Some things never change in the automotive industry. Chevy, and GM in general, builds parts to the lowest common denominator. It would have been possible to design just a bit more capacity into their oil pumps instead of making parts that would barely get a vehicle through the warranty period, but it would have been rejected by the bean counters. The deficiencies of the 265 V8, oil-wise demonstrated the same lack of concern for longevity that the 216's inadequate pump had years earlier. Fast forward 50-sdomething years, and the downsized 100 amp alternator used on the late-1980's GM vehicles with the too-small Torrington roller bearing in the back- - - -the one that resulted in locked-up alternators and the occasional underhood fire that totaled vehicles speaks volumes about the ongoing obsession with using parts that are barely adequate.
When my brother was doing computer modeling of parts for GM, Ford, and a few other car manufacturers in the early 2000's, where he would design a part on a computer, then simulate running it to failure to predict its lifespan, he encountered the same obsession- - - - -"How cheap can we get away with making it?" Some things never change. Do I need to mention the Corvair engines that leaked oil from brand new cars on the dealership showroom floor, or the Vega, with its high-silicon aluminum cylinder walls and pistons plated with cast iron? Honing a cylinder and replacing a piston on one of those engines was impossible, because there was no way to acid-etch the aluminum away from the silicon in a dealer's shop. The block had to be bored for flanged sleeves and conventional aluminum pistons installed. I made a good bit of pocket change machining those blocks after dealers wanted their customers to pay for complete replacement engines on out-of-warranty cars .
The oldtime mechanics I grew up around in the 50's had a saying that I learned to appreciate- - - - -"Fords break- - - - -Chevvies wear out!"
Jerry
