Well I can tell you guys that the "REV-E" CPS units from Chrysler have the same problem as the earlier revisions. The "REV-E" units are the ones that are reappearing in stock at the dealerships. So it appears that Chrysler hasn't changed ANYTHING in the design.
Back in May I bough the last "REV-E" unit I could find and have managed to put 3,000 miles on it. I pulled it today and inspected it and the CPS gear is already showing abnormal wear. I took some pics and will post them (gotta get another card reader).
wow, that's unfortunate. I would have thought that with their knowledge of the situation (proved by the existence of a TSB and a repair kit) they would have made some effort on subsequent versions. Shame on them.
At this point I'm thinking its one of three things.
1.The gears teeth are improperly cut
2.There is a alignment issue with the CPS gear vs the cam gear
3.Or there is a issue with the gear on the camshafts used in the 05-06 TJ's
One interesting note is the type of wear I'm seeing is the exact abnormal wear I saw before with with one side of the CPS gears teeth having a smaller wear mark which get progressively bigger as the gear is rotated 180 degrees.
One interesting thing I noticed was the gear on my 06's original CPS wouldn't line up with the holes on my new "REV-E" CPS. From looking at the holes it appears that they slide the gear on the shaft with no holes in either and then drill them as one.
This leads me to believe its a alignment issue and is maybe related to the end play (amount of movement the shaft can slide up and side before the gear or reluctance wheel stops it). From looking at the CPS assembly the amount of end play they are built with is very surprising considering the amount of tolerance needed to minimize gear wear.
Since there is a good amount of endplay and the end of the CPS shaft sits in the oil pump, its seems that the oil pump is what is going to determine where the CPS gear is going to sit in relation to the cam gear. Is it possible the oil pump could be letting or causing the CPS shaft to move up and down?
First let me say that I, as do we all, very much appreciate your previous and continuing research into this matter. You are truly an asset to the Jeep community.
Now onto the issue. Per my previous posts my current favorite is your #1, the teeth are improperly cut. I'd really love an opportunity to prove or disprove it, but to do so I'd need solid computer models of both gears. Modeling it from a physical example would be tremendously difficult for anyone other than a legitimate ProE/Solidworks expert, which is not a description I would dream of applying to myself. Best would be the original solid models from the part design, which we obviously have zero hope of ever getting our hands on. And even if we did, I'd have to do some serious self-teaching on worm gear tooth design.
#2 - alignment issues. I could see this as a possibility, but I'm not sure it would be exactly the way you're thinking. Though the vertical endplay should be kept at a minimum to prevent damage from slamming up and down every time the engine speed changes between accelerating and decelerating - I don't think it's the issue. The position of the wear marks on the OPDA gears indicates that it's well enough centered with the axis of the cam gear to not have a problem.
HOWEVER - alignment in the non-axial direction (distance between gear centerlines) would change the tooth interface and the pressure angle I referenced in my long post from the other day. Since the block I don't think has changed, this would be caused by a modification in the major and minor diameter of at least one of the gears, which would change the "pitch" - a value in gear design that must always be equal between two meshing gears. Otherwise it would be varying as if a gear is off center, or if the block changed and the OPDA hole was closer or farther from the cam centerline than it used to be. I think a varying alignment is displayed in your gear that has a wear pattern varying over 180 degrees. At first I thought it was a mere flaw in your particular OPDA gear but with the new one exhibiting the same wear pattern it indicates that perhaps your cam gear is off-centerline...which could point back to:
#3 problem with cam gear - is the 05-06 camshaft a different part number than 04? That would be a quick way to potentially eliminate this from possibility.
lastly - do you have any intention of retrofitting the 04 gear onto one of your OPDA's to see if it works? I plan to do this but haven't gotten to it yet.