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HIGH TECH ELECTRONIC FUEL INJECTION VS.

LOW TECH CARBURATOR:


THERE IS MUCH DEBATE HERE ON WHICH OF THIS IS BETTER.
I AM SURE MY STATEMENTS HERE WILL ADD FUEL TO THE FIRE.
SO OPINIONS WITHSTANDING, I WILL BASE THIS ON WHAT I SEE AT THE RACETRACKS AND
NOT WHAT OTHERS TELL ME OR HEARD.......
I THINK MY EXPERIENCE BUILDING BOTH SET-UPS GIVES ME AN INVALUABLE DATA THAT I
CAN PUT TOGETHER AND GIVE AN HONEST OPINION ON THE ADVANTAGES AND
DISADVANTAGES OF BOTH.
ELECTRONIC FUEL INJECTION TODAY ARE HIGH TECH AND PROVIDES A CONSISTENT
AIR/FUEL RATIO ACROSS THE RPM RANGE.
"CONSISTENCY IN RATIO" IS KEY TO THIS PARTICULAR SET-UP.
CARBURETORS MEANWHILE ARE LOW TECH AND DUMB!
CONTRARY TO THE COMPUTER CONTROLLED E.F.I.
THE CARBS TODAY COME WITH NEW "HIGH TECH VENTURIS" AND METERING BLOCKS.
HOWEVER IT NEEDS A COMPETENT TUNER TO GET THE MOST OUT OF THIS COMBINATION.
ALL ADJUSTMENTS HAS TO BE INTERPRETED BY THE TUNER WHEREAS THE COMPUTER ON
F.I. GIVES A LOT OF FEEDBACK FROM ALL THE SENSORS AND FEEDBACK THRU THE DISPLAY
SCREEN.
ANOTHER ASPECT IS THE F.I. TUNER ALSO HAS TO BE ON TOP OF HIS GAME AND MAKE THE
PROPER ADJUSTMENTS IF NOT?
THEN NO ADVANTAGE!
SO IF BOTH ARE COMPARABLE IN ABILITY AND EXPERIENCE....
WHO HAS THE ADVANTAGE?
EFI DELIVERS A CONSISTENT AIR/FUEL "ALL" THE TIME.
CARBS CAN ALSO DELIVER A CONSISTENT AIR/FUEL "MOST" OF THE TIME. HOWEVER
RECENT HIGH TECH RACING CARBS CAN GIVE AN EFI A RUN FOR ITS MONEY....
SO WHERE IS THE DIFFERENCE?
IT IS IN THE "EMULSIFIED" AND "ATOMIZED" STATE OF THE AIR/FUEL MIXTURE IN THE
CARBURETED INTAKE PORTS!
THIS CONDITION PERMITS A FASTER BUILD-UP OF THE RPM'S AND RESULTS IN +5-6% MORE
HORSEPOWER OVER EFI.
ANOTHER UNSPOKEN ADVANTAGE THAT VERY FEW PEOPLE KNOW IS THE "JOULE-THOMSON"
EFFECT THAT FURTHER DECREASES THE TEMPERATURE OF THE AIR/FUEL MIXTURE BY AT
LEAST 20* DEGREES!
THIS MEANS THAT A COMPARISON BETWEEN EFI vs CARB POWERPLANTS WILL SHOW THAT
CARB ENGINE SEES AN 80*F DEGREE INTAKE TEMPERATURE, AND THE EFI IS RUNNING AT
APPROXIMATELY 100*F OR MORE!!!
AN ADVANTAGE THAT IS VERY HARD TO OVERCOME!
CARB INTAKES HAS A DENSER, COOLER & "FUEL-MISTED" MIXTURE QUALITY THAT ALLOWS

MORE POWER TO BE REALIZED COMPARED TO A "DRY" EFI INTAKE MANIFOLD.


( This drop in inlet temp. is caused by the J-T effect when the fuel droplets are discharge
below the venturi causing an immediate "drop" in temperature. You can test this theory by
running your air compressor till it is hot @ the tank & lines, using a nozzle and pressing the
trigger, and noting the temp. of the exiting air past the nozzles...?
it will be much cooler than the air in the pressure line/tank....
This is the J-T effect!
Introducing a small amount of water spray will also add to this cooling much like fuel
stream/small droplets being discharge at the bottom of a carb ).
THE EXPLANATION ABOVE HAS BEEN PROVEN SEVERAL TIMES WHEN I SWITCHED FROM EFI
TO CARBS OR VICE VERSA.
THE IMMEDIATE COMMENT IS THE CARBS RPM RISE IS MUCH QUICKER ACROSS THE RPM
RANGE AND THE RESPONSE IS MUCH BETTER!
ON THE OTHER HAND THE "TORQUE" DOWN LOW SUFFERS AND THIS IS WHERE THE EFI
EXCELS, THIS IS DUE TO THE SUPERIORITY OF THE MIXTURE'S CONSISTENT DISTRIBUTION
OF FUEL INSIDE THE INTAKE MANIFOLDS ON THE LOWER RPM RANGES.
ANOTHER ASPECT IS THE EFI'S LONGER MANIFOLD RUNNER LENGTH COMPARED TO CARBS.
THIS HAS THE POTENTIAL OF RAM INDUCTION OR RAM TUNING EFFECT DUE TO THE LONGER
RUNNERS ON EFI MANIFOLDS.
THE DRAWBACK IS THIS RUNNER LENGTH ADDS TO THE "PUMPING LOSSES" THAT WILL KILL
HORSEPOWER DUE TO RESTRICTIONS IN THE LONGER INTAKE PORTS.
MOST CARB MANIFOLDS ARE SHORTER IN RUNNER/PORT LENGTH AND THEREFORE MORE
HIGH RPM ORIENTED THAN THE TYPICAL EFI MANIFOLDS. HENCE THEY HAVE LESS PUMPING
LOSS.
TAKING THIS EXPERIENCE AT HAND SHOWS THAT ON A DRAGSTRIP BE IT A MOTORCYCLE OR
A CAR THE CARBS WINS HANDS DOWN....FASTER ALL ELSE BEING EQUAL!
ON THE OFF-ROAD OR HILL CLIMB RACERS?
THE EFI WINS DECISIVELY!
( Only exception is on high speed off-road courses )
THEY ARE NOT AFFECTED AS EASILY AS A CARB ENGINE WHEN THEY ARE AT DIFFICULT
ANGLES CLIMBING OR DESCENDING.....
CARBS ALSO GETS AFFECTED INSIDE AND LOOSES FLOAT LEVEL CONTROL WHEN OFF-ROAD
TRUCKS GET "AIRBORNE" OCCASIONALLY OR A LOT SPECIALLY ON THE WHOOPSIE DOOS.
( several big n small fast jumps one after the other )
IT FLOODS INSPITE USING BOWL EXTENSIONS, BAFFLES, VENT TUBES AND OR "CATHEDRAL"
TYPE FLOATS.
I GET COMPLAINTS FROM SEVERAL OF MY OFF-ROAD CUSTOMERS SWITCHING TO EFI FROM
CARBS BECAUSE OF THIS DILEMMA.
LAST BUT NOT LEAST DUST AND DIRT HAVE A DISASTROUS EFFECT ON THE CARBS
METERING ABILITIES WHEN THIS ARE BLOCKED BY DIRT PARTICLES. SO SUPERIOR AIR
FILTRATION IS A MUST HAVE.
ON ROAD- RACE ENGINES, THE HIGHER "G" FORCES AT THE CORNERS? THE BETTER EFI'S
ADVANTAGES.

AT THIS POINT THE CARBS HORSEPOWER ADVANTAGE IS LESSENED IF IT STUMBLES AND


SURGES FROM A CORNER OR INTO A CORNER STARTING TO STALL....
HOWEVER ADVANCES IN VENTURI AND METERING BY SOME ALL OUT RACING CARB
MANUFACTURERS MAKES THIS AN ALMOST NON- EXISTENT PROBLEM.
I ALSO WITHHOLD COMMENTS UNTIL I SEE AN F-1 OR INDY CAR RUN A CARBURETOR ON A
VERY DEMANDING ROAD COURSE......
( As a side note... Aircraft like the German Lufwaffe Me-109 fighter came with Daimler-Benz
(Mercedes Benz) fuel-injection on their engines. Contrary against Allied British Spitfire's
"carbureted" fighter engines of WW-2 era.
The British planes will surge and stall out every time the Germans pull a negative "G"
maneuver to get away from the British fighters and other prolonged or sustained
maneuvers....Advantage F.I. ! LOL ).
EFI HAS A BIG ADVANTAGE IN MILEAGE & EMISSIONS:
THE SUPERIOR AND CONSISTENT FUEL MIXURE INSIDE THE INTAKE PORTS YIELDS BETTER
MILEAGE AND EMISSION COMPLIANCE.
CARBURETORS SOMEWHAT CRUDE MIXING PROCESS TAKES A BACK SEAT TO THE EFI'S.
MODIFIED BOOSTER VENTURIS HOWEVER CAN ONLY DO SO MUCH.
WHEN FUEL DISCHARGES BELOW THE VENTURIS AND THROTTLE PLATES INSIDE A MANIFOLD
PLENUM?
PROPER FUEL- DISTRIBUTION IS AT THE "MERCY" OF THE MANIFOLD DESIGN!
IT HAS TO MAKE SURE IT CAN FLOW SIMILAR AMOUNTS OF AIRFLOW MIX ON ALL THE PORTS
WHILE KEEPING THE A/F MIXTURE IN SUSPENSION.
ANOTHER FACTOR IS THE HEAT OR LACK THERE OFF THAT HAS A BIG EFFECT ON MIXTURE
DISTRIBUTION AND KEEPING THE FUEL IN SUSPENSION ON AN INTAKE MANIFOLD-CARB
COMBO.
EFI MANIFOLD DESIGNS DO NOT HAVE TO TAKE THIS IN CONSIDERATION BECAUSE THEIR
ONLY CONCERN IS TO FLOW EQUAL AMOUNTS OF AIR "ONLY"....
NEVER HAVING TO WORRY ABOUT FUEL DISTRIBUTION EQUALLY AMONG ALL THE INTAKE
RUNNERS.
THE FUEL INJECTORS WILL DISTRIBUTE THE PROPER AMOUNT OF FUEL INDIVIDUALLY INTO
THE PORTS MUCH BETTER THAN A CARBURETOR WILL EVER DO @ IDLE, CRUISE OR FULL
THROTTLE.....
E.F.I. TURBO-SUPERCHARGER:
THERE IS NO DOUBT THAT TODAYS HIGH BOOST LEVELS ARE POSSIBLE WITH THE PRECISE
METERING AND DISTRIBUTION OF THE FUEL INSIDE THE MANIFOLD COURTESY OF THE
MODERN RACING EFI'S.
THIS WAS NOT POSSIBLE TO SAFELY DO IN THE PAST AND THIS WAS THE LIMITING FACTOR
THAT PREVENTED HIGH BOOST TO BE SAFELY ACCOMPLISHED. (unequal fuel distribution has
a disastrous effect )
SO CONSEQUENTLY POWER WENT UP WITH HIGHER BOOST LEVELS IN TODAYS MODERN
ENGINES.
I AM SATISFIED WITH THE TURBO-EFI ENGINES AND ITS POWER HOWEVER RECENTLY THERE
IS A "NEW" OLD DOG IN TOWN....

SUPERCHARGER-CARBURETOR:
THIS HAS BEEN THE RAGE LATELY AND I MYSELF IS IN THIS BANDWAGON.
THIS PACKAGE EXHIBITED SUPERIOR RESPONSE AND OFF-THE LINE POWER AT THE TRACKS!
GRANTED TRACTION WAS GOOD COMPARED TO EFI TURBO....
I ATTRIBUTE THIS ADVANTAGE TO THE "COOLER" & "DENSER" INLET CHARGE TEMPERATURE
EXHIBITED BY THE JOULE-THOMSON EFFECT. THIS COOLER, DENSER MIXTURE BELOW THE
CARBURETORS I BELIEVE RESULTS IN ADDITIONAL POWER AGAINST ANY COMPARABLE EFI
BOOST LEVELS.
THE ABSENCE OF BOOST-LAG IN A SUPERCHARGER VS THE TURBO LAG RESPONSE TIME,
AND WITH THE JOULE-THOMSON AFFECTING THE COOLER/DENSER BOOST "QUALITY" GIVES
AN IMMEDIATE TORQUE ADVANTAGE OFF THE LINE !
THIS REQUIRES LESS INTERCOOLER DEPENDENT ENGINE AND FOR ANY REASON WHEN
COMBINED WITH AN INTERCOOLER OF SIMILAR SIZE EQUALS MORE POWER AT THE SAME
BOOST LEVELS !
IT SEEMS FOR NOW "MIXTURE DISTRIBUTION" INSIDE THE MANIFOLD PLENUM HAS "NOT"
REARED ITS UGLY HEAD!
( I will see when I push the boost on this new engine I am building...)
THIS DUE TO NEW HIGH TECH "SUPERCHARGE SPEC" CARBURETORS SOLD AND BUILT
SPECIFICALLY FOR THIS USE.
IF IT HAS MET ITS BOOST LIMITS COMPARED TO WHERE MAXIMUM BOOST LEVELS ARE ON
AN EFI-TURBO, I HAVE NOT SEEN IT YET AND THE POWER I SEE AT THE TRACK IS VERY VERY
CLOSE!
WILL SEE THIS WHEN I START PUSHING THE BOOST LEVELS COMPARABLE TO EFI-TURBO
LEVELS ???
oh oh... yikes!
I AM PRESENTLY BUILDING A NASCAR "YATES" HEADED ENGINE WITH A PROCHARGERCARBURETOR COMBO TO FURTHER TEST AND FIND OUT MORE OF WHERE IT WILL LEAD ME
IN CONTRAST TO THE USUAL TURBO-EFI ENGINES THAT I HAVE DONE.
I AM EXCITED BY THIS NEW CHALLENGE USING OLD SCHOOL CARBURETORS AND
COMBINING THIS WITH HIGH TECH IGNITION CONTROLS ( MSD-DIGITAL) TO GET FURTHER
INTO THE POWER CURVE!
DATA LOGGER AND EGT SENSORS ARE USED AS ARE OTHERS.....
THE DIFFERENCE BETWEEN TURBO-EFI VS SUPERCHARGE-CARB?
PRICE!
CHEAPER, MORE RELIABLE AND EASIER TO TUNE....
CARBS MUCH CHEAPER THAN EFI COMPUTERS >FAST, HALTECH, OTHERS....
ME ? A HUMAN COMPUTER....
JUST FEED ME "PALABOK" AND I GO TO WORK!
LOL
TRACK TIPS:
I NOTICED LATELY THAT HIGH TECH EFI TUNERS RELY HEAVILY ON SCREEN INFORMATION. I
STRONGLY RECOMMEND THAT THE OLD FASHIONED PLUG CHECK WILL SHOW THINGS HIGH

TECH SCREEN INFO CANNOT DO.


THIS IS WHERE OLD SCHOOL CARB TUNERS HAVE AN ADVANTAGE AND THIS IS THE NORM
FOR SHARP CARB. TUNERS.
BOTH HAVE SOMETHING TO LEARN FROM EACH OTHER AND IT IS BEST TO KNOW BOTH
PROCESS....
I DID!
I am an old dog with new tricks! hehehe....
1. PLEASE REMEMBER THAT EVEN IF YOUR EFI READ OUT ON YOUR DISPLAY SCREEN SHOWS
THE PROPER DESIRED AIR/FUEL MIXTURE?
TAKE TIME TO REMOVE AND "READ" THE SPARK PLUG COLOR TO VERIFY THE A/F RATIO.
MANY "HIGH TECH" TUNERS MISS THIS COMPLETELY AND SOME OLD TECHNIQUES NEVER
GET OLD....
THEY WILL CONSISTENTLY TELL YOU WHAT REALLY GOES INSIDE THE ENGINES COMBUSTION
CHAMBERS THAT EGT'S CANNOT SEE....
This has been repeated many times @ the racetracks when I compare plug readings to
computer readout.....seldom the same and I rely more on plug color. It is comparable to
listening with a sthetoscope to your lung inhalations and I go inside and look at your lungs
directly by X-ray.
Things that you may or may not hear but I can see... Plug check!
SOME OF US PULL THE PLUGS & THE LOOK AT THE HEDDER PIPES TO VERIFY THE BURN....
"MUST" TO VERIFY IF YOU ARE RUNNING EVERYTHING CLOSE TO THE EDGE!
Sometimes pulling the hedder pipes will show the presence of oil......?
rings? piston? cylinder walls? block oil control issues?
or just a tired & worn engine......plugs sometimes will not show this specially if your running
exotic fuels that burn clean!
2. ALSO NOTE THAT YOUR DYNO TUNE WILL REQUIRE A LOT MORE FUEL @ THE TRACK
BECAUSE THE "LOADING" FACTORS AND "DYNAMICS" ARE VERY DIFFERENT THAN A
STATIONARY DYNO TEST.
3. IGNITION TIMING REQUIREMENTS WILL ALSO CHANGE AND SOME BUT NOT ALL LIKES A
LITTLE BIT MORE TIMING THAN WHAT THE EFI TELLS YOU @ THE TRACK VS. @ THE DYNO.
THIS IS EVIDENT ON THE LOWER GEARS AND INCREASING THE IGNITION CURVE ON THE
LOWER GEAR RANGES WILL PROBABLY YIELD POSITIVE RESULTS. AND SOME WILL WANT
LESS TIMING @ THE TOP GEAR PULL.
THE EXCEPTION IS IF THE ENGINE BOGS DOWN AND THE FIX OR LOCKED TIMING SETTING
WILL BE DISASTROUS TO YOUR ENGINE AND HERE BACKING DOWN THE TIMING
REQUIREMENTS WILL BE ADVISABLE TO PREVENT DETONATION @ THE LOWER RPM RANGE.
CARB. RACERS NEED TO DO THIS TOO!
BECAUSE A CARB IS A "DUMB" PIECE OF EQUIPTMENT.
IT IS ONLY AS GOOD AND AS SMART AS YOU ARE CAPABLE OF....
REMEMBER YOU ARE ITS (EFI) COMPUTER!
( Exceptional, Focused & Intelligent....lol )
TO KEEP IT STRAIGHT....
RACE THE TRACK NOT THE DYNO!
AMEN.....

BEN ALAMEDA @ PARA TECH. FB, BENALAMEDARACING.COM


Tech in memory of friend & mentor Charles DC Stevens.....