Probably unlike most enthusiasts who read CHP, I’m a bit of an oddball when it comes to my induction preferences. You see, I dig fuel injection. The accuracy it works with, compared to the relatively less precise way a carburetor works, appeals to me. I don’t claim to be an expert on the subject—I once wrote a three-part series on the old Rochester mechanical fuel injection, and was fascinated by the clock-like workings of that misunderstood and underappreciated device. I’ve also taken the EFI 101 class, so I at least understand the rudiments of programming an EFI system. Could I do a whole spark or fuel table? Who knows? I’d love to try it. I’d love to do an EFI article here and there in CHP, and see how the more modern systems stack up against the older technology. Or at least I thought that’s what I wanted. Last week at Westech, the house was full: a turbocharged EFI Mustang on the chassis dyno, some non-CHP magazine guy’s LS2 on one engine dyno, and my carbureted 406 on the other engine dyno. Only one engine was actually running and making pulls. Anyone want to guess which one it was? So maybe I need to rethink my stance on the good ol’ carburetor. That’s what I was thinking at the end of my dyno day, at least, as the two EFI lumps were still struggling to fire, and I jumped into my Q-jet carbed Camaro, cranked ‘er over, and took off for home.