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Dynamic vs. Static Fuel SystemsTraditional static fuel systems are more commonly found on carburetor applications and use a single line from the tank to the fuel pump. The fuel system’s main priority is to prevent the carburetor bowl(s) from running low enough to uncover the main jets, and the second is to help maintain the fuel level in the bowl. The weight of the gasoline above the main jet affects fuel flow through the jet and the air/fuel ratio under load. Typically, this will work satisfactorily on vehicles with less than 500 horses. For very high-performance cars the float bowl must be kept as full as possible. In drag racing, a static system has difficulty keeping up with an engine developing lots of power. The problems begin at the starting line, where fuel inside the bowls is standing relatively still. Then as the car accelerates down the track, the fuel bowls begin to drain and the system begins to recover. As the floats rise, they again cut off the fuel flow. Fuel pressure in a static system is always maintained higher from the fuel pump to the regulator (typically 12-60 psi) than it is from the regulator to the carburetor (8-9 psi). Higher line pressure is necessary to start flow against g-force and to push fuel through the restrictive regulator valve. By design, the static-style regulator places the check valve between the fuel pump and carburetor, restricting fuel flow across the board. This requires the system to go through waves of operation. A return-style regulator, or dynamic system, positions the inlet and outlet ports above the check valve with only the return volume serving to flow through the restriction. As a result, the pressure from the pump to the fuel regulator is the same as from the fuel regulator to the carburetor (typically 8-9 psi), which allows the pump to speed up, increasing volume significantly, and supplies constant full output to the float bowls.The benefits of a dynamic, return-style fuel system are longer pump life, the elimination of unwanted pressure drops, a marked increase in pump-to-horsepower ratings, and quieter pump operation. This all means that a dynamic system allows for a more consistent air/fuel ratio across the rpm band and more predictable power all the way down. The only drawback to a dynamic system is the increased cost of fittings and lines.
Segundo me consta, a bomba não irá parar de funcionar. O que vai acontecer é uma pequena variação no som que emite. Contudo não deverá haver problema para a bomba e carburador a uma pressão de 3,5 psi. Se a pressão for superior, o que pode acontecer é a danificação da agulha do carburador por excesso de pressão na boia. Tenho uma destas bombas, não Facet, no meu spider, mas os meus IDF têm retorno. Sei de outros casos que têm bombas destas instaladas em IDF's sem retorno e sem problemas. Por vêzes monta-se um regulator de pressão à entrada do carb para que a pressão não ultrapasse os 3,5 psi.Boa sorte
Bem mais um dia de teste em cidade e até agora não deu mais problemas.Obrigado pelas vossas dicas e opiniões
