Did an autopsy of the crappy Mallory pump (3rd one I've had go bad on me). The official result: Sat too long with moisture in the pump. Electric motor wasn't sealed well enough. Pump siezed, motor fried, primary power wire melted.

Here's the pump in question. Dead on the examining table.
http://i1046.photobucket.com/albums/...p/LJ6Q3742.jpg

First I will remove the pump cover. Warning, this will void the warrenty...
http://i1046.photobucket.com/albums/...p/LJ6Q3744.jpg

Evidence of galling and heat build-up.
http://i1046.photobucket.com/albums/...p/LJ6Q3746.jpg

Ah-ha, rusty and frozen.
http://i1046.photobucket.com/albums/...p/LJ6Q3750.jpg

Now, I will take the top cover off and look at the motor.
http://i1046.photobucket.com/albums/...p/LJ6Q3753.jpg

Rusty, grungy, a little bit on the toasty/fried side of things.
http://i1046.photobucket.com/albums/...p/LJ6Q3755.jpg

This little guy has melted and burned almost all the way through.
http://i1046.photobucket.com/albums/...p/LJ6Q3761.jpg

Motor windings are also rusty and grungy.
http://i1046.photobucket.com/albums/...p/LJ6Q3759.jpg

A collection of some substance in the base of the electric motor. It and the pump and siezed so badly that I couldn't seperate them with a hammer.
http://i1046.photobucket.com/albums/...p/LJ6Q3763.jpg

So, first two dead pumps were because they suck. This one is mostly my fault, but really...it should have survived a few years without use. Oh well, the Aeromotive pump is light years better.

Now, for what everyone has been waiting for. A cremation of this abomination.

This was fun to do by the way...

http://i1046.photobucket.com/albums/...p/LJ6Q3770.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3772.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3786.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3804.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3838.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3847.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3869.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3881.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3792.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3908.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3924.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3959.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3955.jpg

http://i1046.photobucket.com/albums/...p/LJ6Q3921.jpg

Stupid fuel pump...

Fire, Fire!
 

You should consider professional photography! Those are awesome pics:thumbsup:

Stupid fuel pump....

About your leaks. I noticed you seem to be using a mix of standard hardware store copper fittings and AN parts with the log (where you seem to be having have all your problems). I'm not sure, but arent the copper parts a 45 degree taper vs the AN stuff being 37? Would that not be a possibility that incompatibility would lead to leaks?

Just a tought, and i'm with '65 on the pics, Weeeery nice, even showed 'em to the wife to be!

Lead.

Just found this ; (Last phrase at bottom if you wanna save 4 minutes lol!!)

The AN thread is a particular type of fitting used to connect flexible hoses and rigid metal tubing that carry fluid. It is a US military-derived specification that dates back to World War Two and stems from a joint standard agreed upon by the Army and Navy, hence AN. When the Air Force became its own service in 1947 the AN designation came to reprisent Air Force and Navy. Some aftermarket automotive fitting manufacturers sometimes still mistakenly referred to it as "Army-Navy".

AN sizes range from -2 (dash two) to -32 in irregular steps, with each step equating to the OD (outside diameter) of the tubing in 1/16" increments. Therefore, a -8 AN size would be equal to 1/2" OD tube (8 x 1/16 = 1/2). However, this system does not specify the ID (inside diameter) of the tubing because the tube wall can vary in thickness. Each AN size also uses its own standard thread size.

AN fittings are a flare fitting, using 37° flared tubing to form a metal-metal seal. They are similar to other 37° flared fittings, such as JIC, which is their industrial variant. The two are interchangeable in theory, though this is typically not recommended due to the exacting specifications and demands of the aerospace industry. The differences between them relate to thread class and shape (how tight a fit the threads are), and the metals used.

Note that 37° AN and 45° SAE fittings and tooling are not interchangeable due to the different flaring angles. Mixing them can cause leakage at the flare.

http://i1046.photobucket.com/albums/...p/LJ6Q3924.jpg
Who likes my new wallpaper?

Nathan,
Nice work on the pump!
But those pictures......HOLY SH!* MAN! REALLY NICE SHOTS!!!

That log is built by All-Star Performance, a budget circle track parts manufacturer. I suspect it comes from China and was wondering where the corners night have been cut. The brass fittings are one...but I suspect NONE of the NPT fittings have thread sealer on them. The fuel pump fittings still had some, but I only got lucky on one of the fittings. I will have to re-do those as well as completely take that fuel log apart and re-seal it.

As a matter of fact....that is what I do on the side. Here's a GTO I shot earlier this year:

http://s1046.photobucket.com/albums/...y/Jaime%20GTO/

I also do portraits, but mostly trying to get work from airplane magazines.

Want to know the secret? Rubber cement. It burns really good and long. Then fuel it with lighters fluid for additional flamage!

Correct me if I'm wrong, but it looks like you are using a 90gph, 5 micron filter, on a pump that flows 140gph and needs a minimum of a 40 micron pre-filter. It also looks like it's in a spot that gets wet on a regular basis.
http://www.jegs.com/p/Fram-Autolite/...45053/10002/-1
If this is indeed the filter you are using, your new pump will suffer the same fate.