I'm wanting to do the external oil line mod on my 78 Bronco. From front driver side of block to rear sender. I know it doesn't give any increase in pressure but it does help out the last two mains receive oil a little faster. What size lines and fittings do I need? I want to use a steel line with fittings on each end already. How long would it need to be? Thanks.

 

351 Cleveland Oil Restrictors - 351C Oiling Fix - Hot Rod Magazine

I have seen 1 block with this mod of the line from the rear china wall to the main bearings and that was back in 92. check out the entire article

 

My phone won't open the link and I don't have a computer.
I'm just wondering what size the pipe plug is that's located by the fuel pump so I can get the right fittings. The air compressor makes it hard to see down there. I'm guessing 1/8 or 1/4? I know the oil port at back for oil pressure sender is 1/4.

 

You do know about this forum right? 335 Series- 5.8/351M, 6.6/400, 351 Cleveland - Ford Truck Enthusiasts Forums

And here are some more links that I hope work.

Bubba's M-Block Ford V8 Workshop You can deep into this guys web site and the 351M.

Rumors & Myths

All 351M/400's have crankshaft oiling problems because Ford enlarged the main journals from 2.75" on the 351C to 3.0" on the 351M/400 but did not decrease the size of the oil galleries leading up into the top of the engine to properly balance the oil pressure -- This myth is one that most everyone, even people who like the "M" engines, hold as being fact.

Some people believe that because the "M" engines have a larger journal diameter than the Cleveland engines that Ford "forgot" to restrict the oiling galleries to make up for it. Well, if this is so then why isn't the 351W rumored to have the same problems due to fact that it has the same journal diameter as the "M" engines?, Also, installing a 400 crank shaft in a 351W has become a popular "stroker kit" for this engine, yet no one is complaining about 400 CID Windsor engines throwing crank shafts! And what about all of the "M" engines out there with 200 or even 300K miles on them without a rebuild? Despite all this, some people still insist that there are abnormal oiling problems with this engine.

There is even an "oiling restrictor kit" available from Moroso to supposedly "fix" this "problem". This kit is designed for high-volume oil pumps in racing applications only. From my experience the only time an "M" block may experience oiling problems on the crankshaft is if someone installed a full-competition high-volume oil pump in an engine driven on the street.
I used a standard volume Melling oil pump on my engine and it has fantastic oil pressure! The only thing I can think of that may have "fueled the fire" on the "M" oiling problem rumor is the fact that this engine was installed mostly in full-size 4x4 trucks and even saw duty in many 1-ton F-350s. Many of these trucks were used to tow enormous amounts of weight back in the days before overdrive transmissions.

The "M" engines were also some of the first small block engines that were now being asked to do the job previously reserved only for super heavy-duty big block engines. It is quite possible that some "M" motors may have worn out sooner than some of the older HD big block truck engines. However, I believe that the "M" engines are the only small blocks made by anyone that can even attempt to take this kind of abuse.

I think the "M" engines simply got a bad rap because they were being used in applications where no small block engine should have been in the first place. In short, if you need to tow a 10,000+ pound trailer on a daily basis, then get a diesel or a HD rated gas engine. But if you use the "M" small blocks they way they were intended to be used (i.e. in a half-ton Bronco) and you don't exceed your Bronco's rated towing capacity, then you should get many, many miles of trouble-free service out of it.

 

Yeah I know about the other forum but I figured somebody might chime in here, I'll post over there and see what happens. I guess I could stop being lazy and just figure out the fitting size myself lol.

I've had that article on project bronco printed off for probably 5 years. Good article for everyone to read.

 

Sorry I do not know the fitting answer, that's why I posted the links. I am looking for the answer, I have read the "how to do it" some where a # of years ago.

 

Oh its no problem. Its a pain to see that front pipe plug by fuel pump with the a/c compressor and stuff in the way. I may buy a couple different fittings and hope one fits.
I'll wait till warmer days to figure it out. With wind chill here right now its 11°. Little chilly with a shed with no heat and open on one side.

I can find posts all over the net for people doing this mod but I can't find one post where people said what they used.

 

Here is some more reading for you. Straight from the FTE archives.

https://www.ford-trucks.com/forums/7...ification.html

https://www.ford-trucks.com/forums/3...ification.html

 

Thanks for all the info!

 

Yea I know not the exact answer again... but with all the info it ought to be in there or at least a real discussion on the fact if it actually needs done or not.

Here is another great repeatable source of information... again. TMI

TMeyer, Inc. Precision Automotive Machining

https://www.fordmuscle.com/archives/...400/index2.php

 

Thanks for all the links. Been lurking around the TMeyer site a long time. Probably get my parts from there when I rebuild. Great person.

 

It's 3/8 NPT. If your plan is to use something like a -6 AN or -8 AN steel braided line, you will need a fitting similar to the ones below I took a picture of for you. The one on the bottom right converts 3/8 NPT to -6 AN. The top right fitting is 1/4 NPT to -6 AN. These are from an old fuel system of mine, but will give you an idea.