427 Cobra Engine 1966

[undy]

Originally Posted by Excaliber

Try this discussion with any of the well known engine builders and see how far you get!

Where do you think all OUR info is coming from? Show me one builder that sez the top oiler's "weaker" that the S/O.

Now... If you loose oil pressure to you bottom end of your top oiler, a rod "welds" itself to the crank and you end up "windowing" the block, that's doesn't make the block weaker. I think you'll find all of the "well known engine builders" statements on top oiler inadequacy is ONLY related to oiling deficiencies..

Barry, Keith, George or Tom (maybe even Pops .. oooh, did I say that? Sorry Brent) can one of you guys chime in and get Excal straight on this??

[Excaliber]

It was Keith Craft that noted right here on CC that the top oiler block has a tendancy to crack at the main journals with high rpm.

...I bet the search function on CC is getting a work over now!

[undy]

Originally Posted by Keithc8

The problem with the 2-bolt block is not the fact that it is 2 bolt but the way ford designed the main webbing. The blocks have the oil hole from the camshaft to the mains right down the middle of the block. This is weak erea of the block. The weight of the rotating assembley and the rpms are the most important thing hear. The blocks try to split and do split down the number 2 and 4 mains which causes loss of oil pressure and bearing loss. You should have no problems with what you are doing. Like I said before we have seen these blocks split at 550 to 600 HP with rpm range in the 7000 range, these have been drag engines that do nothing but turn this rpm time and time again. Use the 2 bolts block with main studs and balance everyhting good and you will have no problems. Keith

Excal, maybe falling on my own sword on this one ... but... if the top oiler's oil galleries are the same as the non-crossbolted FEs then that oil gallery (as Keith said) would be a weak spot, as you said ... making the T/O block inherently "weaker" than the S/O block.

If I'm making the correct correlation here then, according to Keith, I'm wrong and you're right.

Dave

humble pie and search button King..

[Don]

I have used as a reference for replies, not having any ( none ) personal expertise, the book published by CarTech and written by George Reid, Los Angeles CA in 1998: High Performance Ford Engine Parts Interchange 221-CI to 460 CI

George's background is not indicated. In the Acknowledgment Section , George mentions the following as having provided assistance with the publication:

* Jeff Sneathen: SEMO Classic Mustang
* Sneathen Enterprises, Cape Girardeau,Missouri

" Each ( above ) of these gentleman allowed me access to one of the most extensive collections of Ford high-performance parts in the world "

* Andy Leeka, Andy's Performance Enterprises in La Verne CA

" Access to one of the most extensive warehouses of Ford performance parts around "

* Dr John Craft

" a respected Ford and NASCAR journalist and historian , he made his extensive archives available "

Not passing judgement either pro or con on the creditability of the publication, but it does appear to be one , of many, resources for detail information and history on Ford SB and BB engines. A number of the points mentioned in this Thread are included and explained in the narrative which accompanies the numerous data charts, graphics and pictures.

http://www.cartechbooks.com/vstore/w...6&WebPage_ID=4

If the above link does not work, Car Tech has a search function by book title, which is also available by Chapter @ $4.00 per download. Big Blocks have 10 chapters , from page 80 to page 146. I bought my book at Amazon.

http://www.cartechbooks.com/vstore/h...?CID=2&DS_ID=2

[Excaliber]

KC did not specify why the top oiler block is subject to cracking at high rpm, which I believe was in the 6000-6500 range. I would certainly welcome more information on the subject. I have no ax to grind either way. FE's are a fascinating subject!

Is it the center oil galley? Were the top oilers cast with a slightly different compound than the side oilers? There doesn't appear to be any difference in webbing of the lower crank area. So, what gives (pun intended)?

Perhaps it was a referrence to the "2 or 3" irrigation blocks...