Carburetor vs. E.F.I. on Small Block Chevy on the Dyno!

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People have lots of opinions about what is better, when it comes to carburetors vs. E.F.I.. Today, with the help of Pat from Piss Cutter Performance, Nick will be making a side by side test on his dynamometer. The results just might surprise you.
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Check out Pat's channel!
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[@charleshaggard4341]

How cool is Nick to work with other guys sharing his vast knowledge and his time which is priceless. What a great guy.

[@NicksGarage]

Thanks Charles.

[@cuttersperformance]

Nick is such a great guy, I had a ton of fun at the shop. All the guys at the shop treated me like one of the crew. True blue car guys and thats what its all about

[@lilo2469]

@@cuttersperformancenice work listening to you explain things really held my interest 👍

[@cuttersperformance]

@@lilo2469 thank you, I live and breathe this stuff and appreciate the positive feedback

[@Trumplican]

@@cuttersperformance Nick is a really great guy!! Super nice and extremely talented.

[@lennydee3538]

The excitement in Nick's face is like a four year old on Christmas Eve. He definitely loves his job and loves to share his knowledge. It was a joy to watch 👍

[@redchevy3307]

This video just proved that Nick knows how to tune a carb.

[@blinkie1523]

It sure did and that's because he knows his stuff.

[@oscargallegos7022]

Hey a 750 carb vs he said 800 cfm EFI

[@thechestnutking736]

With the disposal of Dyno lol

[@rubeclayton8233]

Yeah, Nick Really Knows What He Is Doing... No B.S. On This KZbin Channel.,

[@TMPCarbs]

I’d bet the efi flows more than 800 cfm. It’s prob 900 + cfm

[@hairymongrell]

i was a carb guy for years. i just love efi with no fuel spills or jet changes and so easy for tiny changes to be so accurate. nice vid guys

[@tomwilliams5598]

I love how Nick doesn’t edit. You see the warts and all . But you also see his genius when he trouble shoots an issue . Great video!

[@crawford323]

Of course he edits or he would not be able to have camera angle changes. Unless he has a crew sitting in a production van and all those camera are running live feeds and some dude sitting at a switcher. ( which he does not) I think what you meant to say is all of the dialogue is running without interruption or cuts. We at least hear the good and the bad audio overlayed on different video tracks. I get what you mean and I'm splitting hairs here.

[@imsurethisisnotme4736]

Blowing me away how much that dizzy is walking around. The overhead camera view is priceless, thx

[@terryweedon8431]

How fast Nick had that carb dialed in was amazing! Great Videos Guys please keep them coming!

[@reifonseca5767]

It's that easy when you have a wide band.

[@yourolddad6407]

@@reifonseca5767 and decades of experience. The EFI matched it on the first pull with diddly for tuning.

[@reifonseca5767]

@@yourolddad6407 wrong.efl is always tuning itself that's the magic of it.thats how it works.thats why every thing is efl.some aftermarket ones like this one are more advanced then a stock and are "tuneable" so if you change parts on the build one can recalibrate for changes.

[@ntoxic8edx]

@@reifonseca5767 What if its closed loop.

[@David-rx5eo]

The best thing about fuel injection is that it can adjust for different altitudes, whereas a carb can not. With fuel injection you could go from sea level to 7000 feet up in the mountains with virtually the same performance, and in Southern California you could easily go from the sea to mountains within a few hours time.

[@arbiter1]

also for diff temp's as well. you need more fuel when its 20 out then you need when its say 90 since the air is a bit thinner. at 7000ft no matter what you are losing power but your not running engine at 10:1 air fuel ratio when up there as a carb would be.

[@butchcassidy5398]

Who else saw the distributor move like crazy? It turned a lot

[@fastbuzzardo4204]

Always lock down the distributor and scribe a mark for Reference .

[@hydroy1]

Also did you notice the EFI was run up to 6,500rpm and the carb was only 6,300 both are waaaaaaaaaaaaaay under a good testing rpm for SBC. We test at 7,000 and 7,500. If the cam has a ton of overlap, 8,200 & up. SBC can't really be tested at 6,500rpm as there just not at peek performance yet.

[@sugizotakuro]

@@hydroy1 maybe he is still be on the cautious side. the graph shows that the hp is still climbing.

[@davelowets]

@@hydroy1 It ALL depends on what cam the engine has in it... 🤷🏻 There are cams that are all done WAY before 7000 RPMs. In a street car application, NO ONE is going to be running an 8200 rpm cam in their engine.

[@Prestiged_peck]

@@davelowets ye of so little faith, my dad's daily is a '76 c10 heavy half with "the biggest hydraulic roller cam in the catalog"

[@waynelovejr.1005]

An excellent video comparing carbs and efi. Thanks to both of you for the videos you put out.

[@NicksGarage]

Thank you!

[@evanmccormick4816]

This video is a testament of the carb tuning skills of Nick, same power without a computer.

[@edhackett6058]

A little more power with the EFI. Keep in mind; You tune a carb on a beautiful sunny day at 30.25” of Mercury, then, the next day, it’s rainy, humid with a storm approaching at 29.15” of Mercury, and yesterday’s tune is yesterday’s news. Not to mention my comment about altitude. Drive that 428 hp. car out to British Columbia, and it will be lucky to climb a grade without fouling your plugs, or overheating. That EFI has air density compensation.

[@tahcogunworks]

@@edhackett6058 so false. You're not even close.

[@edhackett6058]

@@tahcogunworks ; How so? Explain please.

[@rickh8380]

What a great motor with great horsepower and torque numbers. Nobody else's Dyno room sounds as good as Nick's. Great job guys. Really enjoyed this one. Take care all. Cheers

[@thunderc4s]

The Holley Throttle body EFI is great. Not just about peak HP/Torque but cold start first crank and warm up and smooth driveability. You can leave car parked for months and it will start first crank with the EFI.

[@Thumper68]

I can do that with my Holley carb on press of throttle to set choke turn key fires right up.

[@Thumper68]

@@nhlba3301 ok whatever you say.

[@Thumper68]

@@nhlba3301 well my old man did first but I keep her tuned right. lol

[@nhlba3301]

@@Thumper68 oh Gotcha 👌🏼👌🏼!!! That knowledge is key believe me lol

[@peteloomis8456]

@UCDhJYUerKf6PqcKX4hFe18Q If you run a electric fuel pump to fill the float bowls of the carburetor if the choke is set correctly and it's jetted right it will start up with one pump . My 440 with a Edelbrock 750 performer rpm intake Dyno tuned and jetted for my engine with a 509 purple shaft and headers can sit for a month and as long as I turn the Holley blue pump on first then pump it once it fires right up every time so yes it can be done. Not so easy with a mechanical pump if it sits and drains back and the float bowls get dried up because the engine has to crank over enough times for the mechanical fuel pump to pull fuel and then fill the float bowls again . On my 82 Chevrolet K10 which is my plow truck with a stock 400 SBC that I put in the truck that I replaced the old worm out Q jet with a spacer to put a Edelbrock 600 with a electric choke on if it sits more than a week it has to crank over some while pumping before the float bowls fill back up before it fire up and stays running so there is an advantage of having the electric fuel pump to pre prime the carburetor and make cold starts easier in cold weather verses a mechanical pump . I could put a electric fuel pump on tne truck but it's my plow truck to plow my driveway with plus the pump works good other than if it sits for a while the fuel drains back and the float bowls dry up and it needs to crank a little before they fill up enough to get a accelerator pump shot to prime the carburetor some so it starts which works fine but it's just slower than a electric fuel pump is . I drive the truck in the spring and summer to the car club I belong to just to drive it at times and it runs good and doesn't starve for fuel at WOT when I get on it hard once in a while to clean it out and the pump works good being it's been on this engine that was in a 78 K5 blazer back in 2006 until I had to pull the engine and drive train out of it because the body was toast and I bought the 82 that just needed a engine and swapped the plow over and kept the extra parts for spares for the 82 .

[@DriverGuy23]

Both types are cool. I’ve had both and the coolest thing about the EFI (I had Sniper) was on initial startup it just ran good right away when cold. The system self learned for a bit, but after a few miles, it was solid. Biggest pet peeve for the EFI was it took forever to set it up vs a carb. We had to have someone specifically trained for it to help out and if anything electrical/computer related died, then the whole things was a PITA to troubleshoot. I still prefer the carbs due to the simplicity. I don’t mind warming them up & I don’t have any elevation change where I live.

[@goratgo1970]

Agree on all you said, but think EFI (have reg. Atomic) the better choice for my already factory EFI SBC '91 Camaro Convertible on top of the 383 I am building for it. Same heads, but Summit 1103 cam for driveability with power.

[@aidanlyons1155]

That engine is a belter! I bet it would hit 450 hp with electric pump as nick suggested, and more time setting up the carb. It kept making peak power at max revs.

[@russellbomgardner3817]

Thank you guys! The one other advantage of EFI I kept thinking about is daily climate changes and or altitude.

[@ericball6000]

Dr. Nick, this is why I like this channel, all ways good content, good work George, cheers.

[@blinkie1523]

Hi Nick and others I think it went real well either way. I see the merits in both but still prefer the carb at the end of the day. George your filming was rather cool too. Till next time be cool everyone.

[@fj9460-lr]

In the late sixties and early seventies we didn’t have access to a dyno but our ears were miraculous tuners for our carbureted small block Chevys! I’m sure we left a few horsepower untapped but we did the best we could; I understand why Nick loves his carbs! Great video Nick!

[@richardcoram1562]

@frankjacoby9460 😮that's exactly right ..we seldom used a timing light. Just loosen the distributor and dial it in with our ears.😅

[@AnthonyRBlacker]

Man oh man that little 355 is a ripper right there.. you'd get 6500 all day out of that monster!! Nice build!!

[@pb68slab18]

Cool! Very few people can tune a carb as well as Nick, and fewer yet have a dyno! Carb tuning can change with time and conditions. Modern FI is self-learning and self-tuning, no matter where ya go. A thin metal spacer with a gasket or o-ring on each side would give the distributor clamp something solid instead of more gaskets.

[@E1337Jerk]

Glad to see the collaboration two great engine builders!

[@davidtaylor9508]

I was sure hoping they saw the timing moving the first 3 pulls! Glad you figured that out.

[@sugizotakuro]

i was just like, the distributor just moved? they really missed that out.

[@soumilinon]

ya at 9:44 that distributer was moving !! that`ll make her ping... still moving @ 53:02

[@pewterpearlfatboy]

I noticed that right away too! Not good.

[@briankrieg5459]

Once the distributor is included, I would think you could find a couple more HP up top pulling some timing out.

[@plhebel1]

Yeah know I stop living the gearhead life back in the mid 1980's and really left that life and go into heavy duty diesel power in my job as a mechanic in the heavy transport industry. Watching this brings me back to the days or more accurate summer nights in a buddies garage, tweaking setting,, making a run, looking for the best performance and dreaming of other add-ons that can be bolted on or exotic engineering to make a screamer. Thanks Nick and Pat.

[@SillyDillysTunes]

Keep in mind that the other advantage is altitude performance along with boosted applications. MOST importantly, the timing control with the EFI distributor is a huge plus. It should've also been mentioned that the AFR on his laptop wasn't accurate which really made it hard for the man to tune. All in all, EFI is superior. Nice carbs aren't cheap anyway.

[@beagle7622]

Interesting to say the least. Nick certainly knows his stuff.

[@dewholdingsllc1050]

This is the type of content folks like to see.

[@EricErnst]

Pat recommended some parts for me recently. Great guy. I love his channel.

[@johnhenryholiday4964]

I love that Nick and the other guy didn't focus on the EFI as the problem.... its a common problem to get tunnel vision on a new system and not look at all causes....

[@c-teamtrading9690]

Oh and hats off to Nick the old master, who called the upped jet numbers bang on the money. There is no replacement for experience ! 👌👌

[@michaelpujals]

Old school versus new school thanks for the master class

[@4ondflor]

This side by side comparison taught me a lot. I’ve never tried EFI but this definitely has me interested. You made the install look easy, I’d love to know how the wiring was set up.

[@maxhames499]

You loose that intrest quickly. After you changed the whole fuel system. The electronic system. Wiring. Tuning. And a couple of thousand dollars to achieve the same result.

[@kurtzimmerman1637]

always a great show watching you at work Nick! thanks for the hard work and effort you put in to your channel! take care.

[@NicksGarage]

Appreciate that!

[@robertthomas7176]

one can tell that Nick loves working with the younger generation of engine builders

[@cuttersperformance]

Yes he does! We had a great time

[@vcorzetto]

Awesome to watch the pros do their thing.

[@bizeerog2281]

Great video! Excellent job of comparing carbs to EFI. The SBC is a little screamer with big numbers.

[@NicksGarage]

Thank you very much!

[@jimgee2676]

nice to see tony bermuda hanging out at the dyno

[@johnpage5815]

Thanks a lot guys for learning tips and enjoyed seeing the comment comparison between carburetor and EFI lot of fun thanks

[@gerardcousineau3478]

Very interesting video. We're all getting in the new tech it's pretty cool. The engine did sound better on the two last pulls. I was very reluctant with new technology but now I have electronic ignition and fuel injection. I've finally learned to appreciate it. Few engines to me sound as good as a Chevy 350 4 bbl dual exhaust but again I can appreciate the new machine. I've got nostalgia of my 73 Monte Carlo with the swivel seats. Accepting the things of today is now fine with me. Thanks again for this very informative video. 👍

[@sr71blackbirddr]

So Nicks ears and eyes can tune a carb to beat a computer which is constantly altering it's parameters to make power! Good old Nick 💪

[@andrewstambaugh240]

He's looking at sensor data, not hearing afr.

[@sr71blackbirddr]

@andrewstambaugh240 I bet he doesn't need the data, I bet he wouldn't be far off from checking the plugs and using his senses.

[@toddapplegate3988]

Nice little build with the 355. Runs like it's a more expensive engine with better heads. Nick tuning your carb and you are fine but efi is infinitely more adjustable. I'd run that sb with pride. I was running a big block Mopar decades ago and after making a pass it almost always moved the timing a hair.

[@jamieduckworth5946]

This was cool to see. I didn't think efi would do any better then the carb. I have a 78 Bronco with a 460, and efi works so much better. Didn't notice any more horsepower, or torque gains. Just at big angles the efi works, and the carb doesn't. Thank you for your good video.

[@AJsSpeedShop]

I’m guessing that MSD EFI system doesn’t have o2 correction or run in closed loop at WOT since he had to keep adjusting the ranges manually and the afr was still all over the place after each change. 434hp is pretty killer for a budget 355”…

[@cuttersperformance]

Yeah its does but because of the time crunch I was quickly manually adjusting to speed up the process. The closer the base fuel map is the better the system works. After we filmed this episode I got the tune quite close, added timing control and got even more average power and peak torque. Then we got wild and put a turbo on it...poor little 355 haha 😄 took it like a champ

[@bobstitzenberger1834]

02 correction is typically only for idle and cruise. Heavy throttle means running on a fuel map

[@aphil4581]

It's nice to see that type of FI cools the intake charge as good as a carb. FI usually comes in closer to the combustion chamber cooling the valves promoting reliability in the valve train more than a colder intake charge. FI usually runs better with lower timing. LS heads being so efficient like much lower timing numbers like 24 to 27 degrees max timing depending on the compression. I can run a 12 to 1 piston with a LS engine @ 22 degrees timing with 93 pump gas in the Florida summer.. Switch to race gas bringing timing up to 27 deg getting my firebird into the 10's easy at the track.

[@christianrabe2508]

Hello !A cool video!! I believe in test 4 when the engine was shown from above the distributor turned clockwise again!

[@robertforget6369]

that was awesome video nick very i was hoping the carb would be better but both systems can hold there own

[@cuttersperformance]

Realistically it was a tie if you ask me. Couple tq/hp here and there, both work fantastic if setup and tuned correctly 👌 👍

[@jimlove4541]

If all else fails make a washer to sit under the distributor flange to intake out of sticky back fine grit sandpaper. stick it back to back then cutout the washer . Also make sure the hold down bolt is not bottoming out and the deck height of the intake and distributor are compatible ..

[@DavidLang79]

The carb run after the timing was advanced about 2º (18:11 in the video) your distributor appeared to rotate back during the run. Seems like that was an issue throughout the entirety of the testing. Great apples-to-apples comparison.

[@alanlyons1195]

An hour with Nick = priceless!

[@dab9742]

I have the impression that the EFI 4-body input ports are larger than those on the carburettors. Otherwise, it would have been a good idea to show us the AFR carbs/Efi curves at maximum power, so that we can see which of the two technologies offers the best performance ! Thank you for this beautiful report ! 😉

[@jameshleba8463]

Nick is a tuning sage on any platform. I think to really out do nick with efi, he would need direct injection heads. It would be super cool if they spent a week end at the strip to back up what they learned here. 1 car, and the only changes they did here.

[@tonyo5562]

Should have put that riser under the carb! First thing that came to mind, when the camera showed the spray from the EFI, was that the EFI had the fuel atomize way up high.

[@acesegura0694]

I wish I had this technology to tune my own rigs, great power everywhere, also would nice to make smiles per gallon into some mpg for daily driving

[@stevoschannel4127]

Wonder what a proper port injection would do vs the TBI?

[@1donniekak]

For naturally aspirated junk carb vs fi is mostly driveability. Fi allows you to run rich for smoothness at the same engine conditions you’ll want to lean out for economy on the highway.

[@barryhunt5357]

Great video Nick!!!!!! Awesome head-to-head comparison!!!!!

[@jeffhopper3526]

Hi Pat and Nick. It looked like the HP/TQ graphs were a bit 'smoother' for the carb vs EFI. I assume that is due to the exact AFR @ RPM tuning capability of the EFI. Do you like to see a smoother curve vs a sawtooth? I also assume the graphs can be made much smoother in the EFI with additional time and desire to do so. Thanks gentlemen. Have a great 2023!

[@cuttersperformance]

You are correct, it took a bit more timing after fliming this episode to get the efi dialed in 100%. I also added timing control, but it made minimal difference over the hei curve.

[@v8vega355]

So one of the problems of the system you used was that you didn't control the timing with the electronic control that's built into the sniper, I would love to see this Dyno retested using the electronic timing control ability that's usually included within modern day throttle body injection units.

[@cuttersperformance]

We did more testing on this engine after this filming. I added timing control with MSD then boost. I will be posting more videos on my channel

[@boboften9952]

Vanishing Point Poster , on the wall 52:49 Damn Good Film

[@jeremybentham7447]

I am delighted that there are still masters that continue pushing the boundaries of "outdated" technology...which is not outdated in certain conditions, but the preferred and more reliable way. While living in USA I was more than happy with EFI and programable ECUs...I have spent most of covid years doing work in rural South America...Carbs, mechanical fuel pumps with filters BEFORE the pump resist so much better the poor quality fuels available here...EFI pumps, injectors, sensors die quickly in these conditions. A well tuned GM350/305, Chr318/slant 6, Toy2F, 1FZ, 4A, Ford 390, 302, Flathead...will run all day with this junk that is poorly fractionated, with rust, water and suspicious additives. Just keep changing the filters and replacing carb kits, jets and all. The replacement EFI electric pumps seems to die quicker and "injector cleaning" also seem to take something away from them, leaving then more prone to failure (service every 6 months or so). I am having particularly good luck with a Toyota 3F, mostly original with exception of the Pertronix electronic ignition (inside the original distributor). A small block v8 chevy (or 6I) would be perfect to restore many old cars available here (Caminos, Camaro, Montecarlo, Malibu, Blazers, pickups, Landcruisers), tuned for a mix of reasonable MPG and maximum robustness would be a fantastic solution...

[@hondagamer79]

I like carburetor more than efi

[@buddhasha74]

Where in Nick's garage, This is the kind of man I want working on my engines?

[@NicksGarage]

Nick is next to Montreal.

[@danielmooney2229]

A great test. If you are after mostest for the leastest that engine with carb setup is unbeatable. Yes, a happy "little" engine. Nice work guys.

[@ccfreedomseekerconstitutio8767]

I believe the carb 😢😂😂❤is beautiful and awesome ❤❤ side note I can’t afford efi so obviously I am a carb guy 🎉

[@ИгорьТрянин]

Greetings from Russia! I watch your videos only because you are an old school guy!!! 😁😁😁 carburettors might be a past century, but it’s a way to smthng new!

[@NicksGarage]

Thank you very much!

[@jameslacey858]

I can sum this up really easy, carburetors with forced induction have a maximum of 1500 hp ,above that there is not enough fuel flowing to make any more power . While injected motors can exceed 5000 hp 😅

[@1cargaragenyc]

@18:06 distributor hold down bolt is loose, distributor moves during the test Great test

[@stockrappy]

A single fueling change of the carb moving 4 sizes vs a half dozen changes to the efi and letting the efi run out a couple hundred extra rpm seems complete fair 😅😅

[@davidmattice2613]

Love your neck light have the same one, very handy!

[@cuttersperformance]

Haha they are the best! I dont know how i worked without it before

[@thomasvanbuskirk5359]

The pull around 53 minutes in,you can see the distributor move again. I wonder if it was wandering during the carb pulls also.

[@rik6T6]

Modern EFI can give you better atomization in a throttle body than a carburator,. This allows you to have a higher flowing (CFM) rating. The carb relies on the venturi effect which uses a pressure drop so it inherently chokes the flow a little bit in order to pull the fuel through the jet. The intake air and engine coolant temperature sensing of EFI gives you amost perfect cold starting, even in extreme weather since it can keep your A/F at target levels even when the air density is much higher at startup. The Idle Air Control circuit also helps with cold starting, and maintaining stable idle from rapid close of throttle. The VE table being speed/MAP dependent allows for proper operation even when driving at different altitudes with the same tune. The spark advace table is also speed/MAP dependent and can mimick vacuum/mechanical advance, but can also be fine tuned if a dyno is available. The wideband O2 sensor vastly improves the closed-loop control of the EFI, which compensates for errors in the VE map and other small disturbances.

[@sandycurrie5453]

Nice to see Pat's face... Great video guys... all Canadian ehhh..!

[@NicksGarage]

Thanks for watching!

[@toddjustice8032]

Hello nick from Detroit

[@NicksGarage]

Howdy Todd.👍

[@nickontario4681]

The Distributor DEFINITELY TURNED !! A SLICK NICK MOVE !!

[@crazedgoldminner7384]

Well we went to the EFI on the 51 Willy's Overlander because when we got into extreme angles the carburetor floats locking up and flooding us out stalling engine

[@1rednecktech]

You can see the distributor turning at 9:42 and 18:13, retarding the timing and losing power.

[@lurebenson7722]

I was very interested to see this video because mid-summer I did a 383 stroker from my 1988 Chev truck that runs on a Holly 675 carb. Now I am doing for my 1991 1/2 ton Chev truck a 385 Stroker that will run on a TBI system. These engines are work truck engines for towing trailers and no racing at all just work truck engines. I have found doing the 383 engines the cost of the same as rebuilding the 350 for my kind of work truck engine so I am going for the more torque than the 350 can produce.

[@g1967]

Nice to see sbc @ 425-ish - hp

[@dp8689]

I'm so happy for you.I've been there.What a wonderful day

[@williamdavis922]

What a great video, it was so entertaining because of how well you guys worked together, you guys were awesome!!!

[@NicksGarage]

Glad you enjoyed it!

[@matzrat5006]

That is one sweet small block chevy.

[@jakebrakebill]

I'm asking Santa for a dyno room this Christmas, how cool to have.

[@wreckum56]

Wished I had a buddy in Montana that had a Dyno. I’m building a 383 and would love to put it on one

[@goodfriendg]

Awesome how the fuel flows with the EFI. Much more even than the carburetor.

[@jimmywilson1388]

That was super cool… I watched the whole video.

[@Stuff-i-Like]

Fuel injection has so many features over carbs, as noted in the video, ur after the biggest numbers as early as possible in the rev range and holding those numbers to redline, 3 to 5K RPM is the game for spirited reliable 'street' driving, my 20 yo 1985 cc SAAB Turbo makes 420 NM with 20 to 22 PSI from 2750 to redline, economical in 5th at 110 km/h, full boost just 1 downshift (~400 RPM) away, stage 3+, think it's cheaper than a V8 too, less kinetic mass to deal with, better acceleration, thanks for the video, enjoyable, oh, and you need a 5 SPD or better ie a 'standard' in NA (Nth American) talk, a manual, even roboticised manual box. Turbos are ur torque friend :-) ECU controls the turbo more accurately too, though my first beloved Datsun 180B SSS with twin side-draft Delorto's would sit on 190 km/h all day on a 4 SPD manual, not bad, only car of mine that liked being on 2 wheels more than I did. Enjoy.

[@thomasmleahy6218]

Pat, I noticed the old style dist cap and was wondering if you still had weights and springs under that cap? Reminds me of a car (Nova) I had long ago, and I changed the weights and springs which gave it a little pep in it's step. Also went through the frog- hair hole in thhe cap stuff where the spark went through the cap, had to replace the cap, guess it was a plastic formulation issue. 😆 Thank you for the great video, guys!!

[@nFlames2]

Pat fudged on the EFI system at 104:26 he advance the timing then ran the last run on the EFI. To be fair they would of have to place the carb back on & run it at same timing setting. They didn't do the timing setting correctly they should of advance it till they could see a power loss.

[@kingofl337]

This a cool comparison, you should be tuning the engine next to the dyno computers. Use the dyno to load and move through the cells one at a time to get your fuel on point. I don't know about MSD but with most EFI systems the computer should be able to learn with WB-O2. The computer needs time at each load point to generate a fueling solution. There shouldn't be much difference between a carb vs. injected on a WOT pull especially with fixed timing.

[@lastfanstanding999]

Interestingly Fantastic and very educational video, Thanks guys ! 🇺🇲🇨🇦🫡

[@gamerjunction5335]

In all the testing I have seen of EFI vs Carburetor the conclusions I draw are, you can make pretty much the same peak power with each. But, your Part Throttle Response and around town fuel economy are going to be so much better with EFI once you get the Fuel Map sorted. And, no need to tune for Temp, Humidity and Altitude with EFI.

[@cuttersperformance]

Thats exactly it

[@kanaric]

Ya EFI is just superior all around, only use Carb if you want to be old school.

[@tucker442]

I’m with you, Nick, I’d much rather have a carburetor because you do not need a computer to make it work. EFI is nice, but I’m like you old-school, give me a carburetor any day.

[@fabiospiesanzotti-ou1vj]

best tuning video ever.... cheers from italy =)

[@NicksGarage]

Thanks! 😃

[@rmp5s]

It's cool to see old skool stuff like him tweaking the carb. He adjusts fuel flow with a screwdriver, I adjust fuel flow with a laptop. Hahaha

[@BackyardBeeKeepingNuevo]

Would love to see Nick build and improve upon a classic Rodeck 406. Merry Christmas

[@NicksGarage]

Merry Christmas.

[@renegade44040]

The distributor cap moved after you advanced it two degrees. During the pull the cap is moving.@18:09 Okay I see later on into the video... You may have caught that

[@stevelacker358]

It moved on the very first pull, also… the one where Nick asked if it pinged when he loaded it.

[@canul3801]

i like carb because its easy to maintain. but for efficiency. all go to efi. its can be calculated. gas mileage for sure. it’s efficient. cold start is zero issue. made it not a problem to think. moreover most of the car use smaller displacement and turbo which need precise tune.

[@ZelosZelo]

tuning can be for performance or efficiency. They do not go hand in hand, but are closely related. Tuning an efi for a stock block is not going to show a lot of performance gains. but when you start adding turbos or other air compressors and other performance parts your gains start to pay off. ..example a person wanted to put on a very expensive air intake on her honda thinking it would give her 100 or 300 more hp, based on what the mfg of the air box said. I had to clarify those gains are not even possible with stock everything else and that an intake adds a % of gain up to the limit of the system. She ended up getting someone else to install it and now it runs horribly. I put the stock stuff back in

[@paulworkman5755]

port FI 5.7L DOHC 1990 Chevy LT5 with stock TB and cams, custom porting on stock intake manifold, 2" long tube header, makes 508 peak HP at 7100 rpm, using 85% for transmission loss. Just sayin.... Gotta love those 4 valve, DOHC motors.

[@dogsandwich77]

EFI needs only a few things. Correct fuel pressure, and no vacuum leaks. There's rarely a sensor that goes out and kills the engine. Carbs are cool cause you can compensate for things like a rich or lean condition if you know what you're doing. Ive also seen people blow up their engines like that. Cant do that with EFI without it at least warning you. I live on a town that's at 4,000'. I work 30 miles away, and the shop is basically at sealevel, 400'. It can be snowing at my house on the same day its sunny and 70° at work. So for my daily life, EFI all the way. It's not that complicated if I can figure it out. And my truck is an '89 Ford, OBD1, first generation of EFI. Runs awesome up and down the mountain all day everyday. Also got a Baja bug with duel carbs that is almost impossible to start on a cold day up here.(to be fair it has no chokes) I get it running good, tomorrow the weather might change and i gotta mess with it again. Again, to be fair, air cooled engines have the toughest time with temp changes. I keep a second carburetor for my ATC 250R that's jetted for 4,000 feet, cause the other one runs at the desert, 45 miles away at sea level. Not too big of a deal, mechanical things are easy to fix, especially ancient technology, all the info is out there for free, just like how.I learned about how EFI works.