[WreckRod]

I have the Pro Flo 4 efi kit on my 351w engine. In terms of wiring, I had to hook up power and ground to the battery, a ground for controlling my electric fan, then a wire to my tach, and a wire to my ignition switch. Everything else was just hooking up connectors - O2 sensor, throttle position, water temp, fuel injectors, etc. Everything is already neatly harnessed and labeled. Definitely don’t be daunted by the installation aspect, it’s really not bad at all.

All of the setup after that was on my phone - input displacement and cam specs and it picks a base fuel map to start from. I picked this cause I can do any and all tuning from my phone, whether I’m in the driver’s seat or outside with the hood up. It starts up effortlessly whether it’s hot or cold. It integrates seamlessly with boost (supercharger is next). But the efi brain adjusts the fuel and spark maps for you as you drive. Lol I mean once you watch me tap the + or - button on my phone and you hear and feel the idle speed change correspondingly, it’s ridiculously cool.

Granted, you can do basically all the same stuff with a carb. It just takes a little longer and doesn’t tune itself. I think the efi does a little better job of wringing every last bit of awesomeness out of my engine regardless of conditions in a way that a carb can’t. It adjusts for hot, cold, humid, dry, whatever, and gets the best out of the engine regardless. I don’t have a start up procedure, I don’t have to pat the gas. I just get in and crank it and then drive it like I stole it.

 

[WreckRod]

I'm old enough to know my way around a Holley carburetor but didn't like the constant fiddling so I was an early adopter of the FiTech TBI. I went through 3 TBI units and 2 wiring harnesses under warranty before I sold it to a forum member for $100. FiTech is still in business so I would have to assume improvements have been made. I currently run the Pro-Flo 4 that was flawless for two years until it wasn't. This summer the Edelbrock return rail mounted fuel pressure regulator failed and a direct replacement being backordered indefinitely I had to convert over to a external firewall mounted unit. In that process I must have moved the PF4 distributor extension harness connector onto the top of the fuel pressure sender unit. The end result was me bringing the trailer to the car after it stopped running at 2 autocross events. The car ran perfect until it got heat build up and then wouldn't run until it had cooled for hours. After a lot of cursing and hair pulling moving the distributor extension harness connector an inch off of the top of the fuel pressure sending unit made the car 100% awesome again! Multi port fuel injection is the best thing on earth when it works, and a head scratcher hair puller when it doesn't. Given the G forces of autocross I'm going continue on with multi port EFI for now.

My car came with the Pro Flo 1, and it was ok, but I want to run a supercharger and it just wasn’t compatible. I upgraded to the 4, and mine didn’t come with a regulator, so from the swap I’ve had a hefty Aeromotive regulator (in anticipation of having to run another fuel pump, bigger lines, and way bigger injectors for the supercharger). I also run a fuel pulse dampener to avoid any resonance in the lines. I haven’t had any issues whatsoever but I’m always on the lookout for anyone else’s experiences with the same setup. I can’t wait to run boost!

 

[WreckRod]

I think the TBI kits don’t really make much sense in terms of going to EFI. It’s just an electronically controlled carburetor. I think if you’re going to go the route of EFI then doing sequential port injection is the only thing that really makes sense. The TBI kits I think give EFI a bad rep.

 

[WreckRod]

This is a sad but good example of quality control, not pros and cons of carbs vs EFI. The lesson is about the brand, not the system.
Far from it and a misconception of the systems and their ability to control and self-correct with data. Roughly 80 to 90% of the benefits surrounding EFI can be had in TBI (depending on purpose and goals for the project), with certain goals met better by port injection, although many of those are never used by owners, so TBI is popular in "bang for the buck" and simplifying of installation.

If carbs are what you know, then you can get what you need from them for many project goals. They can work surprisingly well, but simply take more skill and work to get most of the way there, but simply can't do everything EFI is capable-of, or as well, with the many ways it can be manipulated. An example is @maxoverclock 's tables, which are basic, easy and running well, and now ready to begin advanced tuning to improve power everywhere you want it, and economy where you don't need max power. Efficiency everywhere, so it's powerful and responsive or squeaking fuel, one or the other or both, all the time under all conditions, seasonal fuel changes, weather, etc.

There are many factors at-play, but TBI can have an edge in power potential over MPFI, which has advantage in other areas, likewise for carbs. Here is an F1 racing engine, where they had the resources to do fueling any way they liked, but went with this TBI/ITB setup:

To be more specific, the cheaper, all in one packages where everything including the electronics is housed within the faux carburetor body are the kits that I’m referring to. Not that there aren’t plenty of ways to skin the cat.