FWIW, I've done everything mentioned above to the oiling system of Packard V8s.
1. The second-design cam retainer plate and spacer is still available from me and no one should rebuild an engine without it.
2. Quote:
What we don't know is why that wear occurs - often prematurely.
FWIW, I'm 99% sure the wear is caused by harmonics in the very long driveshaft caused by the loose-fitting-two-flat-drive-tangs. Most modern oil pumps, including the Oldsmobile, use a hex-drive which fits tighter and doesn't have the stop-start of the two flats. This oscillation works on the too-short bearing in the top of the oil pump body and wears it. When the oil level drops below the level of the top of the pump, it wears even more rapidly.
I designed a fix for the above problem. I've got four or five OEM pumps which I've re-designed by making an extended bushing for the pump body and made a 1/2" thick cast iron bottom cover with a bushing bore for the bottom end of the driven shaft and a new drive shaft. The result is three times the bearing area for the drive/driven shaft. They seem to work fine, but the cost is far more than the Oldsmobile pump conversion. I haven't offered them for sale because they cost me $300 to build and offer no real advantages over the Oldsmobile conversion.
3. I'm looking into reproducing the dip tube kit for those who insist on keeping their vacuum pump. It isn't rocket science to build these. If an engine has been completely rebuilt and is tight and the OEM oil pump has been rebuilt and it has the second design cam retainer plate and spacer and the dip tube, it will probably not have lifter click.
4. The Oldsmobile oil pump conversion kit is in the QC stage, prior to full CNC production and should be on sale again soon.
thnx, jack vines
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