b454rat
I'm Awesome
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.....
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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.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.
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 carbsTell 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.
it is not the only but the other option(s) is expensive https://www.summitracing.com/search...d-configuration:edelbrock-e-tec-vortec_vortecI did more research to find out that it’s the only thing for it I was like that’s dumb.
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.
I'm definitely not handsome, but I'm definitely handy!!! LolI used to love watching Red Green,I think Drunkcanuk may be a descendent.
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.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!
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.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.
Fewer actual moving parts, but more sensors.EFI has more moving parts to fail, no way around it.
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.In all-out performance applications a carburetor can produce slightly more power... after it's been tuned for the current weather conditions...