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
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 rod bearings in high rpm racing, the Trans Am Mustangs turned upwards of 8000 rpm. But the drawback was the fully grooved journals weakened the crank, DOH!
So the fully grooved crank gave way to cross drilled cranks. Or was it the other way around. I forget. By the '70s, the high rpm boys settled on fully grooved main bearings.
Good ol' Clevite 77 fully grooved main bearings are all that's needed for your Pantera, thus equipped your car will be "groovy" enough!
your groovy friend on the DTBB, George