valley oil line

'Would running a line from the rear of the driver side lifter gallery get the same result as the line from front to rear?'

No; the purpose of the AMC V8 internal oil line modification is to get uninterrupted oil flow to the rear of the engine 'for sustained high rpm use'.

As noted by the majority of people who participate in this forum, 'blueprinting' the AMC V8 is more highly recommended -making sure the bearing clearances are to spec. (thus reducing 'internal leaks')

I'd recommend 'porting out' 'the factory drilled hole' on the output side of the pump to eliminate the observable 3/8" restriction there, to open it up to at least the 1/2" size of the main ascending oil supply passageway. (a blueprinting issue particular to the AMC V8 -not a design flaw, but caused by a 'fast build' production technique)

Just because there is discussion about the various attributes of the AMC V8 oiling system, and enthusiasts offering ideas on how to make it better, that doesn't mean the engine is a bad design! Other make engines also have their good points and bad points also; for example, the Chevy small block V8 people recommend securing the stock pressed in oil pan pickup tube by either welding on a tab to a pump cover bolt, welding the tube onto the pump or both... otherwise it may fall off into the pan! Oops! Another example; the original poorly designed oil system of the Ford 'FE' V8 starved the crank and rods, sometimes causing a broken crankshaft, and this engine was exclusive to the Edsel and part of that car's bad mechanical reputation. The Gen 2 Olds V8s a known to load up oil in the valve covers, and those guys don't recommend building up those engines for anything over 5000 rpm due to it's oil system issues. The list goes on. By comparison to a variety of other US V8 engines, the most needed mods to the AMC V8 engine's oil system for a mild to medium performance/under 6500 rpm type build up are rather easy and simple to do; just blueprint the oil pump passageways in the timing cover castings.

Ken_Parkman wrote: When Chrysler took over they converted all the filters to the standard Mopar piece, also interchageable with the standard Ford filter if you want a long one. These are internally bypassing. I convert to the Ford filter to get a easilly available good quality cheap long filter.   I would never run a street car with a plugged filter bypass.   Race car is a different debate.

Is there a reason AMC did away with the bypass later on street engines? Jim

The SAE Paper from 1967 on the Typhoon engines has no information that I can decipher about any exact testing that was reported.  It actually has very little comment on lubrication at all!  They commented that testing was done with thousands of Dyno hours but not exact results or anything of their methods, etc...  They of course would not have added an internal oil line since they were prooving out production design. They did comment that all most all new tooling was done for the new engine.  Very little tooling was saved it appears.

73hornut wrote: Ya know the AMC engineers eliminated the filter bypass in later engines, they must have found a reason.

I think someone (Ken Parkman? Barry Allen?) said (or quoted) that the standard (short) filters' media can't handle full flow at high RPM.

If true, would mean that a non-bypass adapter would mandate use of a filter with built-in internal bypass.

Anyone know if the spec for the filter changed at the same time as the later engines' change to non-bypass adapters?

Edited by whizkidder - May/10/2012 at 10:29am

Ya know the AMC engineers eliminated the filter bypass in later engines, they must have found a reason.