Which is faster carb or Fuel injection?

[Pistol Pete]

Originally Posted by Signman

Besides blueprint specs take a look at the intake potential and carb size vs. the throttle body, plenum and runners. There may be some differences. If you could estimate actual air flow available at the port would be big.
Fuel injection could have an advantage in having fuel introduced close to the back of the valve vs. being carried in suspension with the air stream.

With injection being able to control AF Ratio through the operating RPM range should be an advantage. Most systems will allow you to define RPM range in each cell but the amount of cells in the table is limited. Most are 400 or 500 RPM per cell. Think about the RPM range an engine operates in high gear. In low gear the time spent in each cell is minimal and controlling fuel is difficult.
Theoretically sequential vs. batch fire should have an advantage along with individual cylinder timing, etc. The real word variable is the operating RPM range, time spent in each cell, speed of the processor and speed of the injector.
Theoretically speed density / closed loop should be optimal vs. open loop or Alpha-N when the air fuel table is optimal. But it may not.

What I've come to understand is a carb will make more peak HP while EFI will make a flatter curve. Would average HP be similar?

That's tellin 'em Frank. lol

[Bill Grubbs]

With or without the AHFS?

[Joe DeMarzo]

Bill: I was comparing two motors, two different cars same HP and basically same specs with the only difference being carb vs EFI.

The FI cars leave harder in lower HP cars then the carb cars, I am not sure in higher HP cars because they all leave hard.

Looking at slower cars in my older age...

[B Parker]

Joe Didn't you go a 10:92 in H/SA at Atco this year? How fast do you want to go? I don't see many older Fi cars going 1:23 under. You just have to much time on your hands. Barry

[Pistol Pete]

Originally Posted by B Parker

Joe Didn't you go a 10:92 in H/SA at Atco this year? How fast do you want to go? I don't see many older Fi cars going 1:23 under. You just have to much time on your hands. Barry

That's tellin 'em Spanky.

[Joe DeMarzo]

Brother Parker, you taught me everything I know.... but not everything you know about going fast. Your vette is still sleeping, when are you going to wake that thing up????

I lost something at Lebanon Valley and can't find it, thinking keeps me young.

[B Parker]

Joe where have you been hiding. You going to Indy. We are thinking about it. If your not going I may run H. Barry

[Bill Grubbs]

Joe, I know what you meant...

[Jeff Niceswanger]

This is just our experience, but like has been said in previous post, if everything is apples to apples, their is no noticeable difference. Tuneability and the ability to squeeze out every little hundredth is a big plus for the F.I. The comparison on fuel readings off the Egts are not even close, and we have a pretty well tuned carb. You can get the F.I to somewhat flat line the target fuel curve, and you just are not going to do that with a carb.
We broke in, then dynoed our engine with a carb, and then a box manifold/F.I set-up, and lost 13 horsepower with the F.I. .. The carb was a 750 Q-Jet, but our combo uses the stock 48 mm tuned port (L-98) F.I throttle body, and those little bores suffocate a 350. I am guessing on a 305, the numbers would be closer as not as much air would be needed for good power.