My Waterman 400 (a typical pump for a 360) puts out 2.9 gallons per minute at 6,000rpm. At 8,000rpm it is flowing 3.9 gallons per minute. A 360 might use around 2.1 gallons per minute in race conditions, at a wide-open place like Knoxville. The excess has to go somewhere. Without a high-speed bypass that opens somewhere in the second half of the straightaway, the fuel will simply force its way into the engine through the nozzles (refer back to the discussion on fuel bind).
Why not downsize the pump? Since fuel injectors don't have an accelerator pump to add extra fuel for the starts, according to Waterman, "You need a pump that will supply roughly double the amount of fuel required on the top end to have enough for the bottom end. At idle, the pump only puts out about 1 gallon per minute. That's barely enough to keep the engine running."
Another thing to consider is rpm. If you normally turn 7,500rpm with your high-speed set at, say, 65 pounds, and suddenly decide to gear the engine for 8,000rpm, you actually need to bypass more excess fuel. Remember, the problem gets worse with rpm. Again, we turn to Waterman for a tip: "Everything is based on percentages. If you go up 1 percent in rpm, you need to reduce the fuel by 1 percent, divided equally between the main and high-speed bypasses."
Never try to heat up an engine, or cool it down, with fuel. If you're only running 140 degrees on a cold night and the Computech tells you to richen the engine more, do it! Then, cover the radiator to build heat. I've seen blown engines caused by someone leaning them down to build heat. Check for head gasket problems, a worn water pump, a blocked radiator, a bad cap, or restricted lines if it runs too hot.
I certainly didn't develop these methods; I learned them from Dyer, Nelson and Waterman. You have access to experts at your track and your engine builder's shop, so use them! You'll save yourself some money and go a little faster, too.