A New Beat for the Model A’s Heart: The Burtz Oil Pump

A New Beat for the Model A’s Heart: The Burtz Oil Pump

For nearly a century, the Ford Model A has remained one of America’s most beloved cars. Dependable, simple to work on, and surprisingly robust for its era, it continues to charm collectors and hobbyists alike. But for all its strengths, even the venerable Model A has weak points that can cut its driving life short. One of those vulnerabilities lies deep within its engine: the oil pump.

Today, thanks to Terry Burtz—the same engineer behind the acclaimed Burtz Block—there’s finally a modern solution designed specifically for the Model A’s heart. His New Burtz Oil Pump not only addresses the shortcomings of the original but also ensures greater reliability, smoother operation, and peace of mind for hobbyists who still enjoy driving their Model As on today’s roads.

The Original Model A Oil Pump: A Weak Link in a Strong Chain

The Ford Model A’s lubrication system was an elegant compromise for its time. Rather than a fully pressurized system, it relied on splash lubrication. The oil pump’s primary job was to keep the dipper trays filled. Cotter pins on the connecting rods would dip into these trays, splashing oil around the engine to keep parts lubricated.

While simple, this system introduced vulnerabilities. Oil flow could be compromised by:

• Clogged Pickup Screen: Over years of operation, sludge, dirt, or metallic debris could block the oil pickup screen in the pan, starving the pump of oil and leading to catastrophic failures.
• Internal Wear: The stock 11-tooth gear design could wear down over time, reducing efficiency and oil pressure.
• External Leaks: Aging gaskets and seals often failed, leading to leaks that mimicked low oil levels and left engines running dangerously dry.

The symptoms were easy to spot but often too late to prevent damage. A failing oil pump meant:

• Low Oil Pressure on gauges (when fitted).
• Engine Noise—ticking, knocking, or rattling—caused by metal-on-metal contact.
• Overheating, since insufficient oil meant parts weren’t lubricated or cooled properly.
• Empty Dipper Trays, when clogged or missing pins failed to deliver splash lubrication.

For decades, the most common fix was to drop the oil pan, clean the screen, inspect the dippers, and, if needed, replace the oil pump with another used unit. But modifying or rebuilding worn-out pumps often introduced more variables than it solved.

Terry Burtz Steps In

Few names in the Model A hobby carry as much respect today as Terry Burtz. His Burtz Block—a redesigned engine block with modern metallurgy and tolerances—set a new standard for reliability. Now, hobbyists have turned to him again to solve another long-standing problem: the oil pump.

“With so much conflicting data regarding oil pump performance and the variables in modifying worn original Model A oil pumps,” Burtz recalls, “I was asked if I could design a new oil pump for use in the new engine with a relief valve within the screened area and set around 32 PSI.”

His goal was ambitious yet focused:

• Deliver more volume to maintain 8 PSI at idle.
• Regulate pressure to 30–35 PSI between 1,500 and 5,000 RPM.
• Keep the design faithful to the Model A’s heritage, so it would bolt right in without modifications.

Engineering a Better Pump

To achieve these goals, Burtz revisited the core design. Model A, B, and GAZ oil pumps all used 11-tooth gears. While reliable, they didn’t deliver the volume needed for modern expectations of pressure and longevity.

“With a geared pump at a given RPM, the volume can be increased by either lengthening the gears, reducing the number of teeth, or spinning the pump faster,” Burtz explains. “Spinning the oil pump faster would complicate the design and was not considered.”

Instead, he focused on gear geometry. By reducing the tooth count to seven, the pump moved more oil with each revolution. After extensive testing, he settled on 0.75-inch gear length, which struck the right balance: 4.5 times the volume of the stock 11-tooth gears without overloading the system.

“I designed the new oil pump using 7-tooth gears with a large relief valve port to relieve any excess volume created,” Burtz says. The relief valve sits within the screened area, eliminating the inefficiency of oil passing through the screen twice, and is strategically located opposite the pump intake, similar to the GAZ design.

And while the internals are modernized, Burtz respected the original Ford engineering wherever possible. “When possible, I prefer not to make changes to parts that have worked reliably for almost 100 years,” he explains. “Therefore, the screen cover, screen, bottom plate, and bolt holes are in the same locations and have the same threads as the original parts. The gears, housing, and relief valve are new.”

From Prototype to Production

To validate the concept, Burtz worked with RotoShim in England, a firm well-known in the Model A community. They machined prototypes, tested them under controlled conditions, and compared them against stock pumps.

First, RotoShim measured the volume of oil delivered by a stock 11-tooth pump at controlled RPM and temperature. Then they tested the new seven-tooth designs in different lengths. The results spoke for themselves:

• 1.5-inch gears delivered nine times the stock volume—too much.
• 0.50-inch gears weren’t enough.
• 0.75-inch gears hit the sweet spot—4.5 times more volume than stock.

“All motor oils become thinner as the temperature rises,” Burtz notes. “Regardless of room temperature viscosities, all motor oils have close to zero viscosity above 185°F.” To simulate real-world use, RotoShim tested with both room-temperature oil and a mixture of motor oil and diesel to mimic hot oil viscosity. (See chart below)

Finally, the prototype was installed in a new Burtz engine. The results met all engineering goals, maintaining steady pressure across temperature ranges and RPMs.

With proof in hand, production files and 3D prototypes were sent to a specialized manufacturer in China. By mid-2025, pre-production pumps were arriving in the U.S. for final evaluation. One was installed by Frank, an engine builder for Stuart Model A Parts in Florida. Real-world tests confirmed what the lab had shown: stable pressure, consistent performance, and no surprises. ( The test results are shown in the chart below.)

“The design meets all engineering requirements,” Burtz concludes. “The production contract was awarded.”

Why This Matters for Model A Owners

For Model A enthusiasts, this isn’t just another aftermarket part—it’s peace of mind. By addressing the most common oil pump failures head-on, Burtz’s design ensures:

• Reliable Oil Flow thanks to higher volume gears.
• Stable Oil Pressure with an integrated relief valve.
• Easy Installation, since bolt patterns and external dimensions match original pumps.
• Longevity, with new components rather than rebuilt worn-out ones.

Perhaps most importantly, it lets hobbyists enjoy their cars without the nagging worry of oil starvation or pump failure.

Troubleshooting Still Matters

Even with a new pump, owners should remain vigilant. The best oil pump in the world can’t overcome poor maintenance. Common troubleshooting steps include:

1. Check Oil Level: Low oil mimics pump failure.
2. Inspect Pickup Screen & Dippers: Drop the oil pan, clean out sludge, and confirm dipper pins are secure.
3. Check Gaskets & Seals: Ensure no leaks are draining your system.
4. Replace If Necessary: With the new Burtz pump available, replacement is often the most effective fix.

A Modern Solution with Vintage Spirit

The New Burtz Oil Pump embodies the best of Terry Burtz’s approach to engineering: clever yet straightforward, modern yet respectful of tradition. It doesn’t reinvent the Model A—it refines it, ensuring these beloved cars can keep rolling for another century.

For owners, it means fewer worries, quieter engines, and more time spent enjoying the open road. For the hobby as a whole, it’s one more reason the Model A endures—not just as a piece of history, but as a living, drivable machine.

As Burtz himself puts it: “When possible, I prefer not to make changes to parts that have worked reliably for almost 100 years.” With his new oil pump, he’s managed to honor that philosophy while giving the Model A something it’s always deserved: a stronger, steadier heartbeat.