrict top end oiling because there's no place for significant pooling to occur. It all just falls back freely
I usually use a high volume oil pump when doing any mods on an engine. I have heard of amc lifters creating low oil pressure in chrysler engines.
Great information Tony !! You’re always a fountain of good stuff!
Love these "universal, applies to all engines, not just Mopar" videos, but you clearly forgot to mention the dangers of and how to prevent pushrod tube O-ring leaks. I can't be the only Corvair owner here, amirite? :)
You can prevent pushrod tube oil leaks?😁
With a little effort and an extra gasket the corvair 1.6 rockers fit a small block chevy AND you don't have any more pushrod tubes...
This is why I never messed with changing makes and models inside the engine. I didn’t know this but I knew there was something I didn’t know.
S&S did a video years ago with a mock up engine showing the Chevy lifters different oil hole size kept oil from getting to the rockers. It was a pretty good video.
One word: "prolong" it works so well, even under bearing load test, couldn't get the bearing to size, even at over 600lbs. pounds.
Ah, the piddle (pintle?) valve ! Customer's old Slant Sixes would be dry as snuff up top with noisy rockers , but as soon as they were properly adjusted oil would come up the pushrod and appear along the rockers to oil the valve end . Thanks Tony, I can sleep now !
Next Video Explain How Changing Geometry Changes Oiling. Angle Milling and Such Will Charge the Angle at top of lifter and oil hole on rocker.. Correction Can be made with pushrod length and valve stem length.
Everything this man says i use in the things im doing with my diesels,
Interesting. I knows about top end oiling mods on VW type 1 engines. VW’s oil through the pushrod. When you put in an aftermarket cam, especially an aggressive one. There are some oiling mods it’s best to do. On a stock or stock-style VW lifter (the more proper term is cam follower on these) there are two channels to let oil around the lifter, but only one has an oiling hole. The mod is to cut two or three small grooves into the lifter to let oil flow in between the channels. This does something similar to the magnum lifter with it’s wide channel. It maintains oil flow for more degrees of rotation, and since aggressive cams have longer durations of valve lift and faster ramps it chokes oil flow a little on unmodified lifters. It’s best to do with in conjunction with other oiling mods but you get the idea.
Yes , important to keep top end oiled . 😊
But not over oiled.
@@mpetersen6 Goldilox system .
Another great video! The intricacies of valvetrain oiling is definitely not something covered often, so this is valuable. And, it is a reminder of how important oil changes are. Those are some really small holes that oil has to pass through, and a lack of oil changes is what leads to these tiny holes getting plugged up and then you have failure and breakage.
there are so many things to consider when modifying engines.
Like the nerd out sessions !
Bring it Tony....I'm all pumped up for lifter pump-up.
Always a wealth of information. Thank you.
Great video, would have liked to hear about oil restrictors and overall engine oiling
When I did not know to much I ordered pushrods from summit sent me hollow pushrods and the oiling was never a problem in LA 318.Later several people told me it won't work but always did Had 60lbs at startup on a hot day parked in direct sunlight would only drop down to 25lbs at idle.
This is really good stuff, love the details utg. Thank you greatly.
Uncle Tony that is on of the best videos you have made in a long time keep them coming
Mind-numbing Gear Head Information. Birdy Numb-Numb Good. K33P it Coming, Nerd. ;-) Strength! GODspeed!
Birdy Numb-Numb!!! My goodness, that was half a century ago. You must be old (I am).
I'll bet there isn't another person here that knows where that is from. If anyone else does know we should have a Party.
LMFAO! @@ronsereda4242 HOWDY PARDNER. Strength! GODspeed!
Old and still clueless. :(
I have used shell type mechanical tappets with longer cupped type pushrods that oil through the rockers with good success .
Smokey Yunicks book "POWER SECRETS" is a great read ....you'll read it three times wishing the thing was 10 times as thick ....there is talk about lifter/rocker..."oiing" ..... hes all about rollers or nothing.....timing gears or nothing ....(screw chains) but in short ....find the book IT ROCKS
Very informative Tony and you didn’t even get excited 😂but that’s okay we have to pick our battles 😎👍
I love these types of videos. Thank ya for imparting knowledge to us!
My straight six 4.9 F150 is a little noisy first start in the morn. 200k miles
Love it! A wealth of knowledge!!
V-twin Kohler engines use the 350 Chevy type lifter...good engines.
The Way of the GEARHEAD MONK..
Wow this was very informative!!!
I need to learn more about this!
What a great tutorial. Much Appreciate.
I'm looking into putting Magnum heads on a 1973 318. Do I need to block off any oil passages? Whats the best flat tappet lifter? Rhodes hydraulic or solid? Can the LS roller rockers fit Magnum heads? Whats the best pushrod? Looking for 300 horsepower, thanks for your time.
you are a book of knowledge sir!!
I think the size of the "void" in the lifter also has to do with the profile of the camshaft. A roller has a different ramp up than a flat tappet. A solid roller ramps even faster. Will it have a bigger void???
I thought the cutout section on the solid lifter would store oil to ensure it always has oil.
I have a 318 I have tore down cleaning up the block etc. I noticed one of the oil passages in the lifter bore is smaller than the others. Do you think that affects the oiling of that lifter and if so how do I remedy it without compromising the bore. Thanks Uncle.
Make another on this UT... Plz. Good vid as well.
Always wanted to build a system to pre oil the engine before cranking it up. Build oil pressure before the system is turning it over.
Most simply disable the spark and crank the engine until oil pressure comes up. A separate switch to start the spark and you’ve done it.
So Wise , Thank You . Good to know
AWESOME info UT....ty....MOPAR 4 EVER.
Is it ok to have both rail and pushrod oiling with the la lifter conversion to roller kit
I'm thinking I have a issue with this on a383 w/ a .509 lift DC cam
Thanks for the knowledge , Appreciate it.
We deal with this all the time, without fully realizing it. When a part number changes from one year to the next but the part looks the same. What changed? With the passage of time, it only gets worse. Go look at 10 rebuilt B/RB water pumps, they’ll all be different, but when new, they had specific applications, most of the time, we get away with it.
Nice analysis Tony.
Did LA small blocks suffer from the pump it all up top issue?
Thanks for pointing out the differences between chevy and harley lifters. Ive had to argue with countless people about this. Try and explain it and it gets lost on them, usually.
Also, from what I've been told, the radious in the pushrodcup is different between the chevy and harly lifters. Ua you can take them apart and swap the cups bit,then you using used cups. To have new you would have to buy hatley lifters and rob the cups out of them. That would defeat the cost savings. This info is not first hand to me. It's just what I've been told by 50+ year old school jatley shop guys.
A question I never considered before- why is it called a "hot-rod"?
So my 73 350 SBC with over 100,000 miles on it and still running smooth, but with only 35-ish psi at idle would probably benefit from a light rebuild
Ok Tony! After seeing this now I have retrofit hydraulic rollers in my 360 . From what I’ve got out of you is the holes in the push rods WILL lower my oil pressure at ideal! What else will this do?
Applications in Classic Mechanical Engineering. tomorrow, tomorrow. I'll be building on tomorrow. cause tomorrow's only a day away! though I only miss, & count 8 of 24! good luck all !
T-shirt idea: “There’s more to oiling my top end than you can think”
Those rockers probably don't need very much oil. So the moments that u say the oil feed is blocked off (I have not studied these parts myself so that's why I'm saying ",when u say") is negligible. When the oil feed is in position to allow oil through is probably plenty of oil. Just a few drops per so second is enuf. I have a FE engine I run & that is a big issue of flooding the oil up top so its common to restrict the oil flow to the top end. Factory is a 5/16 oil feed hole witch is .3125 in size. I plugged that off & drilled a .093 hole in the plug & it's plenty of oil. So I restricted 2/3 of the oil going to the top of the engine & its still enuf with the oem rocker shafts. If I had aftermarket roller rockers it would need even less oil.
How about the other way, where the angle of the pushrod leaves the hole open for most or all of the rockers range of travel. X16, that's a good bit of extra oil heading to the top end, no?
Keep it coming Tony. 👍
🗿💨imo, the valve guide to valve stem lubrication is the worst culprit of ill running old engines. Fuel stabilizer helps with lubrication tho. Add til she smokes a lil🤠👍. But thats me and mine. Thanks Tony👍
Isn’t it amazing how something you think will work. Is actually a bad idea.?? Test and test some more. Most of the time it gets expansive in the r&d faze !!!!
The Ford FE is an oil control nightmare those things will teach you a lesson on oiling quickly
Good video, thanks !
Great job Tony .Thank you.
Yes
Teach Tony !!!
id like to see some objective evidence that an engine "pumped all the oil to the top" oil pressure issue vs the oil pressure issue being crankcase windage control issue.
AMC v8 ‘s will rack your brain with their oiling systems
I really enjoyed your video.
Thank you kindly…..
Good stuff!
Great info
It's refreshing to hear "Oil Galley", so many times I hear it called "Oil Gallery", even big time UA-camrs.
Oil gallery is the correct term. A gallery is another term for passage/passageway ie. the passage way for the oil.
Chaps my butt
Yeah. Galley is incorrect. Gallery is a channel or passage. A galley is a kitchen on a boat.
Yeah, it’s incredible how some people are just slopes
All my old automotive tech books and old Hot Rod magazines call it a "Galley".
Is that piddle valve anything like the one I got?
Take saul- palmetto for that.
I'm curious how the oiling goes in my 5.7 Hemi what could be done to improve it and make it more reliable and more performance
video assolutamente fantastico!!!
thanks, great stuff!
"What you have to understand is when an engineer sits down to design an engine"..... Back in the day gearheads all agreed the legendary Ed Cole must have seen his Small Block Chevrolet in his dreams. After he dreamed the thing up the rest was easy. He simply went in to work 1 day and drew his visions out on paper. Anybody who ever saw a pirated 327 from a Kingswood Wagon turn 7500 with a basically stock oiling system won't argue.
ISKY ❤️
Buick shaft oiled rockers.
So does dodge ever think about the height of the camshaft’s. Oops did I not use my inside voice again
For sure there's money to be made if you keep looking for the deals and have a bit of a pillow to get repairs done. I bought a 2010 Elantra with a blown clutch for 800 and paid a reputable mechanic shop do the repairs for 1200. Sold the car for 6000. Didn't even have to touch the car.
Oldsmobiles in my experience are terrible with running the lower end dry.
Personally I think a lot of this is not enough drain back capacity designed into the engine in the first place. AMC V-8s feed the cam and crank bearing from the passenger side oil galley. The drivers and passengers side are both 1/2". At high rpm in racing applications they were notorious for pumping up the drivers side top end. Unless the flow path to the drivers side was restricted somewhat to only flow the amount of oil needed to properly lubricate the valves through the pushrods. The oiling system was perfectly fine for street use. But when designed in 64 or 65 race use wasn't on the table. Actually very few production engines are designed with race use in mind.
Tony's college classes...