I've never been a fan of the Holley fuel pumps. Electric or mechanical. If you're buying one, you may as well buy two, because the first one is going to fail well before you anticipate. The electric pumps are going to have armature problems and the mechanical pumps are generally more effective at pumping out oil than they are at pumping gasoline.
I'm with CrAlt on the bypass-style regulators. Yes, it requires plumbing a return line, but it puts an end to dead-heading the fuel pump. The dead-heading is what causes heat build-up in the pump.
This is one of those areas where the K.I.S.S. principle comes into play. I'm betting the majority of you using a big, electric pump really don't need it. Why run another electrical circuit, unless it is actually necessary? Unless your frame/motor mount design is not going to physically allow you to use a mechanical fuel pump, there really is no reason to run a ginormous, electric pump. I know, all you guys running dual carbs are going to tell me how you need all that extra volume, but what you're overlooking is the fact it's easier to supply fuel to a dual-carb motor than a single-carb. You already have twice the float bowl volume as the guys with the single carbs.
We had a really popular engine combination we built for guys running IMCA-type modifieds. Nothing real fancy, but the combination would make 550 HP and 540 ft/lbs on the flattest torque curve I had ever seen. And they would do it all day long. And those numbers weren't something we pulled out of our arses, or calculated on a Web site. We used a SuperFlow 901T, with the big absorbtion unit, so we could dyno the Pro Stock stuff. Those modified motors used Carter mechanical fuel pumps. We would recommend customers run a -10 line from the tank to the pump and we would run -8 out of the pump, up to the carb. We used return-style regulators on everything. And I never saw a single one of those engines ever run out of fuel. On the unlimited late model stuff, we would run higher-end pumps, but that was stuff making 750+ HP.
On the race car, I used one channel on the RacePak to monitor fuel pressure. For a handful of races, before I took the transducer off. We used Mallory pumps and regulators and the regulator was set at 7 lbs. The fuel pressure graph was always a flatline, from one end of the track to another. Any combination of a pair of split Dominators, a single Dominator with a single split or a pair of 750 carbs on a motor that makes in excess of 2.6 HP per cubic inch and fuel pressure was steady as a rock.
And you guys are running 110 GPH electric pumps because...?