I have a new set of 3rd gen W2 heads. These heads have the typical hole in the deck for LA type blocks to oil the rocker shafts through the passage through the head to the eccentric hole in the bottom of the rocker shaft support blocks at the #3 and #6 cylinders. These oil passages also intersect the head bolt holes next to the rocker stand bosses but do come out the top of the rocker stand bosses, and pass through the billet steel blocks that bolt to the heads and support the rocker shafts. My question is, I did not know that the oiling passages through the heads actually intersected the head bolt holes on their way up to the rocker shaft support blocks. Does this sound right ??

I'm thinking the oil should flow around the specific shaft holddown bolts on the way to the top but I would not think oil would be intersecting the head bolts ??

That's what I thought too Robert, but on these heads, both sides actually intersected the nearby center heads bolt holes, and then nearer to the top, they divert back out of the head bolt hole and into the rocker shaft support boss, and then through the support blocks into the rocker shafts. That's why I thought I'd ask here hoping to find the information from those more astute than myself about such things

I can't attach a picture of a zip tie going into the oil hole on the deck surface of the head and exiting the rocker shaft support block on the topside the head because my pictures are too large and the website won't let me attach them.. But, what I say is true

Oh I don't doubt you. I'm a camera newbie myself but you might be able to call the mfr or the retailer & find out how to make the pic smaller when you retake it. I ain't up on W2's so that was more of a BTT for ya but I wouldn't think 80 lbs of pressurized oil would be in contact with a head bolt (or anything else) except the designated passage past the rocker bolt up to the rocker shaft where it is going. Keep us updated

I had a W2 challenger, back in the mid 70s, 5:38 gears, turbo action trans and 4200 converter and that car dropped from low 11s to 10:40s with the W2 top end and an 850 do. Hell I didn't even have the right headers for it, but those heads worked great for the times. You could get good gas back in those days and those heads really responded

They intersect. One problem they had, and may still have, is that the oil holes to the rockers don't line up with each other unless the rocker was almost straight verticle. Experienced that one in the mid 80's. The DC/MP shafts were incorrect[ go figure] and the Hamburger units were no different. I found out from a gent I met, who ran Shadow Racing which was DC's skunkworks and did most of the development on the heads, that was a problem that Mopar engineering never fixed. So I killed half a set of the bushed rockers and pushrods, dropped lash caps and put nice glitter through the engine. Luckily he had some replacement items left over from when he worked in conjunction with Petty. I found that I had to run a groove from the shaft hole like 90* around the shaft to get oil to the existing rocker hole so that it would be correctly timed.

Jeff, Here's your pictures.

I get what your saying about the intersecting now.

I do not know if this idea would work but....
What IF you drilled the bolt hole larger to provide room around the bolt to allow oil to pass?
You would not need much.

Good idea. I think I'm gonna follow up on that. Your right, it won't take much oversize at all to provide plenty of clearance for the oil to reach the shaft support blocks.. And easy to do too with my drill press. Got to be careful though, there's water pretty close to the bolt holes, so just enough to get the oil up top is perfect

OT on the shaft rocker hole clocking I plugged the side holes in the shaft that were way way off & drilled .100" holes on the adjuster side for a drip down past the threads onto the cup and on the other side just under the rocker extended arm for a squirt out to the valve stem tip, both clocked for when the valve is closed. this was with 273 OE iron adj rockers. I plugged the top hole in the rockers and the large outer access hole in the rockers on the adjuster side (first one shoots oil up to valve cover at high RPM, a waste & 2nd one has no value). I kept the shaft OE orientation so the bottom holes are down and 15 deg to the valve side (notch down & to front on dr side/notch down & to rear on pass side) FWIW

Robert, do you have a picture of that by some wild chance?

Thanks Jeff. I am just not sure what is around that hole. Port or water passage. I also have a set of 59* W2 heads I just got from Mancini. So I have a big interest in this. If you can drill the bolt hole a 1/16th, would it be plenty?

This is a math question to start with (area) and a fluid dynamic issue (flow) next.

Do the shaft stands have the abilty to oil the shaft? Is this possible? I thought this was a pushrod oiling head only.

I think you would get more info in the Race Forum.

I missed that this was evidently a pushrod oiling eng. On doing this mod for a shaft oiler all you would need to do is drill the .100" hole in the rocker on the valve tip side just under the horizontle arm so the oil shoots out at the rocker tip/valve stem interface then blue the shaft with some dykem then mockup & with a scribe make a mark thru that hole on the bluing on the shaft and on the other side with the adjuster removed do the same with the scribe & the hole is already there in the rocker you might need to enlarge it to .100" plus the hole needed in the shaft on that side also. then dissassemble and drill em & clean everything up & deburr the ID of the shaft with a metal brush in a drill. I ain't never had a core plug on the shaft ends fail but a person can drill/tap em for screw in plugs. On the pushrod side the outer hole in the rocker that Ma used to drill in horizontle to drill that OE inner hole, you would spot weld it shut along with the hole in the top of the rocker (some have some dont) and plug the side mini holes in the rocker shaft that are already there that are way off & soldering would be the best on that. Later on today I will see if I have one extra that is out that I can take a pic of. EDIT scribe the marks with the valves closed, so have the pushrods out. MORE EDIT On the left you drill in .100". On the right the inner hole is .115" which is plenty, just cap the outer access hole. The bottom oil holes are much smaller on shafts with the banana grooves

With my MP aluminum roller rockers, the holes you mentioned are already there Robert, and in exactly the locations you describe. So all I had to do, was make sure the oil could could get aground the head bolt, to the upper passage to the rocker arm support block which is already relieved on the bottom side for oil to feed the rocker shaft. So, if it has the hole in the deck surface for through the head oiling, you can go either way with it. Oil through the pushrods, or oil through the head. Up to you.

Rob, is the casting number cast into your heads 4532693 ? If so, you have the same head as me and can oil through the head, or pushrod oil, it's up to you.

I'll have to dig it out. I'm just super loaded up with stuff. I'm falling behind on other things. Give me some time and I'll gettem out for a look. Though I'm likely to do a pushrod oiling set up. Always good to have options.

You guys realize the stock head oiling is the same as the w2 head oiling.......right?
And yes, it goes through the head bolt hole.
The oil for the rockers coming through the one head bolt hole is the reason there is the one extra long head bolt on the oe heads.

My old 72 360 "J "heads, had a solid passage about 1/4" in diameter, never drilled one, or measured, but close to 1/4", and it came out top of the cast in rocker stand and straight up into the rocker arm from below. Same on the other side, only the second from there front of the engine is where the rocker arm got it's oil pressure from. But, I don't think it actually broke through into the head bolt boss. IIRC. Buy, I'll take your word f for it Dewayne, you've looked at way more sets of these heads than I'll ever see, and most of my experience is primarily with W2 heads anyway.