Way back in the 70s and 80s I had the opportunity to learn some helpful hints from one of Dick Trickle's pit crew for Cleveland oiling. The no 2 rod bearing seemed to be the worst problem area for that engine. Through their investigations they found that the crank oiling holes were drilled differently than say a SB Chev. They found that running fully grooved main bearings and a larger pan due to the oil retained in the top of the engine solved virtually all their problems. I'm told that the oil was not applied to the crank at the point of most combustion pressure and the flow to the rods was not sufficient. As you probably know Dick ran long races at fairly high rpm when he was circle track racing and swears this simple mod virtually eliminated any issues.
Waddell Wilson talks about the myths of Cleveland oiling systems in his book. His NASCAR winning engines had almost no modifications, just increased oil pressure. Ford used fully grooved, ain't bearings on all high performance Cleveland's from factory to ensure oil supply to the bid ends. The greatest weakness of the Cleveland is that it actually the least understood performance engine in history. That said, anything that improves lubrication is not a bad thing
Years ago I drilled out the oil passage to the filter to 5/8", then polished the oil passages and rounded the corners in a 429 Ford oiling system. I used only a small carbide teardrop cutter and sandpaper rolls. The engine had instant oil pressure upon startup and held 60-65 psi when warmed up and running, and it increased with RPMs. Not really knowing about any other mods, it worked well enough for me at the time. I wish I had found you back then for more and better modification advice. Thank you for sharing this advice, I appreciate it!
Hey Brent. Thank you for this. I have been building successful Ford street and race engines for nearly fifty years. As you intimated, many people get tangled up in the weeds regarding Ford engine oil system mods. Aftermarket blocks have improvements in these areas, among other improvements. Most aftermarket blocks now incorporate priority main oiling in engine series that originally did not have this feature as in 335 and most 385 series engines. The original 385 series Boss 429 did employ an improved oiling system not seen in other 385s. The Boss 429 also feeds oil to the upper valve train through rocker stands and not through pushrods. That engine still benefits from increased oil pressure, clearances and tolerances tailored to application, and like all other engines, the use of the proper weight and type of oil. In every case, for every engine, make certain the oil pump internals are within spec., and the entire pump housing is deburred in order to negate possible stress risers. I've seen a number of cracked pumps through the years, no matter the manufacturer. Also don't forget an efficient and secure pump pick-up assembly. One last thing. For most engines I've built, I've used fully grooved main bearings in most applications. The extra oil they supply to the crankshaft is greatly beneficial and not a detriment due to the forces generated at the crankshaft. This is true in most, but not every case. Allow Experienced engine builders such as Brent to call the shots here and with your other build specifics. Thank you again.
Don’t forget to check the oil drain back passages in the head and gasket match the ones in the block I’ve had 351w that had them 85% closed off!!!!! On edlebrock heads
I love your videos and wish your shop was closer to me. I have an FE oil supply question. I have a fe360 stroked to a 431 with trickflow heads and getting ready to install soon. Do you restrict the trickflow oil supply at the top? I did the plugs throughout the block and have a deep sump oil pan with new oil pump. Thanks in advance!!
Hi Brent, on the Windsor engines you advise using the M68A oil pump, would that change depending on the pan used i.e. an aftermarket pan with say 7/8/9 quarts? Thanks Dave
I drill out main oil feeds and fit oil manifold in valley and plum into front external gallery plug with external pipe feeding into valley manifold and y feed into rear oil sender 10000rpm
Way back in the 70s and 80s I had the opportunity to learn some helpful hints from one of Dick Trickle's pit crew for Cleveland oiling. The no 2 rod bearing seemed to be the worst problem area for that engine. Through their investigations they found that the crank oiling holes were drilled differently than say a SB Chev. They found that running fully grooved main bearings and a larger pan due to the oil retained in the top of the engine solved virtually all their problems. I'm told that the oil was not applied to the crank at the point of most combustion pressure and the flow to the rods was not sufficient. As you probably know Dick ran long races at fairly high rpm when he was circle track racing and swears this simple mod virtually eliminated any issues.
Waddell Wilson talks about the myths of Cleveland oiling systems in his book. His NASCAR winning engines had almost no modifications, just increased oil pressure. Ford used fully grooved, ain't bearings on all high performance Cleveland's from factory to ensure oil supply to the bid ends. The greatest weakness of the Cleveland is that it actually the least understood performance engine in history. That said, anything that improves lubrication is not a bad thing
Years ago I drilled out the oil passage to the filter to 5/8", then polished the oil passages and rounded the corners in a 429 Ford oiling system. I used only a small carbide teardrop cutter and sandpaper rolls. The engine had instant oil pressure upon startup and held 60-65 psi when warmed up and running, and it increased with RPMs. Not really knowing about any other mods, it worked well enough for me at the time. I wish I had found you back then for more and better modification advice.
Thank you for sharing this advice, I appreciate it!
Solid advice from personal experience is hard to beat. You nailed the Cleveland problems and solutions perfectly ! 🏁
Brent & Ben are my go to....always spot on.
Hey Brent. Thank you for this. I have been building successful Ford street and race engines for nearly fifty years.
As you intimated, many people get tangled up in the weeds regarding Ford engine oil system mods.
Aftermarket blocks have improvements in these areas, among other improvements. Most aftermarket blocks now incorporate priority main oiling in engine series that originally did not have this feature as in 335 and most 385 series engines. The original 385 series Boss 429 did employ an improved oiling system not seen in other 385s. The Boss 429 also feeds oil to the upper valve train through rocker stands and not through pushrods. That engine still benefits from increased oil pressure, clearances and tolerances tailored to application, and like all other engines, the use of the proper weight and type of oil. In every case, for every engine, make certain the oil pump internals are within spec., and the entire pump housing is deburred in order to negate possible stress risers. I've seen a number of cracked pumps through the years, no matter the manufacturer. Also don't forget an efficient and secure pump pick-up assembly. One last thing. For most engines I've built, I've used fully grooved main bearings in most applications. The extra oil they supply to the crankshaft is greatly beneficial and not a detriment due to the forces generated at the crankshaft. This is true in most, but not every case. Allow Experienced engine builders such as Brent to call the shots here and with your other build specifics. Thank you again.
What a great video! We are building a 385 series 460 for my Grandfather's old F-100. Any advice on a pump gas combo would be greatly appreciated!!
Thanks Brent!
Thanx for sharing Brent,great info
Always the best info here!
Don’t forget to check the oil drain back passages in the head and gasket match the ones in the block I’ve had 351w that had them 85% closed off!!!!! On edlebrock heads
Great job!
Every thing you need to know about Ford oiling.
Thanks
Thanks for sharing!
any oiling guidelines on bearing clearances? great video...
I love your videos and wish your shop was closer to me. I have an FE oil supply question. I have a fe360 stroked to a 431 with trickflow heads and getting ready to install soon. Do you restrict the trickflow oil supply at the top? I did the plugs throughout the block and have a deep sump oil pan with new oil pump. Thanks in advance!!
Hi Brent, on the Windsor engines you advise using the M68A oil pump, would that change depending on the pan used i.e. an aftermarket pan with say 7/8/9 quarts? Thanks Dave
Can you enlarge the lifter bores out to .904" as an alternative to bushings and OEM lifters?
No, the bushing is what restricts the oil.
I drill out main oil feeds and fit oil manifold in valley and plum into front external gallery plug with external pipe feeding into valley manifold and y feed into rear oil sender 10000rpm