Why everyone carb swapping?

I'd like to see more builds of the Ramjet intake. I have one I bought years ago, sold the ECM n wiring. But don't see why I couldn't modify the factory L31 wiring to make it work using a 0411 ECM.....

TonyM said:

The only reason people carb swap is lack of computer tuning knowledge and skill. Besides being easier to "tune", there is no advantage at all to running a carb over a proper efi set up for the application. None.

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I mean, charge cooling is a thing but TBI does that too. Also for racing applications, far less need for a clean power source or high pressure pump, and it can still be perfectly tuned for the specific race conditions. EFI has more moving parts to fail, no way around it.

For street cars though, that need to perform at any temperature and altitude, warm up quickly without a fuss, and minimize fuel wash on the cylinder walls for longevity, EFI is going to get it right all on its own and that's huge imo.

Scooterwrench said:

Tell me you're kidding. That was almost to biggest POS carb ever invented. The biggest POS carb was the Motorcraft 2150 VV that came out in the late 70's. The only carb I never could get to work right.

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you are not wrong they do have their problems mainly the the plastic warping but I have seen some videos on youtube and if you can get one that some how no one f-ed with or warped they can be okay plus they hold more gas then a quadrajet and lastly I like spread bore carbs more the square bore carbs do not know any thing about motorcraft carbs

Busters said:

I did more research to find out that it’s the only thing for it I was like that’s dumb.

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it is not the only but the other option(s) is expensive https://www.summitracing.com/search...d-configuration:edelbrock-e-tec-vortec_vortec

Rochester, Carter, Motorcraft, Solex, SU, DelOrto, Bendix, Tillotson, S&S, Kiehin, Edelbrock, Walbro, Amal and probably some I've forgotten. I've worked on 'em all. They're all big toilets, they just flush a little differently. After years of rebuilding and tuning these beasties I've narrowed it down to three that work the best. The Q-jet, the S&S and the Motorcraft 2100 or 2150, pretty much the same carb. I had a 69 Mercury Cyclone with a 428 CJ and three 2100's on it, stupid fast and so sexy it'd make your tongue hard.

Scooterwrench said:

Rochester, Carter, Motorcraft, Solex, SU, DelOrto, Bendix, Tillotson, S&S, Kiehin, Edelbrock, Walbro, Amal and probably some I've forgotten. I've worked on 'em all. They're all big toilets, they just flush a little differently.

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Yup.

I used to love watching Red Green,I think Drunkcanuk may be a descendent.

Scooterwrench said:

I used to love watching Red Green,I think Drunkcanuk may be a descendent.

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I'm definitely not handsome, but I'm definitely handy!!! Lol

SAATR said:

Lots of folks THINK that they can screwdriver a carb into submission, but it just ain't so. Most that I have seen just bolt on a parts store Edelbrock, twist the distributor until it sounds OK, and send it. The butt-dyno says it FEELS faster, so it must be!

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This. Also, to properly tune carbs you'll need a tray full of jets, air bleeds (aka emulsion tubes), metering rods, spare gaskets and seals, center hung floats, end hung floats, spare power valves, special metering blocks, modified accelerator pump arms, etc. Not to mention a box full of specialized tools for each carburetor.

TonyM said:

Besides being easier to "tune", there is no advantage at all to running a carb over a proper efi set up for the application. None.

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I won't go that far. In all-out performance applications a carburetor can produce slightly more power... after it's been tuned for the current weather conditions... if you can test it, tune it, and test it again before the race starts and if the weather doesn't change. Give it ten years and I think EFI will surpass carbs in all applications.

Komet said:

EFI has more moving parts to fail, no way around it.

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Fewer actual moving parts, but more sensors.
EFI - Your moving parts are fuel injectors, throttle blades, IAC and ignition pickup. Then you have an ECU, a TPS, and a MAP or AFM (some AFMs have moving parts, some don't).
Carb - Your moving parts are throttle plates, secondaries, choke, needle and seat, accelerator pump, heat riser, and other carb-specific parts like metering rods or power valves.

Erik the Awful said:

In all-out performance applications a carburetor can produce slightly more power... after it's been tuned for the current weather conditions...

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And therein lies the rub. Tune your carb to run good at your present elevation and it all goes to ***** when you go up a mountain or down to sea level. Down here the highest elevation is about 90' above sea level,but if I were to go to someplace like, say Denver with my sea level tune I'd be fuel fouling plugs.