Mark,

the Cleveland's oil sender passage is tapped into the rear of the right hand lifter galley in the same location where oil feed to bearing #5 is also tapped into that galley. This is not the lowest pressure in the system, or the furthest passage from the oil pump, the left hand lifter galley is the furthest passage to be fed oil, and there is a way to tap into it, it just isn't obvious to everybody.

I have no knowledge of what was done to prep the block of the twin turbo motor. This was not the young mans first Cleveland project, I'm certain the oil system is modified to some degree. An additional oil feed like this would be a good application for a high volume oil pump.

your friend on the DTBB, George

George,Thanks for the clarification. The engineering applications I'm used to seeing is the oil pressure in the most remote bearing. If that pressure is good, then most likely its good everywhere.

George,

I have seen in a Boss 302 Trans Am application a fully grooved crank shaft. Any idea if this application may help the 351C or any idea on what the application was for.

Ron

Gosh Ron,

I haven't heard anybody mention fully grooved cranks since the '60s. The idea for doing so was to feed more oil continuously to the main and/or rod bearings in high rpm racing, but the drawback was it weakened the crank, DOH!

So the fully grooved crank gave way to fully grooved main bearing sets. The cranks were stronger, but they had less bearing surface to support them, DOH! lol........

By the '70s the high rpm boys settled on a fully grooved upper main bearing with a standard lower bearing and/or cross drilled crankshafts.

More oil flow is desirable in high rpm racing to cool the journals & bearings. At one time, we're talking the '50s & early '60s, most racers were running cast iron crankshafts, even the NASCAR boys. They ran large diameter journals for strength. It took them a while to figure this out, but with fordged or billet steel cranks, they could reduce the diameter of the journals while the cranks remained plenty strong enough to survive the abuse of racing. Smaller diameter journals generate less heat.

The Windsor blocks used today in racing are designed for the smaller, Cleveland sized main bearing journals. The rod journals are sbc sized, which are smaller than Cleveland rod journals.

Good ol' Clevite 77 bearings are all that's needed for your Pantera, your car is "groovy" enough as is! (The Clevite main bearings have fully grooved uppers & solid lowers)

your groovy freind on the DTBB, George