I’m blown away at the power increase of this EFI system. Hard to believe that even a Holley 1150 Dominator is surprisingly small for such an engine. Nick, this is probably the best engine you have had on here to date.
I have the Eddy PF4 on my stroker small block and there is no way a carb will ever match the drivability. I'm in my 60's, grew up with carbs, and fwiw I haven't owned a carbed vehicle in 20 years. No more fiddling with trash in the needle and seats, air bleeds or idle circuit. No pumping and cranking in the winter then sitting there freezing until it gets warm enough to idle on it's own, no hot restart percolation or vapor locking in the summer. And the Eddy bluetooth setup is just cool. Don't even have to open the hood to change jets or fiddle with the advance weights, that's all done from the air conditioned comfort of the driver's seat. I've had zero issues with the Eddy system, it has been flawless.
wifi and pad-charging is a double edged sword as it makes it easier for me/someone to tune/user-friendly ( and more choice's as carrying and or remembering connectors/dongle's can become a pain and in phones-the-most-likely/tablet's/less-so-laptop's im kinda surprises me that they aren't plug-free at this point, phones like iPhone/flip's are trying to pass IP68 testing and less opening's the easygoing it is to pass and or making a scuba divers models and or one that putting up with my car+millwright/ranching setting's ) at there kitchen table or inside there home or eating at a roadhouse/coffee shop ect but also now making easier to hacking and stealing or cop/others-blowing-up ect still a EFI advocates after owning carb's+dizzy's and diving from Florida* sea-denver co USA the carb just cannot keep up and my wife wasn't happy about my dirty shirt ect as for engine swapping nope not in my 67-71 charger it's keeping the big-bock K-sub framing just with a dry sump oiling and deeper-bread-pan style aka 9in SS 1868-mopar oil-pan looks my chevy C10 1968 ( sold and yes Denver run-vin/time 327+sm465 4:10 towing for a friend ) and or 1980's k1500 yeah okay time for hybrid or BEV swapping as the epa getting gumpy about me using a diesels or copying* my charger's setup
Thank you Nick for these videos. In this day of Gen III Hemis, Ford Modular and Gm LS, it is nice to see someone keeping the engines with true character on the road.
im mechanically injected( racing only for me nowadays in diesels or meth/E85 and add a big-mag or twinsets ) or DI/port and add COP/CNP for me and my 69charger/4.3X4.5in D8 hemi + Tr6060/C7-dropout wasn't interested in computers as a teenager/pre25~yo but my zoomer sibling ( go figure there into Japanese/JDM's and viper's/copperhead-model and yes i also like the RX8 body-styling and TT/compounded 3-rotor 20B-engine ) helped changing my mind and i ended up working on OBD2 ~1997-08 vin's and i got to see vs my 87~era k1500 how much progress has been made in daily's-tunes ect, VVT was possible and done in limited models/aftermarket parts but adjusting a cable+driving ( in 1930~ ) is a pain and the holly( also makes carb's ) methodology ( 1950-70's~ ) of cintrificale-force/spring's isn't prefect but better than being fixed-setting same within the leaking-downward/upwards lifter's ( 1960's road's-LLC ? ) for VVL vs muti-air/computerised, still like my platform/hemi/906-iron and im not planning on leaving it for my car ( the hurricane L6 or 2L 4's don't have a place in my driveway for now the BEV/hybrid/fuel-cell is a maybe's ) but if i can im not aposted to modernising/upgrading-it as i see i wants
I'm old school, but loving the reliability and consistency of the EFI. Tunability of the EFI is convenient as long as you have the knowledge and necessary equipment. A carburetor is simple : it gives the engine fuel as it demands. EFI will give the engine fuel based upon your tune. Yes obviously a huge cost discrepancy. I was waiting for this video! Very impressive and I'm sure there will be several opinions and suggestions to be made. Excellent work to you Nic and your garage crew! Always a learning experience.
Even if the EFI made 20 hp less, I would still use it. The engine is just so much more pleasant with EFI. Starts right up every time, super crisp throttle response and it doesn't stink up the garage when I bring it back in. The only cars I still run carbs on are my all original/survivor cars.
I haven't rebuild a carburetor in almost 30 years, and I don't miss them. With the exception of cleaning out the one in my snow ❄️ blower every winter.
When going into storage, fill tank with "clear" (aka non-ethanol) gas. Alternate: Aviation gas (blue). What 1st responders do with their power equipment.
A mix castro 927 two stroke, oil in my 4 strokes, lawn mower, and in my 2 stroke stuff, I just mix it thick 927 for the last use each year Castro. It's supposed to be the best. 2 stroke oil with the highest heat protection ever made been working for over 20 years, and I haven't had a problem even with the same blower for 20 years.
The port fuel injection system is the better way to go than the Sniper TBI setups if you want fuel injection . Port fuel injection systems allow precise cylinder to cylinder fueling and total fuel control including programmable timing curves . No cold idle choke issues in any weather . These dual throttle body's really will allow very precise air flow to all 8 cylinders and not overfuel the engine . I'm from the carb world too , but also years of EFI servicing . Drivability can't be beat with port fuel injection . Throttle body systems or TBI while ok , doesn't give the results of the port fuel injection system . The most common issue with fuel injection engines on any modern vehicles, is the fuel pump. Being the most common failure prone part in the system .
This is the straight smack, right here. Port FI is head and shoulders ahead of the TBI systems and the use of oxygen sensors means you can get the AF ratios right where you want them everywhere in the RPM band which is almost impossible with carbs
Thank you Nick, you always bring out the best! Veterans from Canada, painting, woodwork was awesome! This was great! I would have bet the EFI was better, but I'm old school! Keep it up Nick & crew!
I like EFI over a carb and I grew up with carb's in the late 1950's, 60's, and 70's. When Fuel Injection came in I learn about it and some of the things it can do. Side note here. I worked on a small carburetor on a lawnmower engine yesterday. Some kind of debree got into the main jet in the fuel bowl starving the engine for fuel. A little cleaning fixed it. Hey, it is a carburetor albeit not a giant size Holley. Thank you Nick and George for another Dyno Day. That Hemi is a beautiful engine, and the eye candy are the FI Throttle bodies! Of course the Hemi Valve Covers add to the eye candy!
I have a efi 6bbl 440 “493” on my real a12 bird . Am running a Holley standalone and F&B 6bbl throttlebodies on a Indy modman intake . Car make crazy power and is a dream to drive . Efi is the way to go
I’m an old man now….I’ve had both on my 84 S-10 Blazer…..383 strokes….keep your carbs….i like the reliability and easy cold start on really cold days…..I’m EFI all the way
Holy Hemi Batman, that engine is pumping out some angry HP and torque! The suspension on the car will need to be heavy duty and a rock crusher rear end to take all that torque. I really liked the stereo sound of both setups at the beginning. Cool man!
Completely ate my words on this. I said carb would be 12HP more, EFI was 27HP more. Amazing results - thanks so much for these super detailed engine build, and tuning videos. My current fast car is an 87 Daytona 2.2L Turbo, which I've completely rebuilt and am tuning. It's a baby at 285 HP, but it's fun.
Don't chew on too many of your words because if you think about it, the intake design and centered 4 bbl vs 2 4 bbl spread equally over the length of the engine is not an accurate comparison.
Dana "60" Glass. This test would have been very interesting if you had 2 600 cfm Carter carbs on a HEMI intake. 50 cfm doesn't sound like that big of difference, but the factory design would have made a great comparison. Loved Mail Time, and Lloyd's fantastic art work. Also love the fact He loves Buicks. Would also love to see a dyno test on a 340 build on the motor you still have in storage. It was called the Wildcat 375 for the torque. Great video George and Nick!
Of course i remember the Carburetor day's.....But fuel injection is totally AMAZING in every way.....Thank you Nick you brother ans George....... Old F-4 pilot Shoe🇺🇸
Good times 🎉 I have some friends that are older and when you see them start their newer cars they always tap the throttle a few times. I told them that you don’t need to do that with fuel injection. They never listen 🎉
personally for carbs i liked my 68 C10's cable's/Manuel-choke more vs my E-choke on 80's gm's/k1500, thermo on my( im millennial/zoomer generation fyi ) 1970~ 383-LD-BBC was a hit or miss experience for me and wish for EFI or cable's for carb and timing/dizzy, also not big on tapping as i generally don't get the best experience and let the coil saturated and start and mess with the choke/timing but modern 2015-upwards is way better if added correctly on aftermarket and in dealership's/OEM's, skip the 1970's-2002~ era of EFI/obd1 not constant and headaches of both thoughts processes
About every test I've seen between a properly tuned carb & equivalent EFI system showed similar power. I switched from a quadrajet to a Holley Sniper and by seat of the pants felt no difference. Gas mileage also seemed unchanged. However, overall drivability was greatly enhanced with the EFI controlling fuel & timing.
Hi again Nick, we were there on September 22nd and this brute was on the dyno. I have been waiting to see this since then. Thanks again for everything 😊
Wow quiet a difference between the two setups Nick. Both impressive numbers. Those burnt paintings on mail time were awesome. Have a great week Nick, George & Team.
They are great until the stop working because of bad electronics being most of our electrical parts are made in China now which are junk compared to when the Japanese were making good electronics back in the day . A buddy of mine he bought I think it was the Holley sniper fuel injection kit to use on his 70 Dodge Challenger with a built 440 and right away it started having issues where it didn't want to learn the idle & throttle perimeters and it would just up and die on him after multiple attempts & talking to the Holley techs that were telling him what to do to get it to start & run correctly & nothing made a difference so he took it off & it sits on his shelf in his shop with something that's not usable. I would be highly ticked off spending that kind of money on something that doesn't work correctly & if I remember he said that Holley wouldn't stand behind their product or give his money back on it so what ever you do bont use their fuel injection systems . My friend said screw it and just put a good Holley 4 barrel carburetor on it and he hasn't had any issues with it at all granted fuel mileage won't be as good & to start it a couple pumps to set the choke & prime it but at least he can drive it now he said . Even the modern cars trucks with fuel injection are having issues such as wires being chewed through by rodents computers & modules going bad stuck injectors etc all that can leave you stranded at worse or cause the engine to go into limp mode were it will only let the vehicle go about 15-20 mph if your lucky & if you have to climb a big hill on the road while in limp mode forget about that because there's not enough power to go up one so most of the time its calling a towing service to get it home or a shop to get it diagnosed and fixed .
Good evening, guys!!!! Man, almost 700 hp is IMPRESSIVE from a dual body FI system: I think there's better air distribution than with the carb, plus since the air doesn't have gasoline to add to its mass, there might be slightly higher velocity low to midrange rpm, in my humble opinion. Anyway, the owner will no doubt be very pleased with the performance this elephant will give him. As always, great content and always enjoyable. Great week, all!!!
no doubt be very pleased with the performance this elephant will give him i was team mechanical-inj+hot-mag no-boost/no NO2/or/on~871 as a teenager/pre-25yo ( millennial generation fyi ) but my current/next combo is a 4.3x4.5in stroke's iron D8/modern-repop hemi on TT-boost and EFI as iv heard im going to be more happy with it and it will be less fussy that my elder's/coworker's experience in the 1970-1990's era as OBD2 ect calms down the radical setup to be more street abel than even my ideal teen 572-wedges
i was about 14-to-27 and at part store ( older gent probably now in his 50-90's yo, different guy but about the same age and at a car show told me about his new-at-time 1971? cuda that one main street Ogden ut 1971/72-era spun the back/N8+N7 rod main's+burnished the rope seal ect from starvation full-8qt's/dealership's-delivered on hard-lunch 426/stock-setup and told me id better considering using a dry-sump systems to avoiding crying+cursing ect as it happened to him more than once in the 70's and herd similarly storyline's but the other's are 440's~ and or less-bad-ending's ie seal had to be replaced or one-rod/N8? ) and around Christmas time ( 25-45~ yo as i was the youngest one of the bunch around 2008~ era at 17-21yo-me ) in a meatpacker maintenance shop ( my side gig around 2008-14 was a NE/Lincoln* USA Chevy's/caddy's/DSM repair and or racing shop ) and got talking about cars and wifes/family and or they found out about my 383+727 60's charger and mentioned that they or there buddies car/pre-1975-challenger 833-stick ate plugs ( about every payday~ ) and wires ( and valve covers leaking 90-d-to-yearly and or rear-main but that's unfortunately commonplace for BBC in general worsening if driven-hard and or lacking maintenance like oil-changes ect, my plans currently for my new setup is converting into a new rubber+one-peace-unit and deleting the front seal+drive's and use top-fuel tricks like copper-spray/lacered-paint/felt/corke-gaskets and 1970 alcoa casting's instead of being stamped-covers ect ) regularly and the carb ( also-they tried different intake's to solving it and different types of carbs ect, didn't work but found out that the single-carb and single-plane and Mallory+CDI-box/chevy-parts was easier but not it/minty ) never ending tuning headache i think/remember they swapped it out in ( Kearney~ nebraska usa ownership/vin fyi on the one that got detuned/swaped, the other mans was don..../Utah and got sold around 1992~era ) 1982~ for a 360 or 340-6 and 518A-auto and had less hassles and costly ect and also comparing with their acquaintances with ford's/mustang's and 440/502~ 906-headed road-runner's/b-bodies biggest thing the bee broke was trans's/clutch's/torque-converter's( sprague or belooning-out/leak/broken-weld's and from that sometimes destroys the thrust/rear-main bearings in the engine ) and or driveshaft or rear-end bearing's/gear-set's and piñon snubber's ford SBF and side-oiler's was wash-down and or broken/melting piston's and or spun-rod's but my/one-of-them coworker liked driving fast in California/CIP-chased a couple of times at 85+mph the other's was hot and or dusty roads
I love both , being 61 years old and a PC GEEK , but if i go EFI ,it will be with a SM intake , cause later adding a Pro Charger will be the best setup , 1200 plus horsepower easy !
I would open up the dual plenum and carve a hat for three large double throats with mirror blades mounted diagonally. Then I would add a second set of injectors and revise the fuel rails for triple capacity and different feed/return system. Finishing touches would include a tall-ish shaker air box and bent velocity stacks. 715 hp peak with even flatter torque curve with the box and stacks in place.
10:32 Need a bigger carburetor. Of all the uneducated comments.... Per cylinder fueling keeps the mixture accurate across all the cylinders and eliminates distribution issues, and the closed loop operation of the EFI keeps the mixture on point throughout the run. I've run lots of carbs where the mixture can fluctuate 2 ratios or more throughout the run. The really well "built" carbs can be extremely close, even lowly oval track 2 bbl Rochesters.
The really nice thing about the fuel injection is the tuning. Much easier and faster to set up according to track conditions. Even though I am old school I know that the EFI is a better setup and is better for the engine. You only have to notice that EFI engines run longer than the carbureted ones.
Short runners favor top end rpm hp, that's why OEM's have active intakes,long runner for torque and switches to short runner for higher rpm horsepower.
I have to go with the EFI just for the cold starting but almost 1.3 hp per cubic inch on a street engine, wow. That wood burning is sick, amazing talent.
Excellent video. I like both the carb and EFI setups, each has its place. I was reviewing/comparing the charts and noticed that the "FulSum lbs/hr" column (fuel consumption ?) is the almost same at low RPM but the EFI uses a lot less at peak HP, like over 10% less. This would seem to make the EFI much more efficient at producing HP. Thanks for all you hard work producing the videos. I'm sure everybody appreciates them. Best Regards - Mike
EFI all the way 100%. But I just like things that work well and are reliable with low maintenance. Easy cold starts and great driveability too 👍👍 Got better things to do than spend all day cleaning and adjusting old technology when something better is available.
FI all the way for me in this comparison. Fits under the hood without some non stock looking hood scoop is the icing on the cake. But that said I've been a tech guy for 25 years so I'm going to naturally lean to tech solutions.
@pb68slab18 The cars were built in Canada. Chevrolet engines were also built in Canada. Pontiac engines would had to of been imported with import duties. All the while there was some Pontiac models imported into Canada with Pontiac engines.
@@pb68slab18A buddy of mine has a Pontiac that looked like the Chevrolet elcamino but it had a Pontiac front end on it back in the 80s and it had a sbc in it. We had never seen anything like this before and I had a 70 Elcamino back then a 350 sbc and a 4spd transmission so we called a Chevrolet dealership in Fridley MN back then known as Viking Chevrolet and talked to someone about this Pontiac and he told us to call back in a couple of days after asking if we had the VIN numbers off of it which we did so we called back & he had told us that there were indeed some Pontiacs that were part Elcamino that came from Canada and this one had found its way to MN back then . My friend was a body man back then & acquired the car as a partial payment from someone he did some body work and a paint job for it & I had told him I think this Pontiac Elcamino was probably pretty rare because we never ever had seen one before just mostly the cars back the that were new or the old muscle cars at times that we would look at that were for sale cheap but in decent shape yet . Once we found out what this car was he ended up selling it right away instead of doing the body work on it & fixing it up so e then selling it so he must have needed the cash instead . He was more of a Mopar guy and had a 69 & 70 Dodge chargers both big block cars and the 70 had factory power windows and the nicer interior than the 69 had . He ended up fixing up the 70 and was drunk driving it 1 day & ended up rolling it and totalled it out & ended up parting it out & selling the interior to another friend of ours who had a 69 Dodge Super bee which he still has to this day .
Not a 65 vert., but a 64 2 dr. HT. Back yard find. On blocks for many years. 409/425 4 sp. bucket seat car. Orig. engine and rear. Trans. had been changed out. Verified by PHS Canada. Found in Thunder Bay Ont. Canada in 2023. Saw it in person, have the pics. Rare piece of muscle car history
Great video! I thought the fuel injection would be better but the carb is very close with equal torque. I would choose the injection for the consistency . I believe an engine runs better and the longevity is increased with fuel injection.
The shorter intake runners with the EFI is going to move the power curve further up in the rev range than on the carburetor setup which is due to the longer intake runners the carb setup has. A carb does have limits however due to the vacuum signal it requires to work properly. EFI port injection does not have this limitation. torque potential is higher with port fuel injection with long intake runners because of the limits with carburetors. To be honest, i really like old school carburetors and electronic fuel injection.
Nice video. EFI - a mass air flow port injected system is what to have. The speed density systems like this one don't work that well with low manifold vacuum - like from a bigger cam. Of course the cost of the perfect EFI system will be significant.
Regardless of efficiencies of the various induction selections, I'd run the factory 2x4 setup on a street car any day of the week - for all the reasons that matter.
An Eng puts out it’s optimal hp a fuel mileage. When the engine is at 200 degrees. Then the temp in the cylinders is 1000 degrees. That’s when the best performance is obtained
Ide go Injection all day, the fuel economy i got on a long drive you would never reach with carbs, but were all different. Im not sure if nicks ever done a back to back of EFI/carb before as ive always been curious, great as always Nick.
Always tough to do this comparison when the intake manifolds are different. That said the carb will always atomize better than port injection and theoretically can make a bit more power. But consistency and drivability are so much better with EFI. Even with a relatively low end system like edelbrock proflo. Short of a drag racer who trailers the car and tweaks the setup each race, most owners will prefer EFI.
It's CFM verses CFM ,Right now your comparing apples to Oranges ,Run two 1100 Holley carbs on a tunnel Ram and see what you get , Injection is the way to go the metering is just so much better and with the right computer each cylinder can be tuned for max efficiency Holley makes a great setup
Enjoyed the comparison...but it really goes to show that what the displacement is on the engine that cylinder head makes power... Happy Thanksgiving everyone...good content and thanks...🔧🔧👍
Carburetor's are my favorite, but those duel throttle bodies sure look better on that hemi than the single carburetor. In my old school opinion a hemi just doesn't look right without duel carbs!😊👍
Wow, both are nice setups. I guess hood clearance would decide it. Or you could call the EFI setup the choice for a manual gearbox and the big Holley is for automatic what with the minor difference in the peak HP engine speeds. Of course there is a price difference and the fact that working on that Dominator is probably much the same as working on any old 4150 double pumper so likely familiar to any old hot rodder - so there's familiarity there. Fuel economy is pretty much out the window on all of 'em!
Given how this ended up. EFI wins in many ways, Going off the sheet and some may say that the 27HP difference is not much is missing a small point. At peak for the carb was 670hp at 5,600 but the EFI was 677HP at 5,600 and continued to climb all the way to 6,300. Key point is at 6,200 (since sheet cuts off) it drops to 657HP thats now a 40HP drop plus torque is being maintained better at higher RPM than the carb from a 4lb-ft difference at 4,500 to a 30lb-ft difference at 6,200. Like there is no loss really for the EFI outside extra cost and a few extra steps.
There's so much that can be done with a Holley style carburetor, power valve, accelerator pump curve, nozzles, jet size, air bleeders, and more. Not every carb can match EFI but a holley can. Put two 750cfm carbs on and give Nick a couple of days.
A carb is fine.......until it coughs and ruptures the diaphragm in the power valve, or it gets trash in the air bleeds, or you travel from sea level to 12,000ft, or it boils or vapor locks because today's gas is formulated to vaporize easily..... Before you say it, I'm a gray headed old fart that grew up with carbs and my hotrod has MPFI.
Nice bolt on EFI package. EFI for drivability, cold starts and efficiency. I guess this is still kind of an old school engine as it has a distributer instead of a coil on plug type system.
Hi Nick I wanted to wish you and all the crew HAPPY THANKSGIVING 😊 … Nick I would stay OLD SCHOOL I wouldn’t want to bring a labtop everywhere I go for tuning I’d rather have a carb … What’s 20 more HP not a lot of difference Nick that’s my opinion.. George great video buddy HAPPY THANKSGIVING to you also… I can’t wait to meet you George and shake your hand for all this great work on videos with Nick and all the crew… Your friend THE BANDIT and my beautiful wife MRS BANDIT …. NO LITTLE BANDITS GEORGE 😅😅😊😊
I get the EFI did better but I appreciate the simplicity of the carburetor setup. When you look at them side by side, that massive dominator seems to have more eyeball IMO. But I get the desire for EFI, let the computer dial the fuel and adjust perfectly.
Hello Nick Really nice & interesting video tonight with the voice of George the invisible man! And it's always a pleasure to listen to the best show and the one and only ✨Nick ✨from ✨Nick s garage✨ old school mechanics on RUclips Thank you (Merci)for that Nick!! Jacques Turks& Caicos🇹🇨
I wont throw flag now that I've learned more about each setup but I'm still surprised that EFI won on peak numbers vs that carb setup. Not sure if I'm more impressed with the engine or the EFI setup.
Interesting comparison. Still, the cam must have been way too small for the single plane manifold, to top out at 5500rpm. Would have been interesting to see the comparison with more duration & lift, running it out to 7000ish, although I get its a street engine. Maybe a big 4150 carb on a dual plane would have given a better comparison, the efi killed it right across the rev range, an overlay would be good. Excellent content!
Nice to see a head to head comparison of carb to FI. As much as I respect the engineering in a good carb, you just can’t beat computer controlled FI and electronic ignition systems. The capability and flexibility and accuracy simply can’t be matched by the fuel and ignition systems of the 60s and 70s.
The ultimate test of carburetors vs EFI would’ve been the NHRA pro stock class. The record was a 6.45 with carbs. It took EFI almost a decade after the mandatory switch to EFI to break the record by a a few thousandths of a second and now it seems the EFI is stuck power wise where if carbs were still used the cars would probably have run 6.3 seconds in the quarter by now. Yes EFI is much easier to tune but costs way more $$ to buy and have someone tune it.
Carburated or fuel injected? A Dyno play is the only way for fuel delivery to be tested At Nick's Garage every component has been thoroughly inspected and a 541 Hemi like this deserves to be respected Thanks and big ups Nick and George
A friend of mine bought an 82 Corvette with the "Cross-Fire Fuel Injection" aka (Cease-Fire or Mis-Fire!) that had been sitting for years. Can't get it running, Chevy is no help. Contemplating rebuilding the motor into a 383, and going with dual Holley FI's on an old aluminum Weiand cross-ram clone of the optional Z-28 dual-quad intake.
![Noob To Max With DRAGON REWORK In Blox Fruits [FULL MOVIE]](http://i.ytimg.com/vi/LnBMOinoOvA/mqdefault.jpg)
I’m blown away at the power increase of this EFI system. Hard to believe that even a Holley 1150 Dominator is surprisingly small for such an engine. Nick, this is probably the best engine you have had on here to date.
I have the Eddy PF4 on my stroker small block and there is no way a carb will ever match the drivability. I'm in my 60's, grew up with carbs, and fwiw I haven't owned a carbed vehicle in 20 years. No more fiddling with trash in the needle and seats, air bleeds or idle circuit. No pumping and cranking in the winter then sitting there freezing until it gets warm enough to idle on it's own, no hot restart percolation or vapor locking in the summer. And the Eddy bluetooth setup is just cool. Don't even have to open the hood to change jets or fiddle with the advance weights, that's all done from the air conditioned comfort of the driver's seat. I've had zero issues with the Eddy system, it has been flawless.
wifi and pad-charging is a double edged sword as it makes it easier for me/someone to tune/user-friendly ( and more choice's as carrying and or remembering connectors/dongle's can become a pain and in phones-the-most-likely/tablet's/less-so-laptop's im kinda surprises me that they aren't plug-free at this point, phones like iPhone/flip's are trying to pass IP68 testing and less opening's the easygoing it is to pass and or making a scuba divers models and or one that putting up with my car+millwright/ranching setting's ) at there kitchen table or inside there home or eating at a roadhouse/coffee shop ect but also now making easier to hacking and stealing or cop/others-blowing-up ect
still a EFI advocates after owning carb's+dizzy's and diving from Florida* sea-denver co USA the carb just cannot keep up and my wife wasn't happy about my dirty shirt ect
as for engine swapping nope not in my 67-71 charger it's keeping the big-bock K-sub framing just with a dry sump oiling and deeper-bread-pan style aka 9in SS 1868-mopar oil-pan looks
my chevy C10 1968 ( sold and yes Denver run-vin/time 327+sm465 4:10 towing for a friend ) and or 1980's k1500 yeah okay time for hybrid or BEV swapping as the epa getting gumpy about me using a diesels or copying* my charger's setup
great test. updating vintage engines with modern electronics is the best way to improve liveability, driveability and power.
Thank you Nick for these videos. In this day of Gen III Hemis, Ford Modular and Gm LS, it is nice to see someone keeping the engines with true character on the road.
As an American Veteran I would like to thank my Canadian Veteran brothers for their service, love the video Nick 😁👍❤️
The EFI starts beating the carb right at the carb's peak, then just keeps climbing. What an earth-pounding monster.
the EFI is nice, but.... just me, old School , so I vote for Carb, and Lloyd,you have the gift of art, well done, cheers.
im mechanically injected( racing only for me nowadays in diesels or meth/E85 and add a big-mag or twinsets ) or DI/port and add COP/CNP for me and my 69charger/4.3X4.5in D8 hemi + Tr6060/C7-dropout
wasn't interested in computers as a teenager/pre25~yo but my zoomer sibling ( go figure there into Japanese/JDM's and viper's/copperhead-model and yes i also like the RX8 body-styling and TT/compounded 3-rotor 20B-engine ) helped changing my mind and i ended up working on OBD2 ~1997-08 vin's and i got to see vs my 87~era k1500 how much progress has been made in daily's-tunes ect, VVT was possible and done in limited models/aftermarket parts but adjusting a cable+driving ( in 1930~ ) is a pain and the holly( also makes carb's ) methodology ( 1950-70's~ ) of cintrificale-force/spring's isn't prefect but better than being fixed-setting same within the leaking-downward/upwards lifter's ( 1960's road's-LLC ? ) for VVL vs muti-air/computerised, still like my platform/hemi/906-iron and im not planning on leaving it for my car ( the hurricane L6 or 2L 4's don't have a place in my driveway for now the BEV/hybrid/fuel-cell is a maybe's ) but if i can im not aposted to modernising/upgrading-it as i see i wants
@@richardprice5978
The carb for simplicity
all are efi are great when they are new..
Yea, im with you . Pump that gas. I had a 68 camro with a 327. You could pump the gas all day and never flood it. Werid, it ran great
I'm old school, but loving the reliability and consistency of the EFI. Tunability of the EFI is convenient as long as you have the knowledge and necessary equipment. A carburetor is simple : it gives the engine fuel as it demands. EFI will give the engine fuel based upon your tune. Yes obviously a huge cost discrepancy. I was waiting for this video! Very impressive and I'm sure there will be several opinions and suggestions to be made. Excellent work to you Nic and your garage crew! Always a learning experience.
Even if the EFI made 20 hp less, I would still use it. The engine is just so much more pleasant with EFI. Starts right up every time, super crisp throttle response and it doesn't stink up the garage when I bring it back in. The only cars I still run carbs on are my all original/survivor cars.
I haven't rebuild a carburetor in almost 30 years, and I don't miss them. With the exception of cleaning out the one in my snow ❄️ blower every winter.
@@Karrpilot when you're done using it run it out of gas and your lawn mower works every season for me
When going into storage, fill tank with "clear" (aka non-ethanol) gas.
Alternate: Aviation gas (blue).
What 1st responders do with their power equipment.
A mix castro 927 two stroke, oil in my 4 strokes, lawn mower, and in my 2 stroke stuff, I just mix it thick 927 for the last use each year Castro. It's supposed to be the best. 2 stroke oil with the highest heat protection ever made been working for over 20 years, and I haven't had a problem even with the same blower for 20 years.
@@Karrpilot nice
Learned from my Dad, he always turned the gas off and ran engine till it would shut off, 1965 Ariens snowblower, it still runs today !
The port fuel injection system is the better way to go than the Sniper TBI setups if you want fuel injection . Port fuel injection systems allow precise cylinder to cylinder fueling and total fuel control including programmable timing curves . No cold idle choke issues in any weather . These dual throttle body's really will allow very precise air flow to all 8 cylinders and not overfuel the engine . I'm from the carb world too , but also years of EFI servicing . Drivability can't be beat with port fuel injection . Throttle body systems or TBI while ok , doesn't give the results of the port fuel injection system . The most common issue with fuel injection engines on any modern vehicles, is the fuel pump. Being the most common failure prone part in the system .
This is the straight smack, right here. Port FI is head and shoulders ahead of the TBI systems and the use of oxygen sensors means you can get the AF ratios right where you want them everywhere in the RPM band which is almost impossible with carbs
Thank you Nick, you always bring out the best! Veterans from Canada, painting, woodwork was awesome! This was great! I would have bet the EFI was better, but I'm old school! Keep it up Nick & crew!
I like EFI over a carb and I grew up with carb's in the late 1950's, 60's, and 70's. When Fuel Injection came in I learn about it and some of the things it can do. Side note here. I worked on a small carburetor on a lawnmower engine yesterday. Some kind of debree got into the main jet in the fuel bowl starving the engine for fuel. A little cleaning fixed it. Hey, it is a carburetor albeit not a giant size Holley.
Thank you Nick and George for another Dyno Day. That Hemi is a beautiful engine, and the eye candy are the FI Throttle bodies! Of course the Hemi Valve Covers add to the eye candy!
I have a efi 6bbl 440 “493” on my real a12 bird . Am running a Holley standalone and F&B 6bbl throttlebodies on a Indy modman intake . Car make crazy power and is a dream to drive . Efi is the way to go
I’m an old man now….I’ve had both on my 84 S-10 Blazer…..383 strokes….keep your carbs….i like the reliability and easy cold start on really cold days…..I’m EFI all the way
I love this channel. Thanks to Nick and crew for another great video!
Glad you enjoy it!
Holy Hemi Batman, that engine is pumping out some angry HP and torque! The suspension on the car will need to be heavy duty and a rock crusher rear end to take all that torque. I really liked the stereo sound of both setups at the beginning. Cool man!
Thanks Mike. Glad you liked the vid.
Completely ate my words on this. I said carb would be 12HP more, EFI was 27HP more. Amazing results - thanks so much for these super detailed engine build, and tuning videos. My current fast car is an 87 Daytona 2.2L Turbo, which I've completely rebuilt and am tuning. It's a baby at 285 HP, but it's fun.
What’s it weigh?
Don't chew on too many of your words because if you think about it, the intake design and centered 4 bbl vs 2 4 bbl spread equally over the length of the engine is not an accurate comparison.
@@todddenio3200
And more airflow
@@mickangio16 exactly
Thats atleast 1200-1300 cfms
Dana "60" Glass. This test would have been very interesting if you had 2 600 cfm Carter carbs on a HEMI intake. 50 cfm doesn't sound like that big of difference, but the factory design would have made a great comparison. Loved Mail Time, and Lloyd's fantastic art work. Also love the fact He loves Buicks. Would also love to see a dyno test on a 340 build on the motor you still have in storage. It was called the Wildcat 375 for the torque. Great video George and Nick!
Of course i remember the Carburetor day's.....But fuel injection is totally AMAZING in every way.....Thank you Nick you brother ans George.......
Old F-4 pilot Shoe🇺🇸
Right on!
Be fair run a couple of 950 holleys on an aluminum low rise dual plane, with the two quads.
541 my new dream engine! Thank You, Ric
With almost half the airflow the single 4bbl did real well.
There is some magic with a single 4bbl plenum
Nice job on the timing of the split screen at the beginning!
Good times 🎉 I have some friends that are older and when you see them start their newer cars they always tap the throttle a few times. I told them that you don’t need to do that with fuel injection. They never listen 🎉
We can’t help it.
personally for carbs i liked my 68 C10's cable's/Manuel-choke more vs my E-choke on 80's gm's/k1500, thermo on my( im millennial/zoomer generation fyi ) 1970~ 383-LD-BBC was a hit or miss experience for me and wish for EFI or cable's for carb and timing/dizzy, also not big on tapping as i generally don't get the best experience and let the coil saturated and start and mess with the choke/timing
but modern 2015-upwards is way better if added correctly on aftermarket and in dealership's/OEM's, skip the 1970's-2002~ era of EFI/obd1 not constant and headaches of both thoughts processes
NICK'S GARAGE NUMBER ONE ALWAYS
About every test I've seen between a properly tuned carb & equivalent EFI system showed similar power. I switched from a quadrajet to a Holley Sniper and by seat of the pants felt no difference. Gas mileage also seemed unchanged. However, overall drivability was greatly enhanced with the EFI controlling fuel & timing.
Hi again Nick, we were there on September 22nd and this brute was on the dyno. I have been waiting to see this since then. Thanks again for everything 😊
good evening Dr. Nick, good evening George.
Evenin'!
Wow quiet a difference between the two setups Nick. Both impressive numbers. Those burnt paintings on mail time were awesome. Have a great week Nick, George & Team.
Right on, Blinkie.
I'd really like to see a good individual throttle body or stack fuel injection run on the same motor. I bet the power would go up even more.
I grew up with carbs, Holley, Rochester. I'll take the drivability of EFI over carbs any day.
They are great until the stop working because of bad electronics being most of our electrical parts are made in China now which are junk compared to when the Japanese were making good electronics back in the day . A buddy of mine he bought I think it was the Holley sniper fuel injection kit to use on his 70 Dodge Challenger with a built 440 and right away it started having issues where it didn't want to learn the idle & throttle perimeters and it would just up and die on him after multiple attempts & talking to the Holley techs that were telling him what to do to get it to start & run correctly & nothing made a difference so he took it off & it sits on his shelf in his shop with something that's not usable. I would be highly ticked off spending that kind of money on something that doesn't work correctly & if I remember he said that Holley wouldn't stand behind their product or give his money back on it so what ever you do bont use their fuel injection systems . My friend said screw it and just put a good Holley 4 barrel carburetor on it and he hasn't had any issues with it at all granted fuel mileage won't be as good & to start it a couple pumps to set the choke & prime it but at least he can drive it now he said . Even the modern cars trucks with fuel injection are having issues such as wires being chewed through by rodents computers & modules going bad stuck injectors etc all that can leave you stranded at worse or cause the engine to go into limp mode were it will only let the vehicle go about 15-20 mph if your lucky & if you have to climb a big hill on the road while in limp mode forget about that because there's not enough power to go up one so most of the time its calling a towing service to get it home or a shop to get it diagnosed and fixed .
Awesome video Nick! Those gifts were great as well and well deserved sir. Stay safe and healthy.
Thank you
Good evening, guys!!!! Man, almost 700 hp is IMPRESSIVE from a dual body FI system: I think there's better air distribution than with the carb, plus since the air doesn't have gasoline to add to its mass, there might be slightly higher velocity low to midrange rpm, in my humble opinion.
Anyway, the owner will no doubt be very pleased with the performance this elephant will give him. As always, great content and always enjoyable. Great week, all!!!
no doubt be very pleased with the performance this elephant will give him
i was team mechanical-inj+hot-mag no-boost/no NO2/or/on~871 as a teenager/pre-25yo ( millennial generation fyi ) but my current/next combo is a 4.3x4.5in stroke's iron D8/modern-repop hemi on TT-boost and EFI as iv heard im going to be more happy with it and it will be less fussy that my elder's/coworker's experience in the 1970-1990's era as OBD2 ect calms down the radical setup to be more street abel than even my ideal teen 572-wedges
i was about 14-to-27 and at part store ( older gent probably now in his 50-90's yo, different guy but about the same age and at a car show told me about his new-at-time 1971? cuda that one main street Ogden ut 1971/72-era spun the back/N8+N7 rod main's+burnished the rope seal ect from starvation full-8qt's/dealership's-delivered on hard-lunch 426/stock-setup and told me id better considering using a dry-sump systems to avoiding crying+cursing ect as it happened to him more than once in the 70's and herd similarly storyline's but the other's are 440's~ and or less-bad-ending's ie seal had to be replaced or one-rod/N8? ) and around Christmas time ( 25-45~ yo as i was the youngest one of the bunch around 2008~ era at 17-21yo-me ) in a meatpacker maintenance shop ( my side gig around 2008-14 was a NE/Lincoln* USA Chevy's/caddy's/DSM repair and or racing shop ) and got talking about cars and wifes/family and or they found out about my 383+727 60's charger and mentioned that they or there buddies car/pre-1975-challenger 833-stick ate plugs ( about every payday~ ) and wires ( and valve covers leaking 90-d-to-yearly and or rear-main but that's unfortunately commonplace for BBC in general worsening if driven-hard and or lacking maintenance like oil-changes ect, my plans currently for my new setup is converting into a new rubber+one-peace-unit and deleting the front seal+drive's and use top-fuel tricks like copper-spray/lacered-paint/felt/corke-gaskets and 1970 alcoa casting's instead of being stamped-covers ect ) regularly and the carb ( also-they tried different intake's to solving it and different types of carbs ect, didn't work but found out that the single-carb and single-plane and Mallory+CDI-box/chevy-parts was easier but not it/minty ) never ending tuning headache i think/remember they swapped it out in ( Kearney~ nebraska usa ownership/vin fyi on the one that got detuned/swaped, the other mans was don..../Utah and got sold around 1992~era ) 1982~ for a 360 or 340-6 and 518A-auto and had less hassles and costly ect and also comparing with their acquaintances with ford's/mustang's and 440/502~ 906-headed road-runner's/b-bodies biggest thing the bee broke was trans's/clutch's/torque-converter's( sprague or belooning-out/leak/broken-weld's and from that sometimes destroys the thrust/rear-main bearings in the engine ) and or driveshaft or rear-end bearing's/gear-set's and piñon snubber's
ford SBF and side-oiler's was wash-down and or broken/melting piston's and or spun-rod's but my/one-of-them coworker liked driving fast in California/CIP-chased a couple of times at 85+mph the other's was hot and or dusty roads
I love both , being 61 years old and a PC GEEK , but if i go EFI ,it will be with a SM intake , cause later adding a Pro Charger will be the best setup , 1200 plus horsepower easy !
Beautiful painting
I would open up the dual plenum and carve a hat for three large double throats with mirror blades mounted diagonally. Then I would add a second set of injectors and revise the fuel rails for triple capacity and different feed/return system. Finishing touches would include a tall-ish shaker air box and bent velocity stacks. 715 hp peak with even flatter torque curve with the box and stacks in place.
10:32 Need a bigger carburetor. Of all the uneducated comments....
Per cylinder fueling keeps the mixture accurate across all the cylinders and eliminates distribution issues, and the closed loop operation of the EFI keeps the mixture on point throughout the run. I've run lots of carbs where the mixture can fluctuate 2 ratios or more throughout the run. The really well "built" carbs can be extremely close, even lowly oval track 2 bbl Rochesters.
Lloyd that’s some beautiful artwork and love the painting of the cabin it’s beautiful too
The really nice thing about the fuel injection is the tuning. Much easier and faster to set up according to track conditions. Even though I am old school I know that the EFI is a better setup and is better for the engine. You only have to notice that EFI engines run longer than the carbureted ones.
Its amazing when you can look down and see the bottom of the intake manifold at wide open throttle from both 4bbl Throttle bodies 😄
Short runners favor top end rpm hp, that's why OEM's have active intakes,long runner for torque and switches to short runner for higher rpm horsepower.
EFI is so much nicer for street driving. It also compensates for elevation above sea level. More power too!
I have to go with the EFI just for the cold starting but almost 1.3 hp per cubic inch on a street engine, wow. That wood burning is sick, amazing talent.
Excellent video. I like both the carb and EFI setups, each has its place. I was reviewing/comparing the charts and noticed that the "FulSum lbs/hr" column (fuel consumption ?) is the almost same at low RPM but the EFI uses a lot less at peak HP, like over 10% less. This would seem to make the EFI much more efficient at producing HP. Thanks for all you hard work producing the videos. I'm sure everybody appreciates them. Best Regards - Mike
EFI all the way 100%. But I just like things that work well and are reliable with low maintenance. Easy cold starts and great driveability too 👍👍 Got better things to do than spend all day cleaning and adjusting old technology when something better is available.
FI all the way for me in this comparison. Fits under the hood without some non stock looking hood scoop is the icing on the cake. But that said I've been a tech guy for 25 years so I'm going to naturally lean to tech solutions.
I hate to say it but EFI is the way and not just for power. Love my carbs but dang it the data and ease of tuning is awesome.
Fantastic series on this fb hemi,thanks Nick and crew
Mr. G always like seeing you do what you do best 👍 keep on keeping on
Evenin Mr George an Mr Nick! Have a Great week!!
Thanks, you too!⭐️
One day I'll build a '65 Parisienne Custom Sport convertible 409 4 speed. Prolly a small handful made new, doubt any survived...
Nice.
Been told for years some Canadian Pontiacs actually had Chevrolet motors. Anyone know why???
@pb68slab18 The cars were built in Canada. Chevrolet engines were also built in Canada. Pontiac engines would had to of been imported with import duties. All the while there was some Pontiac models imported into Canada with Pontiac engines.
@@pb68slab18A buddy of mine has a Pontiac that looked like the Chevrolet elcamino but it had a Pontiac front end on it back in the 80s and it had a sbc in it. We had never seen anything like this before and I had a 70 Elcamino back then a 350 sbc and a 4spd transmission so we called a Chevrolet dealership in Fridley MN back then known as Viking Chevrolet and talked to someone about this Pontiac and he told us to call back in a couple of days after asking if we had the VIN numbers off of it which we did so we called back & he had told us that there were indeed some Pontiacs that were part Elcamino that came from Canada and this one had found its way to MN back then . My friend was a body man back then & acquired the car as a partial payment from someone he did some body work and a paint job for it & I had told him I think this Pontiac Elcamino was probably pretty rare because we never ever had seen one before just mostly the cars back the that were new or the old muscle cars at times that we would look at that were for sale cheap but in decent shape yet . Once we found out what this car was he ended up selling it right away instead of doing the body work on it & fixing it up so e then selling it so he must have needed the cash instead . He was more of a Mopar guy and had a 69 & 70 Dodge chargers both big block cars and the 70 had factory power windows and the nicer interior than the 69 had . He ended up fixing up the 70 and was drunk driving it 1 day & ended up rolling it and totalled it out & ended up parting it out & selling the interior to another friend of ours who had a 69 Dodge Super bee which he still has to this day .
Not a 65 vert., but a 64 2 dr. HT. Back yard find. On blocks for many years. 409/425 4 sp. bucket seat car. Orig. engine and rear. Trans. had been changed out. Verified by PHS Canada. Found in Thunder Bay Ont. Canada in 2023. Saw it in person, have the pics. Rare piece of muscle car history
Great video! I thought the fuel injection would be better but the carb is very close with equal torque. I would choose the injection for the consistency . I believe an engine runs better and the longevity is increased with fuel injection.
Thank you!
The shorter intake runners with the EFI is going to move the power curve further up in the rev range than on the carburetor setup which is due to the longer intake runners the carb setup has. A carb does have limits however due to the vacuum signal it requires to work properly. EFI port injection does not have this limitation. torque potential is higher with port fuel injection with long intake runners because of the limits with carburetors. To be honest, i really like old school carburetors and electronic fuel injection.
Happy Thanksgiving Nick and crew.... thank you for all the great videos
Nice video.
EFI - a mass air flow port injected system is what to have. The speed density systems like this one don't work that well with low manifold vacuum - like from a bigger cam.
Of course the cost of the perfect EFI system will be significant.
Regardless of efficiencies of the various induction selections, I'd run the factory 2x4 setup on
a street car any day of the week - for all the reasons that matter.
An Eng puts out it’s optimal hp a fuel mileage. When the engine is at 200 degrees. Then the temp in the cylinders is 1000 degrees. That’s when the best performance is obtained
Ide go Injection all day, the fuel economy i got on a long drive you would never reach with carbs, but were all different.
Im not sure if nicks ever done a back to back of EFI/carb before as ive always been curious, great as always Nick.
A high ram and dual carbs is my favorite.
Always tough to do this comparison when the intake manifolds are different. That said the carb will always atomize better than port injection and theoretically can make a bit more power. But consistency and drivability are so much better with EFI. Even with a relatively low end system like edelbrock proflo. Short of a drag racer who trailers the car and tweaks the setup each race, most owners will prefer EFI.
It's CFM verses CFM ,Right now your comparing apples to Oranges ,Run two 1100 Holley carbs on a tunnel Ram and see what you get , Injection is the way to go the metering is just so much better and with the right computer each cylinder can be tuned for max efficiency Holley makes a great setup
That engine is ready to leap off the Dyno Nick!
Twin EFI.
Great vid Nick.
"Here we go."
There is no "twin efi"... this is direct port fuel injection on a single plane dual quad intake.
Enjoyed the comparison...but it really goes to show that what the displacement is on the engine that cylinder head makes power... Happy Thanksgiving everyone...good content and thanks...🔧🔧👍
Also Lloyd is awesome! I hope it's spelled his name right
Carburetor's are my favorite, but those duel throttle bodies sure look better on that hemi than the single carburetor. In my old school opinion a hemi just doesn't look right without duel carbs!😊👍
i also like 871+mechanical injections or cross-ram EFI on hemi's/440-platform but in the modern era EFI all the way on the streets
Nick's Garage and Museum
That motor sure sounds awesome
Yasoo palikari from Adelaide Australia
Howdy Steve!
Wow, both are nice setups. I guess hood clearance would decide it. Or you could call the EFI setup the choice for a manual gearbox and the big Holley is for automatic what with the minor difference in the peak HP engine speeds. Of course there is a price difference and the fact that working on that Dominator is probably much the same as working on any old 4150 double pumper so likely familiar to any old hot rodder - so there's familiarity there. Fuel economy is pretty much out the window on all of 'em!
Give me this engine Carbureted in a newer Challenger. Best of both worlds!!!!! Man what a beast of an engine.....
More equal lenght intake runners would also help put it to the rpm peak
Given how this ended up. EFI wins in many ways, Going off the sheet and some may say that the 27HP difference is not much is missing a small point. At peak for the carb was 670hp at 5,600 but the EFI was 677HP at 5,600 and continued to climb all the way to 6,300. Key point is at 6,200 (since sheet cuts off) it drops to 657HP thats now a 40HP drop plus torque is being maintained better at higher RPM than the carb from a 4lb-ft difference at 4,500 to a 30lb-ft difference at 6,200. Like there is no loss really for the EFI outside extra cost and a few extra steps.
There's so much that can be done with a Holley style carburetor, power valve, accelerator pump curve, nozzles, jet size, air bleeders, and more. Not every carb can match EFI but a holley can. Put two 750cfm carbs on and give Nick a couple of days.
A carb is fine.......until it coughs and ruptures the diaphragm in the power valve, or it gets trash in the air bleeds, or you travel from sea level to 12,000ft, or it boils or vapor locks because today's gas is formulated to vaporize easily..... Before you say it, I'm a gray headed old fart that grew up with carbs and my hotrod has MPFI.
Very impressive engine.
The EFI is cool, but I'm old school racer so I vote for carb. I would just go a bit larger like 1450 or so. Well adjusted carb is hard to beat.
Nice bolt on EFI package. EFI for drivability, cold starts and efficiency. I guess this is still kind of an old school engine as it has a distributer instead of a coil on plug type system.
Hi Nick I wanted to wish you and all the crew HAPPY THANKSGIVING 😊 … Nick I would stay OLD SCHOOL I wouldn’t want to bring a labtop everywhere I go for tuning I’d rather have a carb … What’s 20 more HP not a lot of difference Nick that’s my opinion.. George great video buddy HAPPY THANKSGIVING to you also… I can’t wait to meet you George and shake your hand for all this great work on videos with Nick and all the crew… Your friend THE BANDIT and my beautiful wife MRS BANDIT …. NO LITTLE BANDITS GEORGE 😅😅😊😊
once its tuned...its tuned. no need to mess with it.
I get the EFI did better but I appreciate the simplicity of the carburetor setup. When you look at them side by side, that massive dominator seems to have more eyeball IMO. But I get the desire for EFI, let the computer dial the fuel and adjust perfectly.
Hello Nick
Really nice & interesting video tonight with the voice of George the invisible man!
And it's always a pleasure to listen to the best show and the one and only ✨Nick ✨from ✨Nick s garage✨ old school mechanics on RUclips
Thank you (Merci)for that Nick!!
Jacques Turks& Caicos🇹🇨
Thank you Jacques for watching us!
I’ll take a big carb on top of a high rise single plane any day of the week!
I wont throw flag now that I've learned more about each setup but I'm still surprised that EFI won on peak numbers vs that carb setup. Not sure if I'm more impressed with the engine or the EFI setup.
That’s awesome mr nick!! I love the carbs ! But still cool !!
Efi al gear are the thing These Days.Of course I love the Six Packs carbs.👍🖐🥂
I thinks it's cool still like two carb better have a great week guys 💪🏼🏁
Interesting comparison. Still, the cam must have been way too small for the single plane manifold, to top out at 5500rpm. Would have been interesting to see the comparison with more duration & lift, running it out to 7000ish, although I get its a street engine. Maybe a big 4150 carb on a dual plane would have given a better comparison, the efi killed it right across the rev range, an overlay would be good. Excellent content!
Omg !! 541 hemi !!! Let’s GO
There is always a place for old school.
I vote for carb
Nice to see a head to head comparison of carb to FI. As much as I respect the engineering in a good carb, you just can’t beat computer controlled FI and electronic ignition systems. The capability and flexibility and accuracy simply can’t be matched by the fuel and ignition systems of the 60s and 70s.
The ultimate test of carburetors vs EFI would’ve been the NHRA pro stock class. The record was a 6.45 with carbs. It took EFI almost a decade after the mandatory switch to EFI to break the record by a a few thousandths of a second and now it seems the EFI is stuck power wise where if carbs were still used the cars would probably have run 6.3 seconds in the quarter by now. Yes EFI is much easier to tune but costs way more $$ to buy and have someone tune it.
@@frankjohnson6342 If it took EFI only 10 years to do what it took many decades of carburetor development to achieve, I’d say that is a huge win.
Carburated or fuel injected? A Dyno play is the only way for fuel delivery to be tested At Nick's Garage every component has been thoroughly inspected and a 541 Hemi like this deserves to be respected Thanks and big ups Nick and George
Thank you
I'm surprised that I didn't see any reversion in the intake manifold. I'm guessing the cam has wide lobe centerlines.
Those "Elderbrock" guys are running wild!! 😆
A friend of mine bought an 82 Corvette with the "Cross-Fire Fuel Injection" aka (Cease-Fire or Mis-Fire!) that had been sitting for years. Can't get it running, Chevy is no help. Contemplating rebuilding the motor into a 383, and going with dual Holley FI's on an old aluminum Weiand cross-ram clone of the optional Z-28 dual-quad intake.
You should halve a dual quad dominator manifold with 2 -1050 dominator carbs so it can be equally tested.
I love the EFI for the drivability. I wasn’t good at fixing carburetors except lawnmowers lol 😂
I would prefer the Carb. Fuel injection has its place on new Generations cars. Great Job Nick. Nothing against EFI. They have their places.
I would go with two 650 carburetors or maybe even two 750's.
Numbers don't lie, I'll take EFI! Very nice gifts too.