Well then he is golden there to since a BG400 uses a pump bypass as well.

In the context it is being referred to hear they are talking about return style system after the regulated fuel to the carbs, not at the pump or unregulated fuel. My comments are toward the system being discussed. Don't believe in return systems from the carbs back, bypass at the pump yes.

That's true, but most consider a return system one that returns to tank from the reg. My wife's 79 300 (stock fuel system ) actually has a return line off the fuel filter ( after the mechanical pump ). I think the return fitting off the filter has a .060" orifice in it. Pretty sure they ( Chrysler ) were trying to address vapor lock issues.

Unless we are discussing nitrous engines I believe return style systems as referred to here are not necessary. In a nitrous deal I can see it being used to prevent any aeration in the lines to the nitrous solenoids but also seen many many of those guys who do not bother then either. Those systems are similar to what Crizila described and are to bleed air through small orifice lines at the regulators.

I had my fuel system designed by Magnafuel for a 700 HP blown application. They wanted a -10 return line from the reg. ( -8 to the reg. ) My system is all Magnafuel - filters, fittings, pump, reg.

AS our both of ours. No return, both dead head regulators and the bypass at the pump. 1100 and 1300hp

The direct pump bypass systems are on lots of fast cars but so are deadhead systems but my experience with the Aeromotive hot rod pump when bypassed was no volume left to feed my motor. You could hear the motor struggling to make power on the second half of the track even though the company said it was fine but it wasn't and the Magnafuel 300 system totally rocks and drives fine for long trips on the street.