Probably, The Ford tech school guys were always saying that the oiling system was the problem, but there were no specifics. I'm with you on the maintenance thing though. Lack of oil changes is definately an issue.
They use the 335 series oiling system. The Cleveland 335 based engines have a seriously substandard oil system. That is why racers use external feed lines, cam bearing oil restrictors, oil manifolded valve covers, and lifter bore sleeves on 351c engines. They send too much oil volume to the top end, the crank tends to starve for oil. It is an issue that has nothing to do with crank strength and everything to do with spinning your bearings. Therefore all the crank kits needed to fix them. Dave
That 426 sounds similar to a combination PAW used to offer (don't know if they still offer or not). It was an offset ground 400M crank with Chrysler 360 rods and a custom piston. Cleaver
You know...I hear this all the time. I've built over 25 Cleveland engines and never used anything other than oil restrictors in the cam feed bores. Even on the 700+ horsepower 8800 rpm engines. I've seen others do the same thing and tear chit up left and right. I've never had one single oil related failure with a 9.2 deck Cleveland.
You wont catch me using the external oil line on my clevelands or 400! My 400 runs 55-60 hot an idles 25 hot. I will say stay away from fram filters on the Fords, I lose 10 psi on Fram Filters. That is just me, you be your judge.
Why do you say that? It is such a simple mod. I did the external line on mine just for cheap insurance. It's not really a matter of not enough pressure either, it is where the oil goes that matters. It can have 100 lbs of pressure, but if the oil flow is going to the cam, it doesn't help your crank. The restrictors are not to increase pressure, just divert flow. Same with the external line trick. Just curious... Dave Edit: If you do not run the external connection, where do you take your oil pressure reading from? If you take it from the front, you are seeing the pressure straight off the pump. A more accurate picture of the oil that your crank is seeing would be read from the rear port, where the oil is feeding the crank.
I run the Moroso restrictor kit in the Clevelands I build. I take the oil pressure readings off the rear port behind the intake. I also never use a high volume or high pressure pump with these engines. Standard volume Mellings pump. I simply blueprint the pump case to gear clearances and lap the gears.
high pressure pumps are overated if you have a stock pan , but if you got a 8qt or something then ok but if you only got 6 qt then well you could sucker' dry
Sounds like a very reasonable approach. I have always used the rear port too, for the reason I mentioned. I have never had the priviledge of building a Cleveland bottom end myself though. All I have had were built previous to me getting ahold of them, so I naturally run the exterior line as opposed to tearing it apart and restricting. I never had one that was intended for race usage either. If I do build one from scratch ever, I will restrict and use the external line as well since it ridiculously easy to do. I did use a HV pump on the C in my Mav, but it had the 10" Moroso sump on it. I would probably rethink that now that I am older and wiser (I hope)... The HV pump supposedly loads your pump shaft too much and can cause spark problems if not break something. That's the word nowadays anyway. Dave
I take my pressure off the back of engine. I do use the restrictor. I gotta dig out a good picture of the oil route and you can see why sending oil back to rear of engine isn't doing any good. The orginal design was fairly more complex then just route line to rear, but those guys were spinning 8-9500 rpm's Mixed feelings on the HPressure pumps, gotta have a big pan, clean up return oil passage's, and pray to God you dont bust dizzy pins or tear gears up! This time freshening up drag motor I went with Blueprinted stock volume pump. Lost a great winning streak at Mason Dixon Dragway. Dizzy gear pin went on the 414 windsor. Take me some time to dig the pic's up on oil route and try to find what all the orginal high rpm spinner oil mod included. Good maching and clearance's is your best route to keep the bearings in.
That's what I'm talkin' about! That should scare anyone away from a HV pump. Also, the HP loss. CC or HR did a comparo on parasitic drag between a standard pump and HV pump. I forgot the results, but it was enough to make you think.
Um, excuse me but the relief valve on the Ford pumps is in the oil pan. If you pump more oil than the engine can handle it by-passes at the pump and goes right back into the pan. It is impossible for any ford V8 pump to suck a pan dry. If you are not using a windage tray or an oil scraper it is possible to have the oil wind up on the crank assembly and cause oiling problems but that only happens at speeds in excess of 6000 rpm. The high volume pumps only pull an extra 25% more hp from the engine than a stock pump - the High pressure pumps use a lot more hp than that. If you are using Ford clearances and recommended viscosity levels you have no problems with high volume pumps costing more hp than you get back by using the Ford windage tray.
I have done it. What happens is that it does not drain back through the engine and into the pan fast enough. It has nothing to do with a 'bypass'.
I've done it, too. HV pump in a stock pan and high rpm. The oil can't drain back down from the top end fast enough. The bypass valve in the pump working against a spring is how the pump pressure is set. Now you can buy pumps with adjustable bypass to set the pressure where you want by turning a bolt.
