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

Thanks Charles.

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

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

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

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

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

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

I noticed that right away too! Not good.

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

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.

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

@@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.

@@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"

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

Hey a 750 carb vs he said 800 cfm EFI

With the disposal of Dyno lol

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

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

I appreciate that! Thank you

Yes I agree but he had patience with this setup. Just goes to say he's willing to learn he wanted to see the data he's acar guy like us you could see it on his face great video nick

I was just thinking one more look around after start with EFI - and then Nick gets up and does one more look around at 37:15, man, what a engine doctor he is.....

I bet Nick listens to vinyl, which is cool also.

It's the only way...old school rules, based in facts, and trial and error

Hay come on, I like old school & he proved to me Carby still got it over EFI for smoothness of power delivery. That is the engine did not shake with the carby.

I had a car with a small block that needed to be ultra reliable, because it was literally a work car. I originally had a Quadrajet on it, and had that tuned so perfectly that I just needed to tap the pedal to set the choke, and she would fire up a lot faster than injection. When I went to a Carter, same thing.

Something you might want to check is on some of the snipers (not sure about other makes) the injector harnesses can become loose and cause intermittent fueling problems. This happened to me on my 67 Cuda, pulled my hair out trying to figure out the problem.

Carbs are not that complicated except for the emission controls

@@dangeary2134 a very common problem is a bad ground cable on the engine, paint or rust on the connection. The resistance between the engine manifold, block and the battery negative post should be virtually zero . I have witnessed a magnitude of problem solved by simply cleaning and repairing grounds . People will spend hours looking at Supply and switch side issues and never check the grounds.

@@artcampbell5315 There is a lot of development over many years. Idle circuit, progression, main circuit, fuel enrichment with power valves, accelerator pump circuit, and of course air jets and choke. In the Quadrajet four carbs in one with two primaries and two vacuum operated secondaries. I Worked in shop for years and very very few knew how they worked. Their fix for a carb, take the screws out and bend the floats arms by putting down the body on the bench instantly causing another problem, blowing out the main jets with air line and put it back together, crank with IGN enabled and as soon as fuel gets into bowls to a certain level the engine fires lean and backfires, as the choke is on the backfire blows the power valves diaphragms and now we a leaking in fuel into airstream. Now carb is well messed up. So their fix was the simple carb is screwed buy a new one, do not forget to prime the float bowls fully. Similar with Rochester although secondaries are all controlled by a small spring that goes weak over time. Leads to flat spot as secondaries open to early leading to less suction through primaries and loss of fuel pickup, if you know about the spring and it’s adjustment then an easy fix. Carburettors on a lawnmower maybe simple but unless your a specialist a Quadrajet is not simple. What is simple is EFI electric fuel pump provides pressure to the jets. Solenoids control the jets. Inlet manifold suction controls fuel pressure to compensate for changes in manifold vacuum, a speed signal from distributor a MAP sensor on Inlet a temp sensor on inlet, engine temp signal, a throttle position sensor, knock sensors and oxygen sensors. Maybe even wide band Oxygen sensors. All those bits just bolt on and are wired up, fuelling is controlled by ECU and easy to adjust with the push of some buttons. It’s all so simple😉😀

old & young, ..still overlooking some kinks..

Appreciate that!

Both work fantastic if setup correctly. If anything its really amazing how well a carb works for a simple device and old technology

We tried a fuel injection on a 1969 L88 427. The camshaft profile with its solid lifter design did not do well with fuel injection, im not bashing it. Im explaining that cam profile makes a big difference !

@@vhp454 totally agree, under 10 inches of vaccum at idle is usually the cut off for how well fuel injection will work and especially with "self learning" Both carb and efi have their places and both can be made to work great with time and effort.

@@cuttersperformance Why do they work so well on NASCAR V8's ?

@@heathwirt8919 total different set up in Nascar

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.

Really appreciate that! Thank you

I'm not a Chevy fan but this one is a cut above the rest & the setup was well chosen I think.

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.

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

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

@@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.

@@reifonseca5767 What if its closed loop.

I appreciate that! Thank you

@@cuttersperformance np,I live and breath this,I drive a dump truck,have been for 30yrs,bought an 18 rt 5.7 6spd with my hard work,I spend all day thinking of how to improve her and get all that engine will give,great show thanks.

@@kevinwoolmer5478 thats awesome man! The performance addiction is real but all part of the fun!

@@kevinwoolmer5478 47:44 47:45 47:46

Yea, But if brandon has his way there will be no more gearheads.- What fun is it putting in bigger fuses in a glorified golf cart? - We better enjoy it while we can. If the election goes the wrong way the end is near. - Teslas don't use headers or cam shafts.

Well said!

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.

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

@@tahcogunworks ; How so? Explain please.

Thank you!

That was a pleasure to watch...You guys kept it simple,easy to understand and very informative.

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

@@nhlba3301 ok whatever you say.

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

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

@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 .

Thank you!

I was really impressed at what was put together too. It's a good sleeper motor that one.

Blinked several times with loose distributor and wrong A/F...

Really took a beating after this testing...I strapped a turbo on it and we beat the crap out of it on the dyno. Check out the 75th live show to see the first turbo dyno run. The 355 took it like a champ

Believe it or not, I find it easier to get the fuel maps dialed in with these system installed in cars rather than on a engine dyno. Usually I street tune them to get the fuel map dialed in close then they go on a wheel dyno for power and final tweaks. I use the laptop and speed up the process with manual adjustments like I did at Nicks. I also do alot of carb tuning and actually do the same sort of thing, in some cases install a wideband in the exhaust for street tuning. Both systems take a certain type of knowledge and skill but it really just boils down to preference in my opinion.

Isn't that cool?

Many of those aftermarket TBI type injection units use a batch fire type software with them, and that's why the alternating injectors. The factory F.I. systems used the same thing back in the day, as they fired all the injectors on one bank of the engine all together, then alternated to the other bank and fired them all, and repeat the cycle. Running the injectors in batch fire like that simplified the hardware and software required, as the PCM didn't have to know where exactly the crankshaft was in it's rotation. It didnt have to know exactly what cylinder was about to fire, since it fired all the injectors on a side at once, and it eliminated an extra sensor, or a dual sync distributor.

@@davelowets When fully sequential multi-point injection systems came out, did you notice that the early ones had a very predictable and longer crank cycle when starting up than carbs or the TBI? They had to "figure out" where the engine was in its firing order, which took at least one full camshaft rotation. I remember my first MPEFI car (a v6) would always crank for 6 compressions and fire on the 7th, whether warmed up or stone cold. It seems natural now, but I had been used to carbs that would fire on the first or second compression if everything was warm, so a lot of times I'd bump the key briefly like my carbureted car and it wouldn't start, so I'd have to crank it again.

@@stevelacker358 Yep... Absolutely, they did have to do that. Now SMPFI cars have a reluctor that indicates more than just the number one cylinder to the pcm so that they fire up more quickly. With the higher tech systems, that also allows individual cylinder ignition timing also. The technology today is so far advanced from even just a decade ago.

@@davelowets and crazier still… some cars with automatic start/stop (eg. engine off at traffic lights) not only remember where the engine is when stopped, but can stop it so that a cylinder is ready to fire the instant the crank starts turning, minimizing any lag when the driver lifts their foot off the brake.

Wow, thanks!

@@NicksGarage Nick, let's do some rare engines and tweaking when you get them in the shop, whenever you do, Mopars,Fords,Chevrolet, buick,pontiac,Chrysler ...etc.. Maybe some old 409's some 427 Ford FE, tri-power 427 BBC I'd love that,

Hey Eric! I think you will hit your power goals no problem man! I really didnt do much porting with the heads, mostly just cleaning up the oddly shaped intake port opening and pinch point. Thanks for the support!

@Your Pappy It’s not a race car just shows decent. I’ve replace a lot. Front discs tube a frames. 5 leaf rear springs. 500 series power steering. It’s a driver and want to be dependable. Also putting a 700R4 as well floors repaired and newer seats. Should be ready for spring.

Always chasing that perfect tune haha

Wow, thanks!

Hope you like it!

@@NicksGarageOh I will. I like all of them! Love the channel! I’m asking for merch for Christmas!🎅🏻 🎄 🎅🏻

haven't seen a small block ford in awhile!

@@josephf593 keep waiting on it. God Gm ls lt SBC bbc for the win.

@@god1st.530 whatever you say pal. Government motors

Thank you so much!

Thanks for watching!

Appreciate that alot!