Subject: Re: [Healeys] Fuel pumps (AGAIN!)

From: <[email-masked]>
Date: Sat, 1 Dec 2018 15:01:05 +0000 (UTC)

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Another sloshing horror story. We were 600 mikes from home & in the Rocky M=
ountains. A friend's 3000 had been running fine until one day in the mounta=
ins. It began to run fine for about 15-20 minutes, then slowly die. A few m=
inutes later it would restart & run fine for 15-20 minutes & die again. It =
repeated this pattern over & over. Of course we checked adjusted &/or repla=
ced everything we could. The problem turned out to be the sloshing sealer t=
hat had separated in a large sheet from the bottom of the tank. With the pu=
mp running the sheet would be sucked up to the pickup & the pump was being =
starved for fuel. When the engine died & the ignition was shut off the shee=
t of sealant would slowly sink back down to the bottom of the tank & the pu=
mp could again deliver fuel until the sheet was again drawn up to the pick =
up.=C2=A0Gary Hodson

-----Original Message-----
From: Bob Spidell <[email-masked]>
To: healeys <[email-masked]>
Sent: Fri, Nov 30, 2018 10:47 pm
Subject: Re: [Healeys] Fuel pumps (AGAIN!)

 Moah DATA!=C2=A0 Yeah! Definitely makes sense.=C2=A0 Both my Healeys have =
had their tanks sloshed with Bill Hirsch sealer (I heard Bill Hirsch died r=
ecently, BTW).=C2=A0 The BJ8's tank was done at least 20 years ago, the BN2=
's more recently.=C2=A0 I inspect them occasionally and have seen no eviden=
ce of any fragments of the sealer either coming out of the feed pipe or in =
the pumps when I pull them apart.=C2=A0 Also, when the last pump stopped an=
d I fitted my last spare pump it started pumping enthusiastically--and I dr=
ove it for 10 or so miles--so if the pickup tube in the tank is plugged I w=
ouldn't expect that, but I'll have a look inside the tanks. I've reported i=
t before, but when restoring the BN2 we bought a used tank.=C2=A0 We had an=
 issues with an extremely erratic pump: no pumping, heavy thrashing (like f=
ibrillation you get when the tank runs dry or you have an inlet leak) and o=
ccasionally, normal pumping.=C2=A0 We blew out the lines, tried several nee=
dle valves and Grose jets but to no avail.=C2=A0 Finally, my dad had a hunc=
h and cut the pickup tube out of the tank.=C2=A0 Sure enough, there was a l=
ot of corrosion and a pinhole leak in the tube near where it exited the tan=
k.=C2=A0 Dad speculated that the flux used to solder the tube in the tank w=
as corrosive and not cleaned off correctly (well, it was a 40-year-old tank=
 at the time).=C2=A0 Something to put in the diagnostics database. Bob
  On 11/28/2018 8:26 PM, Michael Salter wrote:
 =20
=20
This discussion about fuel pumps has revived something from the old grey ma=
tter ... To those mentioning repeated failures one problem that will cause =
premature failure is restrictions in the supply to the pump. The way these =
pumps work is that the spring in the pump provides the pressure. As the pre=
ssure on the output side of the pump decreases the diaphragm moves down to =
a point where the points close, that energizes the coil to pull the armatur=
e up against the spring pressure to the point where the points "flip" and o=
pen to stop the current flow through the coil. HOWEVER if there is a restri=
ction in the fuel line feeding the pump the low pressure at the pump inlet =
can create a partial vacuum which will prevent the armature from rising ful=
ly and thus the points from "flipping" . When this happens the coil remains=
 energized and "cooks" in a short time thus ruining the pump. I discovered =
this while trying to resolve a delivery problem in a car that had had the t=
ank "sloshed". The sloshing compound had coated the gauze filter=C2=A0 insi=
de the tank severly restricting the flow.=C2=A0 The test was to put an anal=
ogue ammeter on the pump electrical supply which showed the prolonged curre=
nt flow to the pump.=20
  M =20
  On Wed, Nov 28, 2018, 9:45 PM Kees Oudesluijs <[email-masked] wrot=
e:
 =20
  Quite so. The only thing I can come up with is the car is hardly being us=
ed and being stored in dampish non ventilated conditions, thus corroding th=
e points. As I said before I have had SU fuel pumps in from more than 50 ye=
ars old which were absolutely perfect except for the points corroded becaus=
e the car was not used enough or worn because of not being adjusted properl=
y.=20
  If used regularly and kept dry internally they last forever.
  Another thing: If you have had to tap the pump to get it going, replace/p=
olish and adjust the points ASAP. Do not wait until you have to repeat the =
tapping. When fitting a new SU-pump you best remove the cap to inspect and =
if needed clean the points first with very fine polishing paper, I use at l=
east 1000. It is even not uncommon that brand new pumps that have been on t=
he shelf for a while, either at home, in the garage or at the suppliers do =
not work because the points are dirty/corroded and have to be attended to f=
irst. I have bought many pumps that were sold as "defective, for spares  or=
 repair"=C2=A0 for a song, that did not work and appeared to be in fact NOS=
. Cleaning and polishing the points was all that was needed for these. If y=
ou have a new/rebuild spare pump in store , remove the cap and insert a bit=
 of acid free paper in between the points, this will stop electrolytic corr=
osion. In the late 70=C2=B4s I was collecting=C2=A0 quite a lot of Jensen p=
arts and got presented a new pump by Jensen Parts & Service that was said t=
o be defective but only needed some small attention. My old pump kept worki=
ng (more than 160000mls) so the new pump was never needed. About 5 or 6 yea=
rs ago I came across that pump and decided to have a look inside. It was of=
 course mint but there were real  cauliflowers around the points. Just poli=
shed them, fitted a transil (as I do with all my rebuilds) and is now in my=
 present car.
 =20
  Kees Oudesluijs=20
 =20
  Op 28-11-2018 om 18:50 schreef [email-masked]:
 =20
   I do not understand the problem with the SU pump that everyone feels tha=
t they have to re invent the wheel. I have using the standard SU pump with =
points in my Healey for almost 75000 miles and never had a failure.  =C2=A0=
 We also have been installing the standard SU points pump here at the shop =
on every car we do for over 40 years  Everything from Healey=E2=80=99s, MG=
=E2=80=99s and Jaguar=E2=80=99s and had very few failures. =C2=A0 =C2=A0 =
=C2=A0 David Nock
 [email-masked]
 209 948 8767
 www.britishcarspecialists.com
=20
 Help us have our Founder Norman Nock inducteed into the=20
 British Sportscar Hall of Fame, You can vote for your favorites=20
 by visiting the site at.
 www.britishsportscarhall.org
    =C2=A0  From: Tom  Sent: Wednesday, November 28, 2018 6:00 AM To: heale=
[email-masked]  Subject: Re: [Healeys] Fuel pumps (AGAIN!)   =C2=A0   I =
found the voltage regulator was misadjusted when i got my car.=C2=A0 At 17V=
, a new pump quit working in less than a year.=C2=A0 At 14V, the replacemen=
t is 10 years old and happily ticking away.=C2=A0 =C2=A0 Tom  =C2=A0  On Tu=
e, Nov 27, 2018, 9:16 PM Frank Magnusson <[email-masked] wrote:
 =20
   Hi Bob, =C2=A0 I=E2=80=99m also not sure why you=E2=80=99re having probl=
ems with pumps.=C2=A0 Maybe something common between all of them; the vent,=
 the ground, the venting of the fuel  system, etc. =C2=A0 I replaced my ori=
ginal pump in the late 80=E2=80=99s with a stock SU pump with points and it=
=E2=80=99s been on the car ever  since; no problems except last year when i=
t didn=E2=80=99t want to start, but a rap with a rubber mallet and it=E2=80=
=99s been working ever since. =C2=A0 Try Healey Surgeons for a replacement =
pump.=C2=A0 Their parts are 100% correct and I=E2=80=99ve never had a probl=
em with anything from them in almost 30 years. =C2=A0 Best of luck, Frank =
=E2=80=9965 BJ8 =20
=20
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------=_Part_132672_1159718533.1543676465587
Content-Transfer-Encoding: quoted-printable

<font color=3D'black' size=3D'2' face=3D'arial'>
<div>Another sloshing horror story. We were 600 mikes from home &amp; in th=
e Rocky Mountains. A friend's 3000 had been running fine until one day in t=
he mountains. It began to run fine for about 15-20 minutes, then slowly die=
. A few minutes later it would restart &amp; run fine for 15-20 minutes &am=
p; die again. It repeated this pattern over &amp; over. Of course we checke=
d adjusted &amp;/or replaced everything we could. The problem turned out to=
 be the sloshing sealer that had separated in a large sheet from the bottom=
 of the tank. With the pump running the sheet would be sucked up to the pic=
kup &amp; the pump was being starved for fuel. When the engine died &amp; t=
he ignition was shut off the sheet of sealant would slowly sink back down t=
o the bottom of the tank &amp; the pump could again deliver fuel until the =
sheet was again drawn up to the pick up.&nbsp;</div>

<div>Gary Hodson</div>
<br>
<br>

<div style=3D"font-family:arial,helvetica;font-size:10pt;color:black">-----=
Original Message-----<br>
From: Bob Spidell &lt;[email-masked]&gt;<br>
To: healeys &lt;[email-masked]&gt;<br>
Sent: Fri, Nov 30, 2018 10:47 pm<br>
Subject: Re: [Healeys] Fuel pumps (AGAIN!)<br>
<br>

<div id=3D"yiv2223433046">
<div>
   =20
<div>Moah DATA!&nbsp; Yeah!</div>

   =20
<div>Definitely makes sense.&nbsp; Both my Healeys have had their tanks
      sloshed with Bill Hirsch sealer (I heard Bill Hirsch died
      recently, BTW).&nbsp; The BJ8's tank was done at least 20 years ago,
      the BN2's more recently.&nbsp; I inspect them occasionally and have
      seen no evidence of any fragments of the sealer either coming out
      of the feed pipe or in the pumps when I pull them apart.&nbsp; Also,
      when the last pump stopped and I fitted my last spare pump it
      started pumping enthusiastically--and I drove it for 10 or so
      miles--so if the pickup tube in the tank is plugged I wouldn't
      expect that, but I'll have a look inside the tanks.</div>

   =20
<div>I've reported it before, but when restoring the BN2 we bought a
      used tank.&nbsp; We had an issues with an extremely erratic pump: no
      pumping, heavy thrashing (like fibrillation you get when the tank
      runs dry or you have an inlet leak) and occasionally, normal
      pumping.&nbsp; We blew out the lines, tried several needle valves and
      Grose jets but to no avail.&nbsp; Finally, my dad had a hunch and cut
      the pickup tube out of the tank.&nbsp; Sure enough, there was a lot o=
f
      corrosion and a pinhole leak in the tube near where it exited the
      tank.&nbsp; Dad speculated that the flux used to solder the tube in t=
he
      tank was corrosive and not cleaned off correctly (well, it was a
      40-year-old tank at the time).&nbsp; Something to put in the
      diagnostics database.</div>

   =20
<div>Bob<br clear=3D"none">
    </div>

   =20
<div class=3D"yiv2223433046yqt2459807578" id=3D"yiv2223433046yqtfd55469">
<div class=3D"yiv2223433046moz-cite-prefix">On 11/28/2018 8:26 PM, Michael =
Salter
      wrote:<br clear=3D"none">
    </div>

    <blockquote type=3D"cite">
      </blockquote></div>
</div>

<div class=3D"yiv2223433046yqt2459807578" id=3D"yiv2223433046yqtfd24568"></=
div>

<div>
<div class=3D"yiv2223433046yqt2459807578" id=3D"yiv2223433046yqtfd11933">
<div>This discussion about fuel pumps has revived
        something from the old grey matter ...
       =20
<div>To those mentioning repeated failures one
          problem that will cause premature failure is restrictions in
          the supply to the pump.</div>

       =20
<div>The way these pumps work is that the spring in
          the pump provides the pressure. As the pressure on the output
          side of the pump decreases the diaphragm moves down to a point
          where the points close, that energizes the coil to pull the
          armature up against the spring pressure to the point where the
          points "flip" and open to stop the current flow through the
          coil.</div>

       =20
<div>HOWEVER if there is a restriction in the fuel
          line feeding the pump the low pressure at the pump inlet can
          create a partial vacuum which will prevent the armature from
          rising fully and thus the points from "flipping" .</div>

       =20
<div>When this happens the coil remains energized and
          "cooks" in a short time thus ruining the pump.</div>

       =20
<div>I discovered this while trying to resolve a
          delivery problem in a car that had had the tank "sloshed". The
          sloshing compound had coated the gauze filter&nbsp; inside the ta=
nk
          severly restricting the flow.&nbsp;</div>

       =20
<div>The test was to put an analogue ammeter on the
          pump electrical supply which showed the prolonged current flow
          to the pump.</div>

       =20
<div><br clear=3D"none">
        </div>

       =20
<div>M</div>

      </div>

      <br clear=3D"none">
     =20
<div class=3D"yiv2223433046gmail_quote">
       =20
<div dir=3D"ltr">On Wed, Nov 28, 2018, 9:45 PM Kees Oudesluijs
          &lt;<a href=3D"mailto:[email-masked]" target=3D"_blank" re=
l=3D"noopener noreferrer" shape=3D"rect" ymailto=3D"mailto:coudesluijs@chel=
lo.nl">[email-masked]</a> wrote:<br clear=3D"none">
        </div>

        <blockquote class=3D"yiv2223433046gmail_quote" style=3D"margin:0 0 =
0 .8ex;border-left:1px #ccc solid;padding-left:1ex;">
         =20
<div>
           =20
<div>Quite so. The only thing I can come up with is the car is
              hardly being used and being stored in dampish non
              ventilated conditions, thus corroding the points. As I
              said before I have had SU fuel pumps in from more than 50
              years old which were absolutely perfect except for the
              points corroded because the car was not used enough or
              worn because of not being adjusted properly. <br clear=3D"non=
e">
            </div>

           =20
<div>If used regularly and kept dry internally they last
              forever.<br clear=3D"none">
            </div>

           =20
<div>Another thing: If you have had to tap the pump to get it
              going, replace/polish and adjust the points ASAP. Do not
              wait until you have to repeat the tapping.</div>

           =20
<div>When fitting a new SU-pump you best remove the cap to
              inspect and if needed clean the points first with very
              fine polishing paper, I use at least 1000. It is even not
              uncommon that brand new pumps that have been on the shelf
              for a while, either at home, in the garage or at the
              suppliers do not work because the points are
              dirty/corroded and have to be attended to first. I have
              bought many pumps that were sold as "defective, for spares
              or repair"&nbsp; for a song, that did not work and appeared t=
o
              be in fact NOS. Cleaning and polishing the points was all
              that was needed for these. If you have a new/rebuild spare
              pump in store , remove the cap and insert a bit of acid
              free paper in between the points, this will stop
              electrolytic corrosion.</div>

           =20
<div>In the late 70=C2=B4s I was collecting&nbsp; quite a lot of Jensen
              parts and got presented a new pump by Jensen Parts &amp;
              Service that was said to be defective but only needed some
              small attention. My old pump kept working (more than
              160000mls) so the new pump was never needed. About 5 or 6
              years ago I came across that pump and decided to have a
              look inside. It was of course mint but there were real
              cauliflowers around the points. Just polished them, fitted
              a transil (as I do with all my rebuilds) and is now in my
              present car.<br clear=3D"none">
            </div>

           =20
<div><br clear=3D"none">
            </div>

           =20
<div>Kees Oudesluijs</div>

           =20
<div><br clear=3D"none">
            </div>

           =20
<div><br clear=3D"none">
            </div>

           =20
<div class=3D"yiv2223433046m_-859660861838157moz-cite-prefix">Op 28-11-2018
              om 18:50 schreef <a class=3D"yiv2223433046m_-859660861838157m=
oz-txt-link-abbreviated" href=3D"mailto:[email-masked]" target=3D"_bla=
nk" rel=3D"noopener noreferrer" shape=3D"rect" ymailto=3D"mailto:healeydoc@=
gmail.com">[email-masked]</a>:<br clear=3D"none">
            </div>

            <blockquote type=3D"cite">
             =20
<div dir=3D"ltr">
               =20
<div style=3D"FONT-SIZE:12pt;FONT-FAMILY:'Century';COLOR:#000000;">
                 =20
<div>I do not understand the problem with the SU pump
                    that everyone feels that they have to re invent the
                    wheel. I have using the standard SU pump with points
                    in my Healey for almost 75000 miles and never had a
                    failure. </div>

                 =20
<div>&nbsp;</div>

                 =20
<div>We also have been installing the standard SU
                    points pump here at the shop on every car we do for
                    over 40 years </div>

                 =20
<div>Everything from Healey=E2=80=99s, MG=E2=80=99s and Jaguar=E2=80=99s an=
d
                    had very few failures.</div>

                 =20
<div>&nbsp;</div>

                 =20
<div>&nbsp;</div>

                 =20
<div>&nbsp;</div>

                 =20
<div style=3D"FONT-SIZE:12pt;FONT-FAMILY:'Century';COLOR:#000000;">David
                    Nock<br clear=3D"none">
                    <a class=3D"yiv2223433046m_-859660861838157moz-txt-link=
-abbreviated" href=3D"mailto:[email-masked]" target=3D"_blank" rel=
=3D"noopener noreferrer" shape=3D"rect" ymailto=3D"mailto:healeydoc@sbcglob=
al.net">[email-masked]</a><br clear=3D"none">
                    209 948 8767<br clear=3D"none">
                    <a class=3D"yiv2223433046m_-859660861838157moz-txt-link=
-abbreviated" href=3D"http://www.britishcarspecialists.com" target=3D"_blan=
k" rel=3D"noopener noreferrer" shape=3D"rect">www.britishcarspecialists.com=
</a><br clear=3D"none">
                    <br clear=3D"none">
                    Help us have our Founder Norman Nock inducteed into
                    the <br clear=3D"none">
                    British Sportscar Hall of Fame, You can vote for
                    your favorites <br clear=3D"none">
                    by visiting the site at.<br clear=3D"none">
                    <a class=3D"yiv2223433046m_-859660861838157moz-txt-link=
-abbreviated" href=3D"http://www.britishsportscarhall.org" target=3D"_blank=
" rel=3D"noopener noreferrer" shape=3D"rect">www.britishsportscarhall.org</=
a><br clear=3D"none">
                  </div>

                 =20
<div style=3D"FONT-SIZE:small;TEXT-DECORATION:none;">
                   =20
<div style=3D"FONT:10pt tahoma;">
                     =20
<div>&nbsp;</div>

                     =20
<div style=3D"BACKGROUND:#f5f5f5;">
                       =20
<div><b>From:</b> <a title=3D"[email-masked]" href=3D"mailto:ah3000me@g=
mail.com" target=3D"_blank" rel=3D"noopener noreferrer" shape=3D"rect" ymai=
lto=3D"mailto:[email-masked]">Tom</a> </div>

                       =20
<div><b>Sent:</b> Wednesday, November 28, 2018
                          6:00 AM</div>

                       =20
<div><b>To:</b> <a title=3D"[email-masked]" href=3D"mailto:healeys@=
autox.team.net" target=3D"_blank" rel=3D"noopener noreferrer" shape=3D"rect=
" ymailto=3D"mailto:[email-masked]">[email-masked]</a>
                        </div>

                       =20
<div><b>Subject:</b> Re: [Healeys] Fuel pumps
                          (AGAIN!)</div>

                      </div>

                    </div>

                   =20
<div>&nbsp;</div>

                  </div>

                 =20
<div style=3D"FONT-SIZE:small;TEXT-DECORATION:none;">
                   =20
<div>I found the voltage regulator was misadjusted
                      when i got my car.&nbsp; At 17V, a new pump quit
                      working in less than a year.&nbsp; At 14V, the
                      replacement is 10 years old and happily ticking
                      away.&nbsp;
                     =20
<div>&nbsp;</div>

                     =20
<div>Tom</div>

                    </div>

                   =20
<div>&nbsp;</div>

                   =20
<div class=3D"yiv2223433046gmail_quote">
                     =20
<div dir=3D"ltr">On Tue, Nov 27, 2018, 9:16 PM Frank
                        Magnusson &lt;<a href=3D"mailto:[email-masked]" targ=
et=3D"_blank" rel=3D"noopener noreferrer" shape=3D"rect" ymailto=3D"mailto:=
[email-masked]">[email-masked]</a>
                        wrote:<br clear=3D"none">
                      </div>

                      <blockquote class=3D"yiv2223433046gmail_quote" style=
=3D"PADDING-LEFT:1ex;MARGIN:0px 0px 0px 0.8ex;BORDER-LEFT:#ccc 1px solid;">
                       =20
<div lang=3D"EN-US">
                         =20
<div class=3D"yiv2223433046m_-859660861838157m_-9069400391176008071WordSect=
ion1">
                           =20
<div class=3D"yiv2223433046MsoNormal">Hi Bob,</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">&nbsp;</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">I=E2=80=99m also not sure why
                              you=E2=80=99re having problems with pumps.&nb=
sp; Maybe
                              something common between all of them; the
                              vent, the ground, the venting of the fuel
                              system, etc.</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">&nbsp;</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">I replaced my original
                              pump in the late 80=E2=80=99s with a stock SU=
 pump
                              with points and it=E2=80=99s been on the car =
ever
                              since; no problems except last year when
                              it didn=E2=80=99t want to start, but a rap wi=
th a
                              rubber mallet and it=E2=80=99s been working e=
ver
                              since.</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">&nbsp;</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">Try Healey Surgeons for
                              a replacement pump.&nbsp; Their parts are 100=
%
                              correct and I=E2=80=99ve never had a problem =
with
                              anything from them in almost 30 years.</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">&nbsp;</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">Best of luck,</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">Frank</div>

                           =20
<div class=3D"yiv2223433046MsoNormal">=E2=80=9965 BJ8</div>

                          </div>

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--===============0672219379139064686==--

---

From: Bob Spidell <[email-masked]>
Date: Sat, 1 Dec 2018 08:50:49 -0800

This is a multi-part message in MIME format.
--===============1946680351614508744==
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--------------136CA8A685B05D3212FE1E71
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Any idea what brand sealant was used?  The BH product has very specific 
application instructions involving a cleaner and an etching compound 
before the sealant is applied.  Like any 'paint,' the job is 90% 
preparation.  IIRC, both of my tanks were new or near-new when we 
applied the sealant.

On 12/1/2018 7:01 AM, [email-masked] wrote:
> Another sloshing horror story. We were 600 mikes from home & in the 
> Rocky Mountains. A friend's 3000 had been running fine until one day 
> in the mountains. It began to run fine for about 15-20 minutes, then 
> slowly die. A few minutes later it would restart & run fine for 15-20 
> minutes & die again. It repeated this pattern over & over. Of course 
> we checked adjusted &/or replaced everything we could. The problem 
> turned out to be the sloshing sealer that had separated in a large 
> sheet from the bottom of the tank. With the pump running the sheet 
> would be sucked up to the pickup & the pump was being starved for 
> fuel. When the engine died & the ignition was shut off the sheet of 
> sealant would slowly sink back down to the bottom of the tank & the 
> pump could again deliver fuel until the sheet was again drawn up to 
> the pick up.
> Gary Hodson
>
>
> Moah DATA!  Yeah!
> Definitely makes sense.  Both my Healeys have had their tanks sloshed 
> with Bill Hirsch sealer (I heard Bill Hirsch died recently, BTW).  The 
> BJ8's tank was done at least 20 years ago, the BN2's more recently.  I 
> inspect them occasionally and have seen no evidence of any fragments 
> of the sealer either coming out of the feed pipe or in the pumps when 
> I pull them apart.  Also, when the last pump stopped and I fitted my 
> last spare pump it started pumping enthusiastically--and I drove it 
> for 10 or so miles--so if the pickup tube in the tank is plugged I 
> wouldn't expect that, but I'll have a look inside the tanks.
> I've reported it before, but when restoring the BN2 we bought a used 
> tank.  We had an issues with an extremely erratic pump: no pumping, 
> heavy thrashing (like fibrillation you get when the tank runs dry or 
> you have an inlet leak) and occasionally, normal pumping. We blew out 
> the lines, tried several needle valves and Grose jets but to no 
> avail.  Finally, my dad had a hunch and cut the pickup tube out of the 
> tank.  Sure enough, there was a lot of corrosion and a pinhole leak in 
> the tube near where it exited the tank.  Dad speculated that the flux 
> used to solder the tube in the tank was corrosive and not cleaned off 
> correctly (well, it was a 40-year-old tank at the time).  Something to 
> put in the diagnostics database.
> Bob
> This discussion about fuel pumps has revived something from the old 
> grey matter ...
> To those mentioning repeated failures one problem that will cause 
> premature failure is restrictions in the supply to the pump.
> The way these pumps work is that the spring in the pump provides the 
> pressure. As the pressure on the output side of the pump decreases the 
> diaphragm moves down to a point where the points close, that energizes 
> the coil to pull the armature up against the spring pressure to the 
> point where the points "flip" and open to stop the current flow 
> through the coil.
> HOWEVER if there is a restriction in the fuel line feeding the pump 
> the low pressure at the pump inlet can create a partial vacuum which 
> will prevent the armature from rising fully and thus the points from 
> "flipping" .
> When this happens the coil remains energized and "cooks" in a short 
> time thus ruining the pump.
> I discovered this while trying to resolve a delivery problem in a car 
> that had had the tank "sloshed". The sloshing compound had coated the 
> gauze filter  inside the tank severly restricting the flow.
> The test was to put an analogue ammeter on the pump electrical supply 
> which showed the prolonged current flow to the pump.
>
> M
>

--------------136CA8A685B05D3212FE1E71
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<html>
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    <meta http-equiv="Content-Type" content="text/html; charset=UTF-8">
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    <p>Any idea what brand sealant was used?  The BH product has very
      specific application instructions involving a cleaner and an
      etching compound before the sealant is applied.  Like any 'paint,'
      the job is 90% preparation.  IIRC, both of my tanks were new or
      near-new when we applied the sealant.<br>
    </p>
    <div class="moz-cite-prefix">On 12/1/2018 7:01 AM,
      <a class="moz-txt-link-abbreviated" href="mailto:[email-masked]">[email-masked]</a> wrote:<br>
    </div>
    <blockquote type="cite"
      cite="mid:[email-masked]">
      <meta http-equiv="content-type" content="text/html; charset=UTF-8">
      <font size="2" face="arial" color="black">
        <div>Another sloshing horror story. We were 600 mikes from home
          &amp; in the Rocky Mountains. A friend's 3000 had been running
          fine until one day in the mountains. It began to run fine for
          about 15-20 minutes, then slowly die. A few minutes later it
          would restart &amp; run fine for 15-20 minutes &amp; die
          again. It repeated this pattern over &amp; over. Of course we
          checked adjusted &amp;/or replaced everything we could. The
          problem turned out to be the sloshing sealer that had
          separated in a large sheet from the bottom of the tank. With
          the pump running the sheet would be sucked up to the pickup
          &amp; the pump was being starved for fuel. When the engine
          died &amp; the ignition was shut off the sheet of sealant
          would slowly sink back down to the bottom of the tank &amp;
          the pump could again deliver fuel until the sheet was again
          drawn up to the pick up. </div>
        <div>Gary Hodson</div>
        <br>
        <br>
        <div
          style="font-family:arial,helvetica;font-size:10pt;color:black">-----Original
          Message-----<br>
          From: Bob Spidell <a class="moz-txt-link-rfc2396E" href="mailto:[email-masked]">&lt;[email-masked]&gt;</a><br>
          To: healeys <a class="moz-txt-link-rfc2396E" href="mailto:[email-masked]">&lt;[email-masked]&gt;</a><br>
          Sent: Fri, Nov 30, 2018 10:47 pm<br>
          Subject: Re: [Healeys] Fuel pumps (AGAIN!)<br>
          <br>
          <div id="yiv2223433046">
            <div>
              <div>Moah DATA!  Yeah!</div>
              <div>Definitely makes sense.  Both my Healeys have had
                their tanks sloshed with Bill Hirsch sealer (I heard
                Bill Hirsch died recently, BTW).  The BJ8's tank was
                done at least 20 years ago, the BN2's more recently.  I
                inspect them occasionally and have seen no evidence of
                any fragments of the sealer either coming out of the
                feed pipe or in the pumps when I pull them apart.  Also,
                when the last pump stopped and I fitted my last spare
                pump it started pumping enthusiastically--and I drove it
                for 10 or so miles--so if the pickup tube in the tank is
                plugged I wouldn't expect that, but I'll have a look
                inside the tanks.</div>
              <div>I've reported it before, but when restoring the BN2
                we bought a used tank.  We had an issues with an
                extremely erratic pump: no pumping, heavy thrashing
                (like fibrillation you get when the tank runs dry or you
                have an inlet leak) and occasionally, normal pumping. 
                We blew out the lines, tried several needle valves and
                Grose jets but to no avail.  Finally, my dad had a hunch
                and cut the pickup tube out of the tank.  Sure enough,
                there was a lot of corrosion and a pinhole leak in the
                tube near where it exited the tank.  Dad speculated that
                the flux used to solder the tube in the tank was
                corrosive and not cleaned off correctly (well, it was a
                40-year-old tank at the time).  Something to put in the
                diagnostics database.</div>
              <div>Bob<br clear="none">
              </div>
              <div class="yiv2223433046yqt2459807578"
                id="yiv2223433046yqtfd55469">
                <div class="yiv2223433046moz-cite-prefix">On 11/28/2018
                  8:26 PM, Michael Salter wrote:<br clear="none">
                </div>
                <blockquote type="cite"> </blockquote>
              </div>
            </div>
            <div>
              <div class="yiv2223433046yqt2459807578"
                id="yiv2223433046yqtfd11933">
                <div>This discussion about fuel pumps has revived
                  something from the old grey matter ...
                  <div>To those mentioning repeated failures one problem
                    that will cause premature failure is restrictions in
                    the supply to the pump.</div>
                  <div>The way these pumps work is that the spring in
                    the pump provides the pressure. As the pressure on
                    the output side of the pump decreases the diaphragm
                    moves down to a point where the points close, that
                    energizes the coil to pull the armature up against
                    the spring pressure to the point where the points
                    "flip" and open to stop the current flow through the
                    coil.</div>
                  <div>HOWEVER if there is a restriction in the fuel
                    line feeding the pump the low pressure at the pump
                    inlet can create a partial vacuum which will prevent
                    the armature from rising fully and thus the points
                    from "flipping" .</div>
                  <div>When this happens the coil remains energized and
                    "cooks" in a short time thus ruining the pump.</div>
                  <div>I discovered this while trying to resolve a
                    delivery problem in a car that had had the tank
                    "sloshed". The sloshing compound had coated the
                    gauze filter  inside the tank severly restricting
                    the flow. </div>
                  <div>The test was to put an analogue ammeter on the
                    pump electrical supply which showed the prolonged
                    current flow to the pump.</div>
                  <div><br clear="none">
                  </div>
                  <div>M</div>
                </div>
                <br>
              </div>
            </div>
          </div>
        </div>
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