Carbed VS EFI

[texasbred]

a very rare cold morning doesnt bother me, Ive never had to sit and pump a gas pedal to keep it going until warm up.
keep in mind its a driver but not a daily driver. im fixing to order the edelbrock intake right
thanks for the comments guys

[Frenchy]

I know ThermoQuads, but I guess that's kinda useless

[jerseymike68]

Nice information

[GasGuzzler]

Yep. No real car (GM) came with one that I know of.

I think those were only on the needMOPAR stuff.

[Frenchy]

They were aftermarket (available in 850 and 1000 cfm forms) until 1971 when Dodge made them OE on the 340 cars, then everything got them except six pack (and Hemi it had dual AFB's til it's end in '71) cars. OE they're made in 800 and 850 cfm and became smogger carbs in '74 except for the big block trucks which remained smog equpment free til 78 when the big block bit the dust. Best OE carb out there including all the OE Holleys. Plus they're so much cooler

[GasGuzzler]

Not. TQ's are for dodges LOL.

[GasGuzzler]

CLICK HERE

[2k5Squirrel]

CLICK HERE

very nice, could care less about the queen but Jimi was Superb!

[2500Ak]

I think it boils down to some of the governing dynamics of the given engine. But now I am curious.

For example, it is my understanding that if there is a great enough duration of overlap it will upset the computer because of the unstable vacuum, at lower rpms.

But fuel-injection doesn't require the vacuum signal during overlap that carberators need to provide correct fuel atomization.

A system that bases its quantity of delivered fuel on a few input variables, namely vacuum is naturally going to respond more slowly to changes in throttle position, rpm, etc... than a comparable system using many inputs. I would hazard a guess that this latter system would result in the given engine maintaining the correct stoichiometric ratio within the walls of its cylinders more often than the engine responding to loss and accumulation of vacuum and throttle position.

Also, and I'm just trying to imagine this, but as the engine turns over if the cylinders are pulling a steady stream of fuel down their given ports, the signal pulling them in is cutting on and off. If fuel is being added at a reasonably constant rate governed by vacuum throttle position etc... then what happens to the fuel on its way to the valve when the valve closes. I would tend to imagine that it would accumulate, and I can only suppose that such an accumulation would be not be conducive to hold that stoichemoetric ratio. Vs, a system which introduces fuel down a given runner and then briefly discontinues its supply, then resumes.

I may be completely wrong, but that is my supposition at least.