A was for Austin, but now B is for Bedford

PaulFH wrote:

FWIW 1950’s Fords had a fine brass gauze at the carburettor inlet. When partly blocked, caused cutting out when under higher load, like uphill.
Hope you find the cause soon PDU.
 

I rescued a WB ute out the front of my place years ago.  Same thing.

Jarrod 

ps could not get this form to display properly on the phone.

PaulFH wrote:

FWIW 1950’s Fords had a fine brass gauze at the carburettor inlet. When partly blocked, caused cutting out when under higher load, like uphill.
Hope you find the cause soon PDU.

XF Falcons with duel barrel webber had the sane deal

Could feel it when cruising at speed, would get a bit jerky 

They were great machines and can't believe the XF Falcons have all but vanished 

Paul[/color]

PDU wrote:

My filter was between electric pump and mechanical pump; when all remounted again it will be before the electric and then into the mechanical pump, IF I persist with that(?). 

 

You shouldn't try and push the fuel through a mechanical pump with an electric pump, most mechanical pumps don't like it for very long, something to do with a valve or diaphragm designed to suck have fuel pushed past it.. Try and put the pumps in parallel with taps(s) and valves to isolate the flow. This also allows you to resolve to bypass the issue where the internal filters on the pump blocks up with crud, you bypass it until it is fixed.

Terry

Terry

I have put electric pumps near the fuel tank on many vehicles still retaining their original mechanical pump and never had the slightest problem. Most piston light aircraft have an old fashioned lever type fuel pump and use a boost pump as a safety measure for take-off and most times landings. In thousands of boost-pump cycles in the life of an engine they have no problems.

From what I can see the electric fuel pressure just pushes the pump inlet valve open instead of it being lifted by the diaphram vacuum and pushes the outlet valve open exactly the same as the diaphram pressure. When the carby needle closes the residual line pressure stops the pumping of both units (assuming the electric pump and mechanical pump are roughly the same PSI.)

I vote strongly for electric boost pump

a. Saves the battery and starter getting fuel up to the carby in the morning or after a period of no use.

b. Almost entirely overcomes vapourisation no matter how hot the mechanical pump becomes.

Of course it works both ways and the mechanical pump has absolutely no problem pulling fuel through the electric pump with it switched off.

Thanks Lang that was my understanding of things and why I originally set it up that way.

When I do get back onto it I will concentrate on the second-tank/fuel line first, to cover fuel supply as the reason; although I had already been considering it could be connected to the electrics somewhere, along the lines as mentioned by 180wannabe.  Not that I'd doubt my wiring (Heavens to Murgatroyd!) more likely the coil or distributor related.  

Thanks for all the input, I must say I'm beginning to doubt my own sleuthing during each little issue, and it makes a bloke feel embarrassed to receive so much assistance . . .