g'day guys do any of you out there know the length of the oil pump drive shaft ?

moz. geelong victoria australia.

graduate 1980, bus, truck, car, hot rod, boat, submarine, hovercraft, hydrafoil, firetruck, mobile home, jet, helicopter, cruise ship, motorcycle, bicycle, santa's sleigh, clock, alloy bullbar, alloy fuel tank, lens, dr who's tardis, matter - anti matter warp drive buffer & y-block lover

I have a "Precision" forged billet after market drive that's 8" long.

6 VOLTS/POS. GRD. NW INDIANA

The Ford parts book indicates the B9A-6A618-A  shaft is 8 1/16" long - 1/4 hex shaft. 

The C1AE-6A618-A shaft is 8" long - 1/4" hex shaft, use with C1AE-6600-A Pump.

The oil pumps have two different rotor shaft lengths, 3.31" and 3.37", hence the two different shafts, to make the O.A.L. the same.    

Regards,

Dennis

thanks daniel & dennis

i will check what oil pump i have my shaft is 8" long its developed an annoying habit of dropping out of the dizzy i need a new shaft anyway so im thinking i may need the longer one.

moz. geelong victoria australia.

graduate 1980, bus, truck, car, hot rod, boat, submarine, hovercraft, hydrafoil, firetruck, mobile home, jet, helicopter, cruise ship, motorcycle, bicycle, santa's sleigh, clock, alloy bullbar, alloy fuel tank, lens, dr who's tardis, matter - anti matter warp drive buffer & y-block lover

Moz:

Is it possible that the hex in the bottom of the distributor is stripped out?  Seems odd that a shaft even 1/16" shorter than it's supposed to be would fail.  I don't think 1/16" more engagement would be enough to drive the oil pump reliably anyway.

John

John - "The Hoosier Hurricane"

Moz,



Oops! Checked shaft length again (this time with glasses ON). It's actually 8 1/16th"!





Dennis;



My parts book (which only goes up to 1959) describes the oil pump listed for '55-up Y-blocks (COAE 6600-D) as "rotor type" (?). I know my '55 came from the factory with a gear-type pump, so when did they start shipping Y-blocks with rotor pumps? Were they used for service replacement initially, or was this a typo in the parts manual? When/why did they start with the 8" shaft? Aren't all the hi-po after-market shafts 8 1/16th"?



P.S. I read somewhere that stronger/performance shafts may NOT be such a good idea. While they are less likely to break, their lower flexibility may wear out/damage the cam gear (?).

6 VOLTS/POS. GRD. NW INDIANA

Best info I have indicates that the gerotor pumps were first introduced in 1957 on the 312’s and were slowly transitioned to the other Y engines after that.

First I’ve heard on this one and sounds like misinformation without more information to go on.  Have been using the aftermarket shafts for years in almost all families of engines with zero issues.  If cavitation issues are present, then oil shaft wear at the ends will be more pronounced but that would likely more of an issue with a stock shaft rather than the aftermarket units.

Lorena, Texas (South of Waco)

Ted, the 56 fords with 312s we owned with very low milage had the gerotor pump. Not sure about the 292s though.

-Gary Burnette-

john

great minds think alike first thing i checked last night was the dizzy  hex its fine the ends of the shaft have some wear so im getting a new one i have some more info first time i pulled the dizzy & put it back in it didnt work i re-pulled the dizzy pulled out the shaft checked both put them back in started her up & had oil pressure the spring washer/clip on the shaft is shot & slides up & down the shaft so i came up with the theory it may be floating at revs or its got the wrong shaft hence the length question as ive discovered with my head question i have a 57 block, 56 heads & 55 dizzy talk about a bitsa engine.

moz. geelong victoria australia.

graduate 1980, bus, truck, car, hot rod, boat, submarine, hovercraft, hydrafoil, firetruck, mobile home, jet, helicopter, cruise ship, motorcycle, bicycle, santa's sleigh, clock, alloy bullbar, alloy fuel tank, lens, dr who's tardis, matter - anti matter warp drive buffer & y-block lover

Ted,



I located and reread the excerpt on pump shafts from "Engine Builder's Handbook", by Tom Monroe. I had remembered incorrectly, as it was NOT cam gear wear that he was concerned with, but shaft breakage due to increased shock loading of the ends (which are still the same size, though the shaft itself is larger and less flexible).

Glad to hear your experience with heavier, after-market shafts has been positive. I will thus feel more secure in using the one I have for my grocery-getter rebuild. His theory does seem to make sense, but may only apply to Hi-Po race motors running very heavy oil and tight, high volume pumps?

6 VOLTS/POS. GRD. NW INDIANA