|
Author
|
Topic: 351 c oiling mod and header suggestions wanted
|
badazzcougar
Gearhead Posts: 132
From: Seattle
Registered: Oct 2001
|
posted 11-04-2001 11:33 PM
   
while Ive got the motor out of my cougar to change the pistons , cam and heads I 'll make any mods to the oiling system that may be necessary. Honed it out today and gave it a preliminary cleaning. Is there anything that can be done to the oiling system to make it more reliable ? I saw a website where a guy who built one up connected a high pressure line to the front oil port and the rear oil port. Ostensibly to balance the front and rear oil pressure I assume. Is this a common oiling mod ? Also since I am installing 2 V heads will I be able to use the 4V headers or at least weld up the header a bit to give more bite tot he gasket or will I need 2 V headers?
IP: Logged |
kid vishus
Gearhead Posts: 5248
From: middle of NC
Registered: Oct 2000
|
posted 11-05-2001 07:14 AM
Since I have never used one of the lines you described I cant comment on it's effectiveness. And since you are running a hydraulic cam, it kind of limits what you can do to the oiling system. Most of the mods are to restrict oil flow to the top of the motor, but the hydraulic cam needs that oil. I'm not sure what you can do besides run a deep pan and a good oil pump. Someone else will have more ideas on that one. I ran my 4v headers with my 2v heads. Just use the 2v gaskets and they will fit fine. There is more than enuff "meat" around the 2v port to seal up the 4v header.
IP: Logged |
Mpcoluv
Gearhead Posts: 1144
From: Charlotte NC usa
Registered: Apr 2001
|
posted 11-05-2001 07:50 AM
I have the price motorsports oil restrictor kit in my Clev. with a hyd. cam.
I drilled out the rear restrictor to .125" to increase the oiling to the lifters while still restricting it from stock. Both sides seem to oil equally. The bypass line is not an uncommon trick but not required unless you are really buzzing up the engine.
Kid were you using Aussie 2V heads? My US 2V heads do not look like they would seal against a 4V gasket.
IP: Logged |
badazzcougar
Gearhead Posts: 132
From: Seattle
Registered: Oct 2001
|
posted 11-05-2001 09:56 AM
I often see the 351C referred to as being a good engine with a poor oiling system. Why is that ?Also ...why do the NASCAR guys run cleveland style heads on Windsor style blocks instead of with Cleveland blocks ? [This message has been edited by badazzcougar (edited 11-05-2001).]
IP: Logged |
kid vishus
Gearhead Posts: 5248
From: middle of NC
Registered: Oct 2000
|
posted 11-05-2001 10:08 AM
Nope, US 2v heads. Use a 2v gasket since the port opening is that size anyway. And there is a lot of gasket material around the port for the 4v header flange to seal against. Last season, when I ran that 2v headed motor in the racecar, I used my 4v Hooker Super Comps on it and had no leaks.Basically, a cleveland oils the top half of the motor before the bottom. That's a pretty generic description, but the problem it causes is that it pumps all the oil to the top of the motor starving the rod bearings. The NASCAR guys run the Windsor style SVO block because it has a taller deck height which then allows them to put a longer rod in it.
IP: Logged |
n2oMike
Gearhead Posts: 1805
From: Spencer, WV
Registered: Jan 2001
|
posted 11-05-2001 03:18 PM
A buddy of mine (351C fan) adds the jumper line from the boss by the oil filter to the top rear boss in the block in all his engines.The oil pressure in the 351C supposedly decreases as you go from front to back. This jumper just allows oil to enter the system from both the front and rear at the same time, eliminating any starvation at the rear bearings. It can't hurt anything. It's just a jumper line from the front of the oil gallery to the rear. Restrictors to the valvetrain are also a good idea, especially with solid lifters. The restrict the oil to the lifter galleries... which redirects it to the mains. Sounds like a fellow listmember is also having luck using it with hydraulic lifters by opening it up a little. The only problem I've ever seen with my buddy, is lifter pump-up at 6300+rpm... I don't know if that can be attributed to jumper line or not. This is with hydraulic lifters and a nonadjustable valvetrain. He might just have excessive lifter preload. An adjustable valvetrain (adjusted at 1/8 - 1/4 turn) would most likely eliminate the problem. This engine did NOT have the oil restrictors to the top end either. Doing both the jumper line and restrictors would probably be a neat move. Good Luck! ------------------
Mike Burch
66 mustang real street
302 4-speed 289 heads
10.63 @ 129.3
http://www.geocities.com/carbedstangs/cmml_mburch.html
http://www.fortunecity.com/silverstone/healey/367
IP: Logged |
Mustangsandmore Forums
UBBFriend: Email This Page to Someone! 
