I like the S&S teardrop so much I bought one with carb and engine attached! I'm not about to start messing with other carbs just for the sake of it, as my G works fine, with no pops and farts or whatever.

 

IMHO, on a stock bike, you might as well run a 'tuned' CV carb. Mine runs fine with the stock CV, EV27, SuperTrapps, and Dyna ignition.

 

Stage III Kendall Johnson - heads, cams, ignition and even a little crankshaft massage. I also get mid 40's MPG.

 

Ran both CV and Mikuni 45 on a warmed up 89" The CV had a Yost kit, a polished and contoured stock slide, Dynojet spring cut down to adjust for the CV full throttle lag. The CV performed flawless in a both high performance and normal situations, ran across a Mikuni 45 for $50 or the CV would of stayed on it.
The Mikuni also performed flawless but has a slight slight edge in performance over the diaphram designed CV and quicker throttle response, If it came down to spending $250 for a new Mikuni over a tuned CV would be tough, a stock Mikuni will perform better than a stock CV but the CV performance potential can't be under estimated.

Have been tuning a S&S G copycat Ultima with the big engine and the carb is simple but a air bleed and thunderjet puts a twist in tuning but playing with a engine that is a different creature to tune. Did find out that if the 13 cent oring in the bowl is missing it will throw off a tune by 2.0 AFR's

All of these carbs have had a digital AFR reader while tuning so the butt dyno isn't the main source, the big engine butt dyno can be useful as the longer brown streak in your underwear means it is getting faster.