Originally Posted by fudge
It's a lot cheaper now to build a programmable EFI system thanks to Megasquirt. Junk the distributor and use Ford EDIS and you'll get adjustable ignition as well. Fuel economy alone will make it cheaper. Plus adjustments on the rolling road sessions will be quicker and more precise. There's no need to open the bonnet everytime to adjust the jets.
Carbs also responds badly to huge overlap cams compared to EFI. That's why not many racing cars use them anymore.
Megasquirt is nice, but you have to think abut this: changin to an EFI system means more than just the controlling computer. YOu have to have injectors, new intake manifolding to mount the injectors in, etc. If you use a TBI type system, it's just a glorified, computerized carburator, so you'd want individual injectors. But a carbed neigne isn't set up for that, so you have to invent all of it (not bad if there is a newer, injected version of the engine available, but not so easy if there isn't).
How hard is it to put that Ford distributor on a, say, air cooled VW engine? Or even a Ford 460, or a Chrysler 413 (like in my '72 motorhome)? There is a LOT to consider.
And for racing use, a well tuned carb makes as much or more power, reliably vs EFI in most cases. Of course, a lot of classes require carbs, too...
Yeah, a good EFI setup on a daily driver performance engine is the best overall route. But factoring costs in, and other factors, it's not ALWAYS the best actual route for a particular application. When I put my '63 Mercury Comet convertible together, I will be using a custom EFI setup, not because it's going to give me any real gains, but because in that particular application it'sll be a cool modification.