Which is better, carbs or computers? The question is obviously a complex one, as we need to determine exactly what carb and what computer, to say nothing of what we mean by better. Are all carbs better than all computers? Not likely, nor is the opposite true, but for many, a complicated (and expensive) EFI system just doesn’t compare to a good, old-fashion carburetor.

In this Back to the Future comparison, we ran a Gen VI 454 pulled from the wrecking yard first with the factory, long-runner EFI intake and then again with a traditional dual-plane intake and carburetor. The test was less about the merits of EFI vs carburetion than it was a comparison between two different intake styles.

The factory EFI intake offered long (equal-length) runners, which were designed to promote torque production for towing (and other heavy vehicle) applications. The dual-plane intake offered shorter, unequal-length runners, but was still designed to promote a broad torque curve on carbureted, performance street applications. How did they do? Let’s find out.

The test motor was one of many we have pulled from a local LKQ Pic a Part wrecking yard. A little time spent examining the motor prior to pulling and purchase will help ensure you get a solid, running 454 (or other V8). We selected a Gen VI 454 from a full-size work truck. The motor was purchased complete, meaning with all accessories and complete EFI system. Normally, we toss the EFI system and just install a carbureted intake, but in this case, we were interested in just how well the fancy, modern, long-runner EFI system performed compared to our antiquated carburetor.

The motor was installed on the dyno after removal of all the front accessories. It was configured with a set of long-tube headers, a Meziere electric water pump and run with a FAST XFI system to dial in the air/fuel and timing values. Dialed in, the long-runner EFI intake produced peak numbers of 356 hp at 4,400 rpm and 486 lb-ft of torque at 3,300 rpm. With torque exceeding 400 lb-ft from 2,500 rpm to 4,100 rpm, obviously the factory GM intake was tuned for torque.

After the baseline runs with the EFI intake, we replaced the factory components with an Eliminator intake from Speedmaster. The dual-plane was designed to allow airflow under the runners, to enhance cooling for power production. The dual-plane design also promised plenty of torque production combined with power production up to (and beyond 6,000 rpm). This was well beyond the rev range of our stock 454, but it was nice to know the intake had room to grow with our power needs once we installed a cam and ported heads.

The Speedmaster intake was combined with a Holley 650 XP carburetor. Though Holley offers 750, 850, and 950-cfm versions, the 650 XP was ideally suited for the power level of this stock 454. We retained the MSD distributor run on the EFI set up and dialed in the timing to maximize power production. Once the jetting and timing were optimized on the carbureted combination, the 454 produced 370 hp at (a slightly higher) 4,600 rpm and 476 lb-ft at 3,400 rpm. In the end, the carb combo offered slightly more peak power but slightly less peak torque than the EFI system.

What did we learn from our trip Back to the Future? The first thing is that GM designed their EFI system to enhance power production in the rpm range used most by heavy vehicles and towing applications. The 454 was designed to produce prodigious amounts of torque, and the long-runner intake simply enhanced this ability. On a stock motor, the EFI system worked well, but for a performance application, the carbureted combo is your best bet. Sure, you might sacrifice a little low-speed torque, but the extra power offered above 3,700 rpm will more than make up for it. This is especially the case if you plan on further upgrades like a cam (we installed an Xtreme Energy 274 cam to the tune of 428 hp!), ported heads, or even a stroker bottom end. The gains offered by the carbureted intake will only increase with the perspective power level.

Yes, EFI has replaced the carburetor on OEM applications, but don’t count out a good dual-plane intake set up on your next performance BBC build.