Colin to be more specific regarding your question, I can directly say I have never owned a SRM pump, or seen one in person, more importantly have not reviewed the tech data related to flow, or volume. But based on info I have heard and read, the 2 main benefits of the SRM is better quality of components, as well as ***I BELIEVE*** More volume.
The same can be said for the cast iron A65 pumps and both the blog I posted a link to, as well as reams of info I have read the Cast Iron A65 pump is the ideal BSA should have gone with to begin with, and same as what ***I BELIEVE***About the SRM pump is better materials, construction and more volume of oil.
As to fitting an A10, dont quote me on that but i saw references on this forum and others that it is possible to combine parts of the cast iron A65 pump with the A10 and make a A10 super pump.. but i have not confirmed that but something I am looking into. But I would agree with you and my point is pressure is not that important, but volume is and consistent volume at that.
A good metaphor Is I enjoy building engines and American V8s commonly. Depends on the application, but one constant I always strive for is optimizing the oil system and one product I always use is a Melling High Volume oil pump,. Take the Chevy V8 for example, Chebbys have stock an excellent oil pump and design right out of the box, And while I dont build extreme race engines on the street anymore. (Not much fun to drive or own) I expect to flog the heck out of any engine. So the Melling is a well engineered Oil pump and it appears to me, very similar to what the SRM pump offers. The Melling is designed for a nice boost in volume but not too much, too fast, or too little. (Goldilocks) When installed I see a typical boost in pressure of 20-40% and Pressure was never the goal but it is a symptom and byproduct of the larger amount of oil volume.
In another topic I talked about interviewing the engine guys and crews for the IRL-CART race teams during their transition to synthetics. In their case with the Chevy Illmore engines the synthetics ran with LESS pressure but more volume which was a big benefit due to the difference between a synth & Dino oil. As well, those were multi million dollar motors and they had ZERO oil failures the previous season with the synthetics & if they had, The oil company promised to pay for the engine.
These old BSA engines dont need rocket science, but an interesting issue DOES exist. I bet,, In fact I would wager if you COULD compile detailed data for Engines say... 1955 and take that same engine with a few upgrades and modern products such as superior synth multi grades oil, a return line filter and a high volume quality oil pump how would they compare under todays conditions???
I believe I know the answer.. I know a couple Hyper mileage guys with vintage Iron,, and they get obscenely high mileages out of these same clunky old engines. Not only are they mechanically sympathetic, but the difference in materials means they can get extreme mileages between major overhauls or service that was never possible back with the same engine in the 1950s.
In Aviation school one of my instructors said the dumbest thing shops do is have a new guy doing engine tear downs. Instead you should have one of the most skilled and knowledgeable do it. Forensic engine analysis. A worn engine will tell you vast reams of data if you look carefully and can interpret the info.
Besides the SAE papers,, of which there are thousands and thousands it appears, there is a number of forums that argue over this stuff. I used to Seagull a few of them but its exhausting. One of the biggest debates I ever saw blow up was a discussion of oil shear under gear tooth changes in Gerotor style oil pumps (Which BSA have) Some of the discussion got quite heated.
This forum is one of those... See:
https://www.engineersedge.com/engineering-forum/forum.phpYou get interesting exchanges like this:
"Do a you have a geometric mathematical proof for "the explosion at the base of the closed cylinder doesn't just blow past the cylinders, but pushes them apart. "?
You need to expand on the physics explanation and evidence to move forward..
---------------------------
In the phase, or phase space, of the evolution of the combustion, it looks like beneath the cylinder at combustion a cross section of a torus, but what is actually a nonlinear oscillation that looks like this:
https://www.google.com/search?q=osci...qgtdkG79s11qM:
So it is a nonlinear oscillation that produces the flame pattern.
I went to the link and it mentions a double well structure. The flame itself produced between the two hemispheres looks like a double cone, that looks like this:
https://www.google.com/search?safe=s...QDgFxUKFLSFqM:
------------------------------------
This is not a mathematical proof of the concept. You need to model the physics and associated math... I don't think you're conceptually understanding the acting pressures correctly...
____________________________________
See? Flame trolls and articulated debate.. sheesh..
But there is some really interesting ideas that have come out in the last 10 years challenging past beliefs..
See:
http://papers.sae.org/2013-01-1643/" Study of Motor Oil Cooling at Low Reynolds Number in Multi-Port Narrow Channels"
But perhaps this is all for nothing,, after all, The UK is probably going to ban these old clunkers anyway..
See:
https://www.marketwatch.com/story/uk-to-ban-new-diesel-gasoline-cars-by-2040-2017-07-26?utm_source=fark&utm_medium=website&utm_content=link&ICID=ref_farkThe internal combustion engine was dealt another blow on Wednesday when the U.K. pledged to ban the sale of new gasoline and diesel cars by 2040, following a similar move three weeks ago by France.
While far from a knockout, the decisions by the U.K. and France--which together account for about a third of new cars sold in the European Union--are among the most aggressive moves by governments recently to legislate away the traditional gasoline- or diesel-burning engine, which has been for more than 100 years been the preferred method of powering passenger vehicles.
For decades, governments have struggled to rein in the pollutants the engines caused but with few alternatives have balked at banning them outright.
Volvo's recent announcement that it would only sell fully electric or hybrid cars starting in 2019 and the arrival of Tesla Inc.'s $35,000 Model 3 have put further pressure on gasoline and diesel engines.
"We can't carry on with diesel and petrol cars, not just because of the health problems, but also because the emissions they cause will accelerate climate change," U.K. Environment Secretary Michael Gove said in an interview with the British Broadcasting Corp.
More on that page.........