I can half - way remember conversations from my machinist from the mid 1980's regarding a 354 truck block and oil system modifications to ensure left or right bank oiling. I saw a video the other day involving an LA engine and fitting copper tubing into the valley area that sparked a memory . Can someone point me to an older link or any info on this is much appreciated.
Out of the last edition of the Mopar engine performance manual (2001?): When roller lifters are used in "A" motor Mopars, the following needs to be done: Copper tubing must be installed in the small block Mopars when roller lifters were installed into the older motors. The roller lifters would uncover the oil galley and would cause low oil pressure. Here is a brief but not complete summery of a lower cost method of what was done (the book gives the complete procedure): The "right side" oil galley was bored out and the copper (or aluminum) tube was pressed in, then each lifter hole was "peened for lifter clearance, and then the copper tube was drilled to open the tube at each lifter. The oil galley on the "left" side was drilled and tap the oil galley 1/4" past the the oil feed that is coming up from the #1 main bearing. and filled with a long Allen bolt. I had to dig out my 1982 version of the Mopar Engine Modification book to find any info on the 354, and then only the dual rocker arm Hemi had any reference. They expressed the importance of being sure the rockers and spacers were correctly oriented on the rocker arm shafts. The intake and the exhaust rockers were different lengths, and if the rockers and spacers were not in the correct location on the correct shaft, the oil supply holes in the rocker shafts would be in the wrong location to provide oil to the rockers. The procedure is also laid out step be step. If you absolutely need it, I can type it out, but would really rather not. You should be able to google that procedure.
Thank you very much for the reply. And that is the exact procedure that I was referring . What I suspect is that this is a carry - over from " FirePower " engines. But just as likely it could be something discovered during the factory trans - am efforts of the early 70's . Either way the gentleman that was telling me all of this was speaking directly about the 354 truck engine that I had purchased from him. ( Interesting that I have seen his old car photos on these forums " Willys Coupe " Jim Rhea's Black Bull " Wheaton , MD ). I never did anything with the engine that I purchased from Jim , and I didn't mess with this crazy copper tubing application in the 392 that I did complete. But specifics such as this are disappearing every day on these engines.
Is this going to be a high rpm race engine? If not, the properly working stock oiling system seems pretty good.
Not sure what you want to accomplish. The LA mod for the roller lifters is not something needed in an EarlyHemi block unless you have some odd-ball roller design or plan on giant cam lifts that could expose the window in the lifter bore. There is a different modification that can be used to equalize oil pressure/volume between left and right lifter galleys. This is a mod to guarantee oil flow to the front main which can starve at higher sustained rpm in stock form. Recall that the left galley is fed through the front main from the right galley. I'll dig out some pics if anyone is interested.
Photo's would be great if you can . And I remember now that he did have a radical roller cam with this that we didn't buy . It took him a week or so to find the stock cam and we had to make a second trip to pick it up.
354 is an early Hemi, differt from the "A" & "LA" engines. The OEM LA rollerlifters with the connector bar is the right width to fit in DeSoto hemis, but too short to fit in the Chr w/o lengthening. Have you looked at Scooter McRad's "Hemi Tech Index" yet?
As requested, some photos of the oil system mods that I have used on certain projects. The goal is to provide more oil volume to the left lifter galley which, in oem form, is fed from the front main bearing. Although very adequate in the average rebuild, the oil supply through the convoluted path can be made better in a high out-put assembly. Once the block is stripped and cleaned I pile up some Ni-rod material next to the lifter bore above the galleys on each side. Next step is to drill vertical hole through the weld material and into the galley. These holes have to be very plumb or else the fittings will be angled and near impossible to connect. The hole diameter must correct for the 1/8" NPT Next step is to tap the holes for 1/8" pipe threads Next step is to install tube fittings. I use blue Loctite to seal the threads. These fittings are for 3/8" tubing The cross-over tube is next. This is 3/8" stainless. Now the pre-assembly mock-up continues. I think that the process is fairly straightforward but let me know if you have questions.
Thank you very much 73RR !!! It was mentioned about referring to a tech index. The tech index is great , except there is no actual interaction. Why have a " forum " if a " tech index " would do ? A really embarrassing question , but has bugged me for a few decades ... does anyone have the actual oil dipstick and starter tube length for a 392 stock center sump pan ? I have purchased 2 aftermarket ones and neither gives me a reading ( with what should be too much oil in the engine ) . I have a remote filter and 7 quarts in the engine but no reading on the stick.
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