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I stumbled upon a video on YouTube in which a guy replaced the mechanical fuel pump with an electric one.
He has some pretty good arguments for the upgrade.

youtube.com/watch?v=FL2nEVlztvk

See his commentary at the 5:00-minute mark.

He's using a Carter P4259 6 volt rotary vane pump.

$79 on Amazonamazon.com/Carter-P4259-Line-Electric-Fuel/dp/B000CIS4IU

Several of us use an impulse style pump back by the tank inline with the mechanical pump. With impulse style ones, a mechanical pump can pull through it when it's off. Usually vane/rotary ones you cannot.

The reason for all of is that the electric one can be used to prime the system if the car has sat a while, for quicker starts. Also useful in hot environments where vapor lock can happen.

Otherwise, the car is running off the mechanically like the normal. This is how my 54 is setup.

The inherit danger with all eletric pumps in old cars is that they don't turn off if the car gets into an severe accident and the power is still on.


Newer cars have impact sensors and whatnot that kill the pump in an accident.

Regardless, if you go eletric, in any capacity, you need to match the PSI of the pump to the engine/carb. Too much pressure, and you'll continually flood the carb.


That all being said, my '37 with the Jaguar motor has an electric fuel pump as the that motor never had a provision for a mechanical pump.

So it's always on the electric, but it does have a kill switch under the dash.

To sum up Kev's comment, you should look for an impulse type pump with a maximum of about 4 PSI.

Tristar500

See
packardinfo.com/xoops/html/modules/newbb/viewtopic.php?post_id=256349&

If not equipped with a by-pass loop, vane pumps should be powered at all times . . . quite acceptable if the mechanical pump is removed.

Impulse/solenoid type pumps may be used to prime/clear vapor lock with a mechanical pump installed. Otherwise, they may be unpowered during normal engine operation . . . no by-pass loop required.

dp

Quote:
I just so happen to have a new-in-box lift pump from my 1995 diesel Chev Suburban. I'll have to check on the pressure rating. It's a solenoid-type pump. Diesel suburban sometimes have more than one of these to get fuel to the fuel distributor where it is put under high pressure and sent to the injectors.

Typically anything fuel injected, or with a return line is going to be too high of pressure for these carbs.

There is such a thing as low pressure fuel injection as our 1972 Mercedes Benz 280 SEL 5.0 had it but even that may be a little too high for a carburetor.