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With these devices the inlet elbows above each crank chamber were fitted with inserts like carburettor jets, and the sizes were calibrated when the engine was tested at the factory. Fine in theory, BUT of course when the engine had done a few hundred miles the settings were probably no longer correct, and the fine holes would be easily blocked by a bit of muck. The Best and Lloyd pump is a better pump than the Pilgrim, but only a single outlet, relying on a separate splitter device to try and equalise the flow to each half of the engine. Used from late 1926 to some time in 1928, and then dropped in favour of the Pilgrim pump after a spate of engine failures. In an attempt to get back the Scott business, Best and Lloyd designed a system, (I have the original blueprint drawing), where a B & L Mark 2 pump was set to run on its maximum flow, feeding a pair of adjustable sight-glass drippers, with a pressure relief valve bleeding off the excess oil and pressure via a return line to the oil tank. I think it would have worked very well, but would have been much more expensive than either a Pilgrim pump or just a pair of drippers on their own, as used previously from the earliest days of the marque.
I have all the bits, except for a pressure relief valve, to try out the B & L proposal. One day……