So what do the maps look like on that ignition box tuning? Oh, and how much does one of those ignition boxes run you? I'm guessing 500 dollars or so. I have 12x12 maps (144 points obviously) for both fuel and ignition. With a carb can you pull a 15-16:1 AFR on the highway and around town and 48 degrees of torque building part throttle timing? And at the same time will the carb pull down to a 12:1 AFR at WOT? And pull the timing down to 20 degrees or so.

Sure, if all you do is WOT racing then go for a carb if you want, but what you're saying is that the multiple people running over 1000 HP and going a lot faster than you in street cars are doing it all wrong because they are running a FAST system or Megasquirt? Sorry, I just can't go for that.

You said you've tuned EFI systems using the EEC Tuner and the Tweecer, I know a little about those systems, I know people that have used them and then gone to standalones and the difference in tuning is night and day. It sounds to me like you've never worked with a real standalone EFI system. Ford's EEC series is decent and will make power, but the driveability really isn't all that great. I can't even begin to explain how much better my car runs on Megasquirt than on the factory computer system. Power delivery is perfectly smooth, I can tune AFR at any RPM and MAP point I want to get it just like I want.

And at 400 dollars for a wideband and Megasquirt kit combined, it costs about the same as a new carb and it's all inclusive. No ignition boxes to buy, no two step boxes, it does it all.

If you can't make more power on EFI then you don't know what you're doing with the EFI system. I've seen back to back tests just like you, except the results showed about the same power, but quite a bit more torque, it's been a while so I can't tell you exact numbers. The fact that a carb turbo setup is such a hassle to setup and tune tells me that carbs are inferior to fuel injection, maybe they work, but by their very nature they cannot flow as much air as a fuel injection system without massive driveability reduction. Like I said, in order for a carb to operate it must introduce a restriction (the venturi) to pull fuel in.

I'd rather spend my time under the hood putting on hot new parts, not playing with the carb.

P.S.: Let's not forget the difference between peak HP and torque and average HP and torque. Just because someone makes 20 more HP or more torque or something like that, means nothing because it's the peak of the curve. What you have to look at is the area under the whole curve.

P.P.S: No I was wrong! http://store.summitracing.com/partde...5&autoview=sku
600 dollars! With the rebate! Wow, IGBT technology, that's the same thing that's in my Megasquirt ECU, and this isn't even an ECU, they make it sound so crazy high-tech.
My MS does pretty much all of that stuff...plus fuel control and table switching blah blah blah.

And the individual timing feature, I'll admit that's pretty cool, if you actually have a way of determining which cylinder needs timing pulled, which is nearly impossible to figure out, plus you'll need a crank trigger for that feature, your distributor's just not gonna give the information needed to do individual cylinder timing control.