|
reasons for a side oiler Vs a center oiler
OK, Please, no on shoot me over this question.
Was not sure what topic area to put this under. What is the advantage of a side oiler over a center oiler. I have been reading that alot of folks want the side oiler over a Center oiler. I assume C/O's are more plentiful? But what makes the S/O so great? Other than correctness for a cobra. I certainly would not know one of it fell on my foot. Does it offer more power? or something? |
c/o=oils cam then crank....just like all FE's
s/o=oils crank then cam physically is was mainly to keep bearings alive during racing because of two reasons. 1 the large diameter of the Fe rod journal pushed oil out under extreme load2 this was exasperated by the use of steel cranks..made that even worse. basically a bandaide for a design flaw in my opinion.. other than emotion there is no need to actually have the sideoiler with the introduction of small journal cranks.....and to piss off some enthusiasts, i think putting a sideoiler in a replica is a waste of a sideoiler...they should be raced.....use the marine and c/o blocks for street cars.....they are more than adequate, the sideoiler does not offer any street performance advantage now for the fine print disclaimer............ i'm sure the sideoiler gods will start spanking me but this is my opinion and it will remain my opinion regardless of others disagreeing with me. |
Well I don't know crap about one or the other. For me as long as it gets oil and does not spin bearings, good enough for me.
From what I understand, it is like this, Center oiler = $$$ Side oiler = $$$$$$$$:eek: That is it for me. I am sure that I did not help. Have fun searching. |
You wouldn't really need a SO, unless your are racing - as mentioned.
My buddy in Germany (= highway driving at 160mph+ from time to time!) does a quarter mile in 10.6s with a 428 CO and quite moderate power (solid lifter roller cam). Max rpm not much above 6.000. I won't tell the power / torque numbers, else we start a complete different debate. And he does not change the differential for 1/4 mile events. Just puts on sliks. The Chev aluminium Can-Am engine blocks were top oilers too (in comparison to the LS-7 454). However, the Can-Am typically reduced oil flow to the lifters to keep it down, and - of course - had dry sump. Dry sump is needed when you are on sliks and g-forces keep the oil off the pick up. For the occasional sprint with your 427 CO, get a decent sump to keep oil at the pump. You will get to 1g when you accelerate! |
I had a 1964 Galaxie 500-XL with the 427 center oiler and never had a problem with it at all. I now have a 69 NASCAR Cobra with the 428 pushed out to 440ci with center oiling and it has never given me any problems.
Ron :) |
On a couple of occasions I ran the CO (original block) in CSX 3121 to 7000 rpm without a problem. BTW, the solid lifter 454 Chevy engine was an LS6; the LS7 is the 427 in the C6 Z06.
|
Thanks for all the explanations. Sounds like for most folks, it is simply to be able to brag, It has a S/O.
I always found my parents 390 had plenty of kick, and that was pushing an old lead sled. I can't imagine what it would do in a 1 ton car like the Cobra. You might have to go back and pick up your eyeballs at the start line after they fall out from acceleration. |
Quote:
|
I've had my 427 CO for 8 years now and it's been bullet proof. Sent it out to Keith Craft last year and now it's putting out 640 HP and 620 lb/ft of torque.
The only real draw back to me is the solid lifter cam and the new roller lifters. I have to adjust the valves every spring. But......I really don't mind. Tim |
I understand that most street Cobras with true 427s were center oilers anyway. That may have changed towards the end of production.
|
Rick-It was always my understanding that Ford developed the side-oiler because of oil starvation on racetracks at 7000 rpm. Maybe some of the FE gurus can help me with this- weren't the competition Cobra's the first ones to be built, and wasn't the side-oiler developed later in 1965? I'm using my center oiler rather than my side-oiler because I know that I will never be able to run it anywhere near 7000 rpm, without staining my britches.
|
That is correct, cars after CSX 3300 if they had a 427, they were S.O.'s
Quote:
|
So for normal folks like me a simple CO would work.
That brings up the other dreaded quwation, that I am sure has been beat to death here before. Big block or small? I can see the less weight with the SB, better handling, and the new motors are putting out at least what the big blocks were putting out, so other than the very cool sound and bragging rights, Not many reasons to go with the big block from what I am seeing.. |
Quote:
|
Quote:
|
Quote:
Everytime I show my car 99.9% of the time they ask to see the engine bay and that good feeling flows through my viens because everytime their is a positive reponse.What little big block cars give up in performance over small block cars if any (that's always argueable) is well worth it in my book.All the years I have owned this car have to say no small block car has ever challenged it for that matter without being on a track what is the argument worth. We can talk about how fast our cars are all day long it proves nothing.Just like the big inch Harleys we prefer to build and ride in the end they are built and tuned to please only one person and his name is on the title. Big blocks rule! from what I'm seeing.How was that for .02 worth of flapping the gums. |
Any engine that has priority oiling to the mains is better suited to high performance (high rpm, high Hp) use. That said the side oiler is better suited to high performance use. If you keep the rpm in a reasonable range, a standard block will do.
The vast majority of people, who know what a Cobra is, are going to excitedly ask if it has a 427 in it. When you say no, you can see a tab bit of sparkle disappear from their eyes, from that disappointment. They are still interested and excited, but you can tell they would have had an orgasm on the spot, if it had had a 427 side oiler in it. Is this fact going to matter to you? A FE is going to cost you 1.5 times the cost of a 351W based engine, more or less (most likely more). It is not hard to spend $20K on a FE. Being blatantly honest, the FE is a marvel of a horrible design, that was successful in racing. It requires much more skill to build than most engines, but is quite capable, when done right. It is a beautiful engine to see, but it is expensive and can be problematic (especially if the builder is not an expert FE guy or if you try to cut costs). PS How do you feel about your car pissing oil on your garage floor? Most FE engines tend to do that. |
Quote:
oh but what a wonderful piss it is......:D |
like someone else on this forum said, "they just mark their territory".
|
Quote:
|
| All times are GMT -7. The time now is 05:38 AM. |
Powered by vBulletin® Version 3.8.0
Copyright ©2000 - 2025, Jelsoft Enterprises Ltd.
Search Engine Friendly URLs by vBSEO 3.6.0
The representations expressed are the representations and opinions of the clubcobra.com forum members and do not necessarily reflect the opinions and viewpoints of the site owners, moderators, Shelby American, any other replica manufacturer, Ford Motor Company. This website has been planned and developed by clubcobra.com and its forum members and should not be construed as being endorsed by Ford Motor Company, or Shelby American or any other manufacturer unless expressly noted by that entity. "Cobra" and the Cobra logo are registered trademarks for Ford Motor Co., Inc. clubcobra.com forum members agree not to post any copyrighted material unless the copyrighted material is owned by you. Although we do not and cannot review the messages posted and are not responsible for the content of any of these messages, we reserve the right to delete any message for any reason whatsoever. You remain solely responsible for the content of your messages, and you agree to indemnify and hold us harmless with respect to any claim based upon transmission of your message(s). Thank you for visiting clubcobra.com. For full policy documentation refer to the following link: