Making the Choice: Buying a Carburetor or EFI Equipped Evolution Sportster

[@richardvandervoort]

I've kept the original aircleaner after changing to a screamin' eagle kit and added a oilcooler kit that can be removed without problems. For me the carburetor version is the right one, easy to work on great to drive.

[@MotorcycleTechandTravel]

Thanks for your feedback. The CV40 is a very reliable carburetor. Constant velocity is the closest to EFI for maintaining air/fuel ratio...If your jetting and float level are right, the carburetor requires very little attention...How effective is the oil cooler kit? Worth the installation? Do you monitor the oil temperature?

[@thomasborger6548]

Informative video. We have 2 efi Twin Cams and an old Shovelhead. Fortunately I am well aquainted with a world class efi tuner and have had no issues. However I love that Shovel for its simplicity.

[@MotorcycleTechandTravel]

Glad you have access to a world class EFI tuner...Yes, the Shovelhead is simpler and artful when separated from the transmission unit. The success of the Evolution engine relied on the Shovelhead's rugged bottom end design, which got embellished and updated a bit in the Evolution Era. There's no issue with a Shovelhead's reliability when built right. Resolving the timing chain tensioner issue on an earlier Twin Cam 88 brings that engine up to par. Overall, the Twin Cam engines are reliable, and they make massive torque!

[@thomasborger6548]

@MotorcycleTechandTravel sadly the 05 88 has more run out than I like so it will be getting a better crank, SE cam plate and pump that comes with hydraulic tensioners, and performance upgrades. It will be a fun ride when I'm done.

[@MotorcycleTechandTravel]

I understand the crankshaft issue and tensioner upgrades. Where will you source the crankshaft? Keep us posted on the build, how it turns out and your impressions. Once upgraded, you should have a great performer...Thanks!

[@kkenason8728]

I've rode many thousands of miles. I've had EFI and Carbureted...Both good. If the bike is jetted correctly to begine with...I have never had any issues with carbs anywhere. Carbs are extremely reliable. A carb could also be dialed in with a wide band. If there is problem it is usually a simple fix and your back on the road, especially if you are riding long distances far away from home. Carb for me.

[@MotorcycleTechandTravel]

Fully agree about "wide band" jetting, especially with the CV40 and its adaptability to moderate altitude changes. Rich mixes for short distances can also be offset by Pulstar spark plugs, as I describe in several videos. Roadside repairs are possible with a carburetor, using basic tools. EFI could require parts delays and the need for more tools or even diagnostic equipment. Overall, EFI is rugged, but a dying battery, failed fuel pump or a defective CKP can be enough to end the day's ride.

[@isaiah7617]

I like the ease of use of carbs as long as they can be repaired. I have a 1983 CB650 4 cylinder, 4 carb currently, and while the 41 year old diaphragms are tired, I can find new ones that are reproduction, quality is available if you look. And this is as complex as carbs can get. It's not hard, and I prefer the limitless adjustment available should you need it. I had a Royal Enfield Himalayan 411. In my area, the EFI fuel map was too lean, as it was not set up for sea level use correctly from the factory. Correcting that took several hundred dollars of electronic equipment. I sold that bike, but had I kept it I would have considered spending the money converting to a carburetor, as the bike came from the factory.

[@MotorcycleTechandTravel]

Thanks for sharing, many good points made. My Honda XR enduro motorcycles go deep into backcountry, a hike out would be extensive in many cases. (See the video on a recent XR650R ride to Aurora/Bodie as an example.) Each XR is fixed jet carbureted and not dependent on a battery for starting (kick only) or running. It's reassuring, especially when late bikes with EFI and starters often have no kickstart lever. A dead battery is enough to stop the fuel pump and the ride. (I did a video on that topic at: kzbin.info/www/bejne/ronLfHiggrChpck.) In fairness, EFI is very dependable for the most part. That "most part" is what keeps many of us on carbureted bikes, at least on dirt in my case. For the highway with access to civilization, EFI is not as much an issue; however, up a canyon in remote high desert country, reliability is a must.

[@isaiah7617]

@@MotorcycleTechandTravel If the EFI is setup right from the factory, I 100% agree. I do mostly paved surfaces, with occasional jaunts down some deep country lanes. I couldn't pass up a $300 running bike in need of a little servicing, otherwise I'd be running EFI on the street. The Japanese manufacturers in particular seem to have it dialed in in my experience.

[@MotorcycleTechandTravel]

Interesting that you mention the Japanese manufacturers. We had Datsun 280Z cars years ago with Bosch-licensed EFI. The systems were extremely reliable. Japanese manufacturers are not afraid of technology, and the Bosch system had been proven on European cars...I'm pleased that you found a great motorcycle for $300 and proved that your mechanical ability can save a bundle. Have fun, ride safely, and keep us posted...Thanks for subscribing!

[@isaiah7617]

​ @MotorcycleTechandTravel Thank you! You as well. I love bikes, but I love fixing them almost as much as riding them. In all of the research I have done Japanese manufacturers, but in particular Honda have an obsession with refinement that is hard to find. This leads to tons of not only lab-testing, but real-world feedback from the lowest staff member and consumer about a product, resulting in a very proven reliable system. Thanks for the quality content, and I enjoy your deep dives on various topics. I grew up with EFI systems, but I appreciate these older bikes as I can see them still being serviceable another 40 years from now, as even the electronics can be rebuilt. Not so for a newer system where everything is sealed up in rubber.

[@MotorcycleTechandTravel]

I really enjoy wrenching and troubleshooting, too! I had to roll with technology professionally and can build a case for either carburetion or EFI. Each has virtues and shortfalls. EFI is far more refined but not a good candidate for roadside repairs. Even the fuel pump is a chore to access on later motorcycles, and that's the heartbeat for any EFI system. I'm excited about where the channel's Evolution Sportster search will land. Once we have a suitable cycle at the shop/studio, I'll delve into it mechanically with the cameras rolling! Looking forward to sharing.

[@kass9722]

would have been nice to hear your views on single carb vs twin.

[@MotorcycleTechandTravel]

Good point...Do you have a dual-carburetor conversion? If so, what are your impressions? I'd like to pursue this. Many of my motorcycles have had multiple carburetors, and I enjoyed tuning them...Thanks for your interest and subscription!

[@kass9722]

@@MotorcycleTechandTravel mine is a 98 1200 single carb, my friend has a 94 with dual carbs... most people say duals are not worth the hassle, they might even be worse 🤷‍♂

[@MotorcycleTechandTravel]

Dual aftermarket carburetors would need to match the tune needs and displacement (cc's) of the Evolution V-twin. The carburetor's jetting and needle setting, throttle bore size and flow rate would be considered. Cylinder temperatures can differ, and that could affect mixture demands if this is a direct flow from each carburetor to a cylinder. Most often, the carburetor for this kind of installation is a Mikuni. I'm very curious about your friend's setup if you have additional information. Was it a "kit" that included intake adapters and throttle cables? Or was the conversion done from scratch?

[@kass9722]

@@MotorcycleTechandTravel looks like a lot of work, dont know much more, it was bought as is, it does have made/custom throttle cables, they are not plastic, they are braided i belive stainless

[@MotorcycleTechandTravel]

Ah...Is the bike reliable? Is he happy with the dual carburetors?

[@theodavies8754]

I use spitfire multi spark with cv40. It's a UK thing that probably wouldn't be compatible with ion sense. Allegedly it was the solution for increasing the altitude and platinum tip plug life in merlin engines. Sounds like patter but they work anyway. Obsolete parts take longer to find.

[@MotorcycleTechandTravel]

Interesting...As you share, availability would be difficult. The Merlin/Rolls-Royce engines were incredible, I've photographed them close up in the race pits when the P51 (D) Mustangs flew near Reno, Nevada. They use the two-stage supercharged version that gets the job done! We lived at a rural Nevada community for years, and I would rush outside my shop to hear a P51 approach the area from miles away...I'm sure your spark plugs were way ahead of their time. The Pulstar plugs, fortunately, are available today. A few months ago, I rode to 8,300 feet elevation with a 4,000 foot tune on my Honda XR650R (video of the trip at the channel) without the need for a jet change. I find this acceptable for brief periods at higher altitude, though I would re-jet for 8,300 feet if that became a steady baseline...Thanks for sharing!

[@theodavies8754]

@MotorcycleTechandTravel I had a tiny part in the restoration of RR232. A call went out when the restorer was struggling a little with the endless details. The entire stock of merlin plugs was bought for less than the value of platinum by a local haulier/Frank Tucker who refused to sell any to anyone. He also refused to pay the bill for work at the engine recondition place I worked at 45 years ago. They allowed him too much credit and went bust over it when the tax bill came in. I did a decade in electronics, but mostly just as a tech who converted cigarette packet drawings into things that work. 3D TV prototype was interesting, but mostly, it was dull things for industrial measuring. Test jigs for production ect. I was fortunate enough to do a diploma in horology along with a tech pass with merit with the BHI. My reward is usually helping people see their hopes fulfilled so your project is interesting. I was tempted recently by a sportster build cafe racer with styling cues from the Vincent that I can't afford. There is a build trap where people turn something usable into something too precious to ride. I'm not far off with dry miles only, but I get just as much out of battling entropy and previous work that fell below the threshold of acceptable. I've sourced replacement tc88 engine casings because the chrome has failed but I don't have the funds yet for the cam chest upgrades, probably leave it until next winter and just put miles on this summer. I'd rather fund a dji and mic2 to share some Devon countryside from my FXDL. Got to keep a sense of purpose and enough projects to last another 150 years. I got told there are only 2 types of people, those that do, and those that don't.

[@MotorcycleTechandTravel]

You have plenty of projects to stay on the "do" side of it, including the FXDL and Twin Cam 88! I like your plans for the DJI and mic. The DJI Mini Pro 4 had a lot to offer for the price, and I'm guessing the new Mini 5 Pro will exceed that benchmark. A small drone would be handy for my off-road riding shoots and aerial pans on the asphalt and graded main roads. Though not fast, these small drones can be used effectively...One's on my wish list! The Insta360 X3 has worked out well for now.

[@TheWolfsnack]

Old school carb and simple ignition will pretty much always get you home.....EFI and computers? Better have AAA

[@MotorcycleTechandTravel]

Here at the channel, I did a video on your "AAA" comment at the end of 2023: kzbin.info/www/bejne/ronLfHiggrChpck. Adequate battery state of charge is essential. If the channel winds up with a 2007-up Sportster, I'll demonstrate how to keep tabs on the EFI fuel pump's condition. While not failsafe, there are signs of a pending failure that can be diagnosed...More on that later. Despite the dependability of most EFI components, you do raise a good point!

[@mpista7182]

How difficult is it to convert a 2009 EFI (no catalytic converter) to carburation? Only curious. Thank you for your post!

[@MotorcycleTechandTravel]

Considering the issues that I share in this video, I believe the better, more practical approach would be to sell the 2009 bike intact and buy an original 2004-06 model similar to yours if you want a reliable rubber-mount engine with factory carburetion. Make sense?