Then I epoxied the plug into the cylinder oil passage.  JB Weld is my go-to epoxy.

I moved my oil pressure gage connection from the right side of the head cover to the left side; and installed a hose nipple on the right side where the gage connection used to be.

High-pressure fuel hose worked fine for the connection between the clutch cover and the head cover.  The new setup looked like this.  

With the external oil feed, my oil pressure increased significantly.  Considering that the gage connection was now even further away from the source, that seems like a bonus.  With the oil at 200°F and engine running 4000 rpm, the oil pressure was now 14 to 15 psi.  I think that was the result of two changes.  The new flow path through the hose is far less torturous than the convoluted flow path through the cylinder, cylinder head, and head cover; and the oil is not picking up heat from the cylinder and cylinder head.  The flow path is less restrictive, and the oil is cooler and more viscous.

I logged about 12,500 miles with this setup.  It worked well.  No leaks, weeps or seeps.  I changed oil and did inspections about every 4000 to 4500 miles.  All was good.  At 79,098 on the odometer, I decided to reduce the oil pressure a bit.  That 14 to 15 psi seemed a bit high.  So, I increased the size of the jet that feeds oil to my 4th gear mesh.  I went from a #120 to a #140.  That didn’t seem to have much effect.  The 1/8” copper tubing has probably become the limiting factor on this circuit.

At the 79,098 mile service I noticed that my oil drained normally when I removed the drain plug.  That seemed unusual.  The KrankVent usually prevents the oil from draining and I must break the fill plug loose to vent the crankcase.  I looked at the umbrella valve and found this.  At least I know the thing is workin its butt off.  I threw in another $2 buck part and was good-to-go.  Literally a five-minute job.  Now I know I will have to keep an eye on this little jewel.

Look at that hole.

The odometer is now reading 80,317.  The modified oil system has 33,142 miles on it.  The engine is in great shape and is making a ton of power.  So much so that I can’t resist the urge to goose it at every opportunity.  Just can’t get enough of it.  It has so much punch that it has become second nature to do WOT.  I almost feel sorry for the thing.  I am literally beating it to death.  It has been taking the punishment and never complains.  Doesn’t even work up a sweat.  It runs cool.  Vibration is low.  Compression remains right at 210 psi.  Valves never need adjustment.  CCT never needs adjustment.  Drain plug never has chips.  Endoscope inspections show no problems with gear pitting.  No leaks, weeps or seeps. Catch can never has more than a teaspoon of oil in it.  Oil consumption is very low, about 6 ounces every 4000 miles.  Clutch will probably need a shorter pushrod at the next service.
   
The top end has 13,795 miles on it.  I originally planned to tear down the top end at 20K to see how the piston looked.  I am debating that.  It simply runs too darned good to mess with it.

I am hoping that Dave and FinnHammer chime in and tell us how their high-speed pump drives are working out.  I know Dave had a small leak he was grappling with, and I don’t recall Finn having much to say regarding his oil system.  Guys, please let us know how your high-speed pumps are working.