Because then you are not circulating cooler fuel from the tank.

No not Charlie. My friends name is Jerry Sievers. He did the paint on the John Force 'Lil Yellow School Bus (also all of his Funny Car bodies). He also runs the Paint 'N Place in Placentia, CA. Are you talking about Charlie that used to work for Boyd, then went to work for Chip Foose? If so, I bet Charlie knows Jerry.

Is you do a google search on "Jerry Sievers Paint 'n Place", you will see links to many different magazine project articles where Jerry's shop did the paint.

He also teaches in the evening at the local collage, and was one of the early adopters of Water Based/Bourne paint. So he teaches alot on that subject. He was the one that taught me how to do the body work on my Clipper.

Hey Tom - what's that vacuum advance unit doing on the distributor?

And you fuel pump hookup is the elegant and probably the very best way to do it.

Would your painter friend's name be Charlie by chance? He is an acquaintance of mine. Just wondered.

Quote:

Trial and error after calculation. I don't remember the sizes, but we started with a restriction that was 20% of the plane area of the fuel line.

Can't help with ID either but see some things were the same all over. You didn't say if this was taken in Australia, but my grandmother told stores of early travel in New Mexico and Nevada. The stops to fix a flat every time they hit an extra rough spot in the road, any well or stream to fill the radiator and a run for any bush handy when they did stop drew much laughter from a youngster.

Sounds interesting for lots of cars. How was the restriction made and then sized to determine the amount? Trial & error or some real calculation?

Here is another set up, combining several approaches mentioned, with both an electric and mechanical pump. This is the set up that is on my 34. The electric pump is installed with a bypass line and check valve and wired to a momentary on/off switch. The mechanical pump is installed in a standard fashion. Immediately before the carb a T is installed. On the descending portion of the T, a restriction fitting is placed, and then a fuel line that returns to the tank. The restriction fitting is sized so that +80% (approx) of the fuel pressure is delivered to the carb, the remaining pressure drives fuel back to the tank.

With the set up, the mechanical pump runs faster, but shallower. Fuel is constantly being re-circulated. The electric pump is only needed for priming if the car has been sitting a while, or to briefly add a little pressure if a vapor lock is being experienced.

The benefits:

1) The recirculation of fuel keeps the fuel system cooler and greatly diminishes the potential for vapor lock.

2) If the mechanical pump begins to fail, the driver will notice before the pump completely fails.

3) If the engine stops, the pump stops.

4) If the engine begins to starve for fuel do to a vapor lock, a very brief pulse from the electric pump will clear the lock.

The drawbacks:

1) The mechanical pump diaphragm may wear more quickly. I'm not sure of this yet. I've driven the car approx. 2000 miles with the set up, and it is still good.

This system worked great on my trek from Minnesota to Warren, OH (approx. 925 miles) last summer. We were regularly driving all day in +85 degree weather. We would experience vapor lock (engine stumbling) when the fuel tank was nearing empty. A brief pulse with the electric pump would clear it up, and a re-fuel would solve the problem for another couple of hundred miles.

Tom

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Me, too. As I mentioned, the Lincoln Highway, which still has quite a few of the old original "Motor Courts" and pretty much follows its original route. Also, the River Road system goes most of the way down the Mississippi now.

You do see such interesting things, and meet nice people.

A couple of interesting things from Route 66 museum in Clinton OK:

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Can't help with the kind of old car. But, I love the picture.
Good luck. Let us know what you find out.