Not being critical, In my opinion, for what it is worth, the oil return holes on the ends of the cyl. heads and the block on Ford engines are entirely too small. Polishing the header side of the valve spring galley , along with the return holes at the ends plus correcting the misalignment of the head to the block holes will benefit you greatly. Enlarging the factory drilled oil passage in the head and block will help also. NASCAR engine builders have been doing this for years. BTW, thank you for bringing to light the availability of those NKB cyl. heads. That looks like a very good return on investment in time and money for an engine. Keep the video's coming.
Thank you sir , I absolutely agree with what you said. I had a series of 3 videos showing what i did , basic what you explained and more was done to this engine to improve oiling and drain back. Unfortunately someone claimed a copyright strike on my information and you tube pulled my videos. I have never had an issue in the past after completing these mods .
My Cleveland had that problem so I installed the pushrods with the. 045 feed hole and problem solved but it also helps to have a pan with about a 8 quart capacity. I'm pretty sure tge pushrods will really help
It has a 7qt capacity oiling system rt now . Never had a Windsor style engine do that before, especially with a std volume pump . Waiting for the Smith brothers..030 restricted 8.450 pushrods to show up now .
That'll take care of it but it seems really odd the motor has this problem I've seen way more exotic high horsepower engines that didn't so I'd be curious about what's happening
I wonder if all the oil system improvements you made caused it by allowing a more unrestricted path to everything in the engine caused to much oil supply to the valve train area draining the oil pan sump more quickly. Many years ago on a 390 I built with roller rockers the extra side clearance in the rocker to stand clearance allowed so much oil past that after 15 minutes of running at idle the lifters would start ticking and bleeding off because the pan sump was low
@@davidcolegrove8818 the dyno operator said he had only seen one other Windsor do that . It also had a crower solid roller lifter . Not sure if it was a contributing factor or not . No big deal , get the new pushrods in and that should be the fix . It's just odd to me that i have performed similar oiling mods on quite a few other engines always great oiling never flooding the top end .
Hey bud, thanks for the kind reply. I wasn't trying to be critical at all. Just because I'm a Ford guy doesn't mean that I agree with everything they have done. Because, at the end of the day, they are human too, they can screw up just like anyone else.
Yeah , i didn't find out about the audio until after i already left for the day . It has a 7 qt capacity .after i decided to add 1 more qt , it surprised everyone that it was sucking all that up .
@@blueovaldude this is an interesting issue, with the bazillion variations of Windsors running around the globe having an oil pump over evacuate the pan before the oil returns to the pan... even with your oil return mods, certainly a head scratcher. I understand you are "fixing" the issue by restricting the push rod oiling hole, are your existing push rod oil holes overly large? Will there be any any issues with top end lubrication with the new push rods? What the heck to people with high volume oil pumps do?
@@chestrockwell8328 it had standard size pushrod holes , not exactly sure Perhaps. .080 hole , i have used that brand pushrod in other builds before. We primed the pump with the valve covers off , just moves way too much oil to the top . I would have used oil restrictors if i had known it wanted it . Even restricting the flow in half would still be 2.5-3 quarts up top , still too much upstairs. It should work out about right after the new pushrods go in .
@@blueovaldude Odd for sure. one one hand if you could get the oil back down to the pump fast enough having that volume up top would be great for keeping the valve train cool. I saw your oil return mod videos before the BS happened, all that appeared to be logical and helpful. I'm definitely staying tuned to see the outcome. I'm building a .30 over stock stroke 302 right now for a track day vehicle that will see 7k rpm...maybe more. So this oiling issue is something I'm vested in.
@@chestrockwell8328 some guys that want a lot of oil up top put a -8 or -10 drain line on the back of the head to the oil pan to get it back down quicker . Sometimes at all 4 corners.
Yeah , i have never had a Windsor style engine do that before, especially with a std volume pump. When the new pushrods show up , it should take care of it . Now that i know for sure what was happening. It had me like 🤔 for a bit .
Not being critical, In my opinion, for what it is worth, the oil return holes on the ends of the cyl. heads and the block on Ford engines are entirely too small. Polishing the header side of the valve spring galley , along with the return holes at the ends plus correcting the misalignment of the head to the block holes will benefit you greatly. Enlarging the factory drilled oil passage in the head and block will help also. NASCAR engine builders have been doing this for years. BTW, thank you for bringing to light the availability of those NKB cyl. heads. That looks like a very good return on investment in time and money for an engine. Keep the video's coming.
Thank you sir , I absolutely agree with what you said. I had a series of 3 videos showing what i did , basic what you explained and more was done to this engine to improve oiling and drain back. Unfortunately someone claimed a copyright strike on my information and you tube pulled my videos. I have never had an issue in the past after completing these mods .
My Cleveland had that problem so I installed the pushrods with the. 045 feed hole and problem solved but it also helps to have a pan with about a 8 quart capacity. I'm pretty sure tge pushrods will really help
It has a 7qt capacity oiling system rt now . Never had a Windsor style engine do that before, especially with a std volume pump . Waiting for the Smith brothers..030 restricted 8.450 pushrods to show up now .
That'll take care of it but it seems really odd the motor has this problem I've seen way more exotic high horsepower engines that didn't so I'd be curious about what's happening
I wonder if all the oil system improvements you made caused it by allowing a more unrestricted path to everything in the engine caused to much oil supply to the valve train area draining the oil pan sump more quickly. Many years ago on a 390 I built with roller rockers the extra side clearance in the rocker to stand clearance allowed so much oil past that after 15 minutes of running at idle the lifters would start ticking and bleeding off because the pan sump was low
@@davidcolegrove8818 the dyno operator said he had only seen one other Windsor do that . It also had a crower solid roller lifter . Not sure if it was a contributing factor or not . No big deal , get the new pushrods in and that should be the fix . It's just odd to me that i have performed similar oiling mods on quite a few other engines always great oiling never flooding the top end .
2 or 3 pipecleaners in each pushrod take care of the problem.
I've heard of people doing that .
Hey bud, thanks for the kind reply. I wasn't trying to be critical at all. Just because I'm a Ford guy doesn't mean that I agree with everything they have done. Because, at the end of the day, they are human too, they can screw up just like anyone else.
Hey, what distributor you running
It's an msd with a steel gear . They have always served me well, accurate and are easy to ajust.
@@blueovaldude 10-4, appreciate it
@@eroom2087no problem, you're welcome .
Last approx 20 seconds of audio cut out. Bummer you're having these issues. How many quarts of oil in total are you using ?
Yeah , i didn't find out about the audio until after i already left for the day . It has a 7 qt capacity .after i decided to add 1 more qt , it surprised everyone that it was sucking all that up .
@@blueovaldude this is an interesting issue, with the bazillion variations of Windsors running around the globe having an oil pump over evacuate the pan before the oil returns to the pan... even with your oil return mods, certainly a head scratcher.
I understand you are "fixing" the issue by restricting the push rod oiling hole, are your existing push rod oil holes overly large? Will there be any any issues with top end lubrication with the new push rods? What the heck to people with high volume oil pumps do?
@@chestrockwell8328 it had standard size pushrod holes , not exactly sure Perhaps. .080 hole , i have used that brand pushrod in other builds before. We primed the pump with the valve covers off , just moves way too much oil to the top . I would have used oil restrictors if i had known it wanted it . Even restricting the flow in half would still be 2.5-3 quarts up top , still too much upstairs. It should work out about right after the new pushrods go in .
@@blueovaldude Odd for sure. one one hand if you could get the oil back down to the pump fast enough having that volume up top would be great for keeping the valve train cool. I saw your oil return mod videos before the BS happened, all that appeared to be logical and helpful. I'm definitely staying tuned to see the outcome. I'm building a .30 over stock stroke 302 right now for a track day vehicle that will see 7k rpm...maybe more. So this oiling issue is something I'm vested in.
@@chestrockwell8328 some guys that want a lot of oil up top put a -8 or -10 drain line on the back of the head to the oil pan to get it back down quicker . Sometimes at all 4 corners.
Wonder why the top end is getting so much oil with the std volume pump?
Yeah , i have never had a Windsor style engine do that before, especially with a std volume pump. When the new pushrods show up , it should take care of it . Now that i know for sure what was happening. It had me like 🤔 for a bit .
@@blueovaldude Could it be that the oil cannot drain back from the heads?
@@sbf_fox2434that's exactly what is happening. i improved oil drain back earlier in the series , the videos were copyright striked .
You need to install restricters in the block. 1 on the no. 1 main and 2 for the lifters in the back of the block and 5 between the crank and the cam.
@@nebrrex6910 yes , i believe i mentioned that if i had it apart i would put restrictors in it . Which would be the best option.