Well this was sure a fun one. Driving down the freeway in the left lane in heavy traffic the motor just shut off without any warning !  Could barely get off to the left side because there was no shoulder.  Cranked a bit and the darn thing fired up again.  Felt like it was flooded but was hard to tell.  Hadn't a clue as to what caused it to shut down.  Continued to drive the car with no further symptoms until about two weeks later.  While going to another run came up to a signaled intersection and just before I stopped at the light I felt the engine quit.  This time cranking didn't get it to fire.  Got out and opened the hood to pull the primary ignition lead to check spark.  Cranked it over and I had plenty of spark.  Look at the fuel pressure gauge and I had better than 55 lbs.  Put the wire back into the distributor and it fire right back up ????  Of coarse by this time I have held up everyone behind me through a light cycle so people were getting upset.  The motor ran just fine at that point and I was thinking 'Oh Great !  All I need is another intermittent problem'.  The light change and I started to pull into the intersection.  Well there was just enough power left to get smack dab in the middle of the intersection were it completely died again.  Luckily there was a slight incline and I was able to back pedal the car into the crosswalk.  Now the people behind me were getting down right violent.  One of the many benefits of living in sunny California !  Well pulled the ignition wire again and had plenty of spark but this time there was only about 10 lbs. of fuel pressure.  Well that won't do.  Fussed around a bit and the pressure built again.  Luckily I was only 3 blocks from home at this time and the motor kept running for a bit more.  Made an illegal U-turn and got it home.
    That weekend I pulled the pump.  The brushes were worn to the point where the copper braided leads were restricting their movement.  Also as an added bonus the lower ball bearing was frozen.  This is after less than 12,000 miles of use.  So much for Mallory's extra heavy duty pump.  I see now why they went out of business and were bought out by Mr. Gasket.  Well Mr. Gasket is another company that is on my 'A' list..... NOT ! (they couldn't fix the Hurst shifter I bought for the Richmond 5 speed.  The Hays clutch disintegrated after 10,000 miles.  Not blew up but literally fell apart when all the center springs fell out).  Well I wrote these clowns anyway and asked if they had any idea why the pump failed early.  I got the expected response: "Drain the fuel after use and spray WD-40 into the pump chamber to protect you electrical system."  Of coarse when questioned on how WD-40 is going to reduce the wear on the brushes and keep a ball bearing on the other side of the seal from failing all I got was dead air.
    Ordered a new pump (needed the car that weekend), a brush kit (3146A) and a seal kit (3165) to rebuild the old one.  The seal kit contained the same cheap foreign made bearing.  Got a good quality bearing from a local bearing shop.  This one had the lubrication specified to 200C.  392F should take care of the grease weeping problem.  The only way to fix the brush problem is reduce the operating voltage under light loads.  One more project.  Below is the photo odyssey....
 
 

Well this the cheap bearing that was installed in the motor. The new seal kit still contained the same junk bearing.
Here the motor has been removed. You are looking down on the fuel seal between the pump chamber and motor assembly.
Well you can see where the low temperature lubrication finally ended up.  Sitting on top of the seal doesn't do the ball bearing much good here.
Popped the shield off of the bearing. Notice the abundance of lubrication ?
Sawed bearing apart. Still no lubrication to be found. Just a little crusty crud on the race.
Couldn't see any damaged metal, just a crusty film.
The armature with the bearing removed.
Some slight wear where the seal contacted the shaft. Very soft steel here.
Some wear in the pump chamber where the pressure pushed up the gerator.
The old seal just didn't give up without a fight. Had to heat the housing in the oven to get it to finally free its grip.
New seal installed less the crappie grease from the bearing.
Brush housing before cleaning. Motor was full of dust from the brushes.
Slightly enlarged the slot for the brush lead. Trying to get a few more miles before they stop the brushes.
Went about 0.020" more. At the normal brush wear rate that will only be another 3,000 miles !
The holder on the left has the enlarged clearance while the right is still stock. Can see that the old brushes could move a little farther.
.1" is about all that the brushes can wear before they are restricted by their braided leads. Not much difference between a new brush and an old one is there ?
Can't install a longer brush because it will contact the inner wall of the motor housing.
Really have to dress the wiring hard because of some very tight clearances.
Just a little movement and the wires will contact the armature windings. Great thought in this design.