You are indeed correct, the pressure is what pushes the oil and is not important, it is indeed the volume flowing that keeps it alive; it also has to have the light synthetic oil as it will carry more compressive load (I think that's the correct terminology) than the conventional oil in a lighter weight. These were the main things that were explained to me when I discussed my oil system when I converted from a dry sump to a wet sump in my circle track application. The bearing clearance is small to keep the oil in the bearing and when you talk to Roy (He is a fluid dynamics engineer with an aerospace background) he also explains that the higher pressures create more heat in the oil trying to move it through the system. The pressure loss that you experience through the center of the engine is virtually eliminated as the oil cavitates at every place it changes direction, pressure only adds to the problem. As a side note, I took my block to have the lifter bores bushed but before we did, I hooked up my oil pump and lines and spun it while I watched the oil flow from #5 lifter bores. With a .095 restrictor at the rear main, you cannot believe how much oil would flow out of the lifter bores! (with the lifters removed of course) I was amazed as well as the engine builder. I used to run the higher pressure, looser clearances and the heavier oils but when I went to this system I have had no trouble with fluctuating oil pressure or bearing life or any of the other glitches I read about on this forum. This system is not for everyone as I use it on a circle track car and my rpm is limited only by the size of my gonads! If I were running a street car I would not run this as it will not see the constant rpm's. Great talking with ya!