Ed talking about the vacuum pump reminded me of back in the late eighties when racing was exploring V6s. a friend was an assembler at Ruggles Race Engines He said they had their engines down to only a 5hp variation at the most on their high output V6. One day when rushing to get an engine ran on the dyno it produced 50HP more than expected. Everyone was scratching their head as why this engine had more than expected power. What they finally realized was in the rush to dyno they had installed two unvented valve covers. The dry sump was pulling a vacuum on the crankcase and negative pressure under rings helped to pull intake charge in. Guess which valve covers all the engines had on them from then on
Glad I stumbled on vids about this man. Really knows his stuff backwards and forwards. His info and experience is invaluable and took a lifetime to learn! Listen up save the mistakes. Great information no machinist like him will usually share what he is Great vid buddy!
On my 390 stroker FE Edelbrock to put too big a holes in the oil feeding the rocker shaft and at 5,000 RPM I had no oil in my engine oil pan or almost no.
Reminds me of the very early IROC series when they used TRACO engines. All built as close to the same hp as possible. Some drivers complained of low oil pressure.... 40 to 45 lbs max during the race ! None of em ever had bearing problems ... ! All the engines had the same low pressure.
This!! Had a brand new 350 that when warm would have 15 lbs max new, same hot pressure as you described Always worried about it later learned high pressure usually isnt needed, just wears dist.gears faster. Unless Im using maybe a solid roller/high spring pressure I only use Std volume pumps, perhaps a bit stiffer spring, its all ya need and frees up a touch of power.
All these years later, and I didn't realize at the time, but Fords used to twist the hex shaft that drove the oil pump off the distributor. I used to sell a lot of those. This was in the 70's. I had a dream job. I ran a parts store and had a race car. 69 Nova. Chevy was easier.
A vid on low vacuum engines & choosing the right PCV valve would be great If hes reading 383 sbc 7-8 inches at idle. Stock pcv or one off an LT1, big block or? Experimented making the stock hole larger and noticed later the idle was lean, lazy. Wonder if I screwed up!
I'm not real familiar with the car stuff but I build performance Harley engine's for a living, one of the big mistakes that amateurs make when they build one is getting a high volume oil pump and putting it on one without modifying the oiling system by restricting certain circuits to keep excessive oil from building up where you don't want it, without making those mods you're actually better off just running a stock pump, I've built plenty of them for people that didn't have big money and just used stock pumps without having any issues, especially drag engines, I've seen guy's at the drag strip that built engines with an aftermarket oil pump that didn't make the mods to the oiling system and right about ⅔rds of the way down the track when oil starts building up in the bottom end and the flywheels are turning in all that oil it looks like they throw an anchor out at that point on the track and just quit accelerating. Ed talks about vacuum pumps on engines, Harley's really benefit from them, especially something like a flat track engine that runs sustained high RPM's, Harley street motors are difficult to put vacuum pumps on the bottom end so I make flywheel scrapers and windage trays for them to keep the oil down in the scavenge area instead of churning all around inside the case's, that'll put an extra 6 to 10 HP on one of those engine's and it's about the cheapest 6 to 10 HP you'll ever get outta one.
I always thought it was strange that folks worried about those vent holes in the lifter valley on Gen 1 SB but aftermarket blocks have all that cut out in that area so it makes me think it isn’t an issue or the aftermarket would have addressed it.
@@gordocarbo Buying an aftermarket block that holds twice what a stock block would probably is trying to squeeze every bit out of the build. I know one builder who has epoxied the holes up in his aftermarket block and installed screens front and rear he’s running Super Stock so yeah he’s doing everything possible to gain maybe a couple horsepower. As my original comment asked though why did the Dart aftermarket leave the valley open for oil to run across the rotating assembly if there was HP to be gained by it not doing so. I’m speaking of Dart SHP’s which everyone is using. I know World didn’t do theirs that way it’s similar to factory in the valley. I guess only the manufacturers can answer this question.
You cut ed off, he was explaining pushrod weights and you cut my hero off, I need my pushrod info bruh, put ed back on the damn line, Lol. Keep the ed coming, Or else!!!!!!!
8:16pm , Tony here , how much oil does a stock classic engine need at idle. My Studenaker 259 v-8 has 12psi when hot at idle and 35 psi while driving 60 , mph. I tried everything to increase pressure , seems 20-50 0il helped best and a oil cooler? Thank you.
It’s a good question and I think a lot of people with old and well used engines come up against exactly the same issue. I will try to ask Ed in a future video, but in the meantime, I would just suggest being gentle with it and as long as it has PSI, You should be able to get a good bit more life out of it. In all likelihood, the internals are worn enough that you just can’t build normal pressure anymore….
The next time you talk to Ed, I would like to know his thoughts on drilling the main oil galley on a small block out to 1/2 inch and the lifter oil galleys out to 7/16 inch. Is that something he does or does he feel its bad or unnecessary? Thank you
Ed talking about the vacuum pump reminded me of back in the late eighties when racing was exploring V6s. a friend was an assembler at Ruggles Race Engines He said they had their engines down to only a 5hp variation at the most on their high output V6. One day when rushing to get an engine ran on the dyno it produced 50HP more than expected. Everyone was scratching their head as why this engine had more than expected power. What they finally realized was in the rush to dyno they had installed two unvented valve covers. The dry sump was pulling a vacuum on the crankcase and negative pressure under rings helped to pull intake charge in. Guess which valve covers all the engines had on them from then on
Rodney! Great story! Thanks for sharing this with us! 👍👍😎
Ed is THE MAN 💪
Glad I stumbled on vids about this man.
Really knows his stuff backwards and forwards. His info and experience is invaluable and took a lifetime to learn!
Listen up save the mistakes. Great information no machinist like him will usually share what he is
Great vid buddy!
Thank you!!
No substitute for years of experience
On my 390 stroker FE Edelbrock to put too big a holes in the oil feeding the rocker shaft and at 5,000 RPM I had no oil in my engine oil pan or almost no.
Reminds me of the very early IROC series when they used TRACO engines. All built as close to the same hp as possible. Some drivers complained of low oil pressure.... 40 to 45 lbs max during the race ! None of em ever had bearing problems ... ! All the engines had the same low pressure.
This!! Had a brand new 350 that when warm would have 15 lbs max new, same hot pressure as you described
Always worried about it later learned high pressure usually isnt needed, just wears dist.gears faster.
Unless Im using maybe a solid roller/high spring pressure I only use Std volume pumps, perhaps a bit stiffer spring, its all ya need and frees up a touch of power.
Ed has the happiest person i know lol
👍🙏
Intriguing as always!!! ❤️🇺🇲❤️🇺🇲
Absolutely appreciate you both!!!
And thank you for the encouragement!
All these years later, and I didn't realize at the time, but Fords used to twist the hex shaft that drove the oil pump off the distributor. I used to sell a lot of those. This was in the 70's. I had a dream job. I ran a parts store and had a race car. 69 Nova. Chevy was easier.
Remember those shafts being sheared off in the 80s when I first started working in shops.
@@gordocarboThat's right.
the man is smart !!
❤Edd I've been having phone problems IAM enjoying your videos I will watch all of Thanks I have many engines all flavors
Excellent! Thank you for that.
A vid on low vacuum engines & choosing the right PCV valve would be great
If hes reading 383 sbc 7-8 inches at idle. Stock pcv or one off an LT1, big block or?
Experimented making the stock hole larger and noticed later the idle was lean, lazy. Wonder if I screwed up!
Great, I'll ask Ed in an upcoming vid
I'd like to hear Ed talk about valve train oiling, specifically spring cooling in circle track and endurance applications.
That’s a great idea, I’ll ask Ed in the future video 👍
Yep can confirm: a high volume oil pump alone puts all the oil at the top of the motor= good way to destroy a motor
Straightforward way to put it 🙏🙏
I'm not real familiar with the car stuff but I build performance Harley engine's for a living, one of the big mistakes that amateurs make when they build one is getting a high volume oil pump and putting it on one without modifying the oiling system by restricting certain circuits to keep excessive oil from building up where you don't want it, without making those mods you're actually better off just running a stock pump, I've built plenty of them for people that didn't have big money and just used stock pumps without having any issues, especially drag engines, I've seen guy's at the drag strip that built engines with an aftermarket oil pump that didn't make the mods to the oiling system and right about ⅔rds of the way down the track when oil starts building up in the bottom end and the flywheels are turning in all that oil it looks like they throw an anchor out at that point on the track and just quit accelerating.
Ed talks about vacuum pumps on engines, Harley's really benefit from them, especially something like a flat track engine that runs sustained high RPM's, Harley street motors are difficult to put vacuum pumps on the bottom end so I make flywheel scrapers and windage trays for them to keep the oil down in the scavenge area instead of churning all around inside the case's, that'll put an extra 6 to 10 HP on one of those engine's and it's about the cheapest 6 to 10 HP you'll ever get outta one.
I always thought it was strange that folks worried about those vent holes in the lifter valley on Gen 1 SB but aftermarket blocks have all that cut out in that area so it makes me think it isn’t an issue or the aftermarket would have addressed it.
Its for the guys who want that last little bit esp with larger strokes and windage .
Plugged those off on my 383 sbc.
@@gordocarbo Buying an aftermarket block that holds twice what a stock block would probably is trying to squeeze every bit out of the build. I know one builder who has epoxied the holes up in his aftermarket block and installed screens front and rear he’s running Super Stock so yeah he’s doing everything possible to gain maybe a couple horsepower. As my original comment asked though why did the Dart aftermarket leave the valley open for oil to run across the rotating assembly if there was HP to be gained by it not doing so. I’m speaking of Dart SHP’s which everyone is using. I know World didn’t do theirs that way it’s similar to factory in the valley. I guess only the manufacturers can answer this question.
You cut ed off, he was explaining pushrod weights and you cut my hero off, I need my pushrod info bruh, put ed back on the damn line, Lol. Keep the ed coming, Or else!!!!!!!
😂😂😎
Does he have any info on the 455 buick oiling system?
I’ll ask Ed!
Is there a video of all this not cut off in the middle of the conversation 😂😂
No - it’s a conversation not a lecture… sorry about that! 👍
8:16pm , Tony here , how much oil does a stock classic engine need at idle. My Studenaker 259 v-8 has 12psi when hot at idle and 35 psi while driving 60 , mph. I tried everything to increase pressure , seems 20-50 0il helped best and a oil cooler? Thank you.
It’s a good question and I think a lot of people with old and well used engines come up against exactly the same issue. I will try to ask Ed in a future video, but in the meantime, I would just suggest being gentle with it and as long as it has PSI, You should be able to get a good bit more life out of it. In all likelihood, the internals are worn enough that you just can’t build normal pressure anymore….
If I could just AFFORD a ED SMITH SBC
The next time you talk to Ed, I would like to know his thoughts on drilling the main oil galley on a small block out to 1/2 inch and the lifter oil galleys out to 7/16 inch. Is that something he does or does he feel its bad or unnecessary? Thank you
I will ask Ed in a future interview!
@@BarryTsGarage thank you
I am running oil restricted push rods custom made by Manton
👍👍
Ask. Ed if he worked on
16 cyl caddy
OK, I will ask Ed
Wow, what a fountain of knowledge and daily experience!
@@BarryTsGarage i asked theother day when you were showing it
That car was at a concours, not touched by Ed!
Why so short of a video
We will make more I promise
Can I come by and chat with ed?
Email me
Thank you for your knowledge and videos USA 🇺🇸 TRUMP 2024
Ed is mentoring a couple of people for his knowledge right if not I want to be one
Thank you, that’s what these videos are all about!