Steve posted the pictures linked below in an earlier thread.
http://public.fotki.com/jr2dad6888/oil-pump/11092014-001.html
and
http://public.fotki.com/jr2dad6888/oil-pump/11092014-002.html
This is a converted cast iron 4-cylinder pump.
Compare those pictures linked above to the TR6 pump picture linked below (thanks to Richard Good for his picture).
http://www.goodparts.com/shop/published/publicdata/GPSHOP/attachments/SC/products_pictures/Oil%20Pump,%20TR6_enl0w.jpg
Question #1 involves the drive on the end of the 1500 and TR6 pump shafts. The 1500 pump has a slot on the end of the shaft to engage the distributor drive gear. The TR6 pump shaft is shorter and has a male tang instead of a slot. Did you guys press the 1500 pump shaft out of its rotor and press it into the TR6 rotor? I did not see any welding on Steve's photographs that suggested an extension was made for the TR6 rotor shaft.
Question #2 is more general... sort of a "why this approach?" question. I only have one old cast iron 6-cylinder pump but I know that the major features concerning mounting and port locations cannot have changed when the aluminum bodied pump was introduced. The 6-cylinder pump is longer than the 4-cylinder pump BUT the two pumps have the same diameter boss to center them in their mounting hole in the block. They also have their pickup tube and discharge holes in the same locations. What is different is the spacing of their three mounting bolts. My question is... why make a rotor housing spacer to accommodate the longer 6-cylinder rotor? Why not take a complete TR6 oil pump and mill its mounting holes into slots? You could then bolt the complete 6-cylinder pump onto the 4-cylinder engine with only needing to change the length of the pickup tube... or using the pickup tube and end plate from a 4-cylinder pump. Making the spacer seems like a whole lot more work than modifying the pump body mounting holes.
Again, I'll post pictures later but please let me know what you did concerning the rotor driveshaft and the tang vs slot.
Thanks,
Doug L.
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