As others I have both carb'd an EFI, haven't had any problems with either

 

To me fuel injection didn't make any sense on a Springer! I had to order a carb, then changed to an S&S.

 

there are advantages and disadvantages to both, easy to fix, complicated, precise, best guess, and so on. Some people love carbs and will only run them and some people like the EFI because of technology. That being said, my Fatboy is EFI and I got it so I wouldnt worry about gettin up into the mountains and have the bike run like crap (I live at sea level) I also like the idea of turning it on and just going without worring about stalling or anything like that. I do love carbs for the ease of use and simplicity, but ultimately I got the EFI and the only thing that really matters is what I bought makes me happy.

Chris

 

Whats up wit the 2008 bikes,,,,I'm hearing that the computer will have a key code embedded and only the stealer's will have access to tweeks.....

 

Cars and trucks are making more power with less displacement and burning less fuel to do it than ever before. That's not opinion, that's fact, pure and simple. Motorcycles are a few years behind but still way ahead of carburetors. Ya know, the newer Z06 Vette with its 400hp 6.0 small block is the only car in its class to NOT impart the gas guzzler tax? Think they could've done that with a carb? Anybody that believes carburetors can make more power than EFI is living in the past. EFI has it ALL over carbs in every aspect, including tunability. Some people are just unwilling to learn how. Once you understand how it works, it ain't a big deal.

Another example. My S-10. I put a 330hp GM Performance Parts crate motor in it several years ago. I had it dyno tuned when it was running a Holley Avenger 670cfm four barrel. 264hp at the rear wheels. Right in line with its rating, if not a little better. Gas mileage was horrible. Three years later, after spending so much time and money screwin' with jets and power valves and float bowls, I installed Edelbrock's ProFlo port EFI system on it. Not only did I gain horsepower and torque but fuel economy and driveability improved dramatically. No more pumping the pedal to get it to start. No more begging it to run when it's cold. No more sputtering when I go up steep hills. How do I tune it? I sit in the cab with a handheld programmer and change whatever parameter I want. Fuel curve, timing, idle speed, whatever. No pulling the carb, playing with jets, none of that foolishness. If something goes out, all the parts are standard issue GM replacements.

You can bet your *** NASCAR would be running EFI if it were legal.

 

I love EFI on daily drivers, and also prefer it on my bikes, I do however find it somewhat incredible to hear a well tuned Quadrajet open up on a sweet running small block Chevy 350. The roar is unlike anything else in the motor world, except for a finely tuned exhaust note to go with it. I can tune carbs fairly well, but only like to do it on my 67 Camaro. Still feels old school to have the hood up while I get it "just right." On my Harley, I just want to get on it and go. So far, no issues with the EFI.

 

I'm in agreement with Craig. I have a buddy with an 03 Road Glide with EFI. We both have similar builds in our motors, with the same cam, same displacement, same compression etc... They've both been dyno tuned and the maps could have been laid over eachother they are so similar....BUT, when I ride his, it feels much quicker than mine. I figure its because the fuel delivery with EFI is instant, whereas the carb relies more on airflow to atomize the fuel into the air stream [yes I know there is an accelerator pump on a carb]. With a carb you have basically three fuel circuits to compensate for the entire range of conditions....where the SERT and PC III has hundreds of tuning points...and the new Zippers Thundermax EFI controller has thousands of tuning points, making the transitions from part to full throttle more efficient and seamless.

I just wrecked my bike at the beginning of this month, and it looks like insurance is totaling it; so I've made arrangements to buy an 05 Road Glide with EFI, a worked motor, and the SERT...I am not displeased with the thought of the conversion at all.

 

I'm old skool, I don't understand EFI. My '98 EVO has CV rejetted carb and always runs great with good power thru 66k miles, however my '93 Camry has EFI and I'm happy with that setup. Still prefer carb on my scoot.

 

I just bought a carbed 05 FLHT. A good friend has had 2 05 CVO glides and a 07 CVO glide and has had drivability issues with all 3. The 07 was so bad he returned it to the dealer, told them to get rid of it and bought an 05 off e-bay. All three would intermittantly die, not to mention the stumbling and stuttering thatwent with it. I know that many have had no issues, but there are far too many that have, for my taste. A properly tuned carb is a joy and completely reliable. As for altitude, the CV carb, by design, automatically compensates for altitude changes. The aftermarket carbs (non-CV) do not. My .02

 

Heres a nice write up of a carb conversion for an ls1, never heard a carb referred to as a toilet though. At least the toilet ismaking more power than thestock efi setup though,lol.

[/align]Toilet Training[/align]Whoops! Carburetor and Distributor Make Big LS1 Power[/align]


Despite the overwhelming influx of EFI, the carburetor (sometimes referred to as the "toilet") stands as the preferred choice. Hot rodders are known as a resourceful lot and the prevailing mothers of invention, but in this case, the high-performance arm of the very people who developed the EFI system for the LS1 engine are the curious, can't-leave-it-stock neurotics.
Lucky for us, the gearheads at GM Performance Parts seem to have beaten the aftermarket at its own game. Edelbrock, who made its name on the intake manifold, is the only supplier to date who has stepped forward with a carburetor conversion for the LS1 ("Sand Paper," page 66).
Now that the new millennium small-block is an accepted form of re-powering, and with the new 6.0L LS2 as well as the 505hp LS7 being offered as crate motors, the carbureted iteration will undoubtedly be lowered into more engine compartments than you can shake a camshaft at. No electronics or computer to worry about--just hook up the loud pedal linkage, tweak the distributor, and blast into the ozone. Racers (e.g., NHRA, IMCA, USAC) who are bound by rules that forbid computer controls now have a compact, vibrant, and robust alternative to the traditional small-block.
In anticipation of this prospect, Ed Taylor outfitted a stock displacement (346ci) LS1 crate engine with a livelier camshaft and CNC cylinder heads, and applied the GMPP intake manifold and a Holley HP 750-cfm carburetor. The mechanical fuel pump and aftermarket distributor were driven off an eccentric and a gear on the camshaft, respectively (see image). Further, the headers fitted to the test rocket were Kooks with 1 7/8-inch primary pipes dumping into Flowmaster 2 1/2-inch Super 40 muffs. The camshaft is Crane Cams piece (PN 144HR00061) featuring 222/234 degrees of duration at 0.050 inch, a 0.551-inch lift on both valves, and 112 degree centerline.
As we have witnessed with our own crate demon, the LS1-engine family offers excellent power production in a lightweight package (395 pounds with accessories and cast-iron exhaust manifolds). And moxie? Boy, does it flat ooze durability. Taylor's whipping dog has about 700 pulls on it (1,400- to 6,500-rpm range), 130 of 'em under a Magnuson blower making nearly 600 hp and still not a wisp of blow-by.[/align]
http://www.chevyhiperformance.com/te...ower_increase/