Found this on Wikipedia @ Rolls-Royce Merlin:
http://en.wikipedia.org/wiki/Rolls-Royce_MerlinCarburettor developments The use of carburettors was calculated to give a higher specific power output, due to the lower temperature, hence greater density, of the fuel/air mixture compared to injected systems. However, the Merlin's float controlled carburettor meant that both Spitfires and Hurricanes were unable to pitch nose down into a steep dive. The contemporary Bf 109E, which had direct fuel injection, could "bunt" into a high-power dive to escape attack, leaving the pursuing aircraft behind because its fuel had been forced out of the carburettor's float chamber by the effects of negative g-force (g). RAF fighter pilots soon learned to "half-roll" their aircraft before diving to pursue their opponents. "Miss Shilling's orifice", a holed diaphragm fitted across the float chambers, went some way towards curing the fuel starvation in a dive; however, at less than maximum power a "fuel rich" mixture still resulted. Another improvement was made by moving the fuel outlet from the bottom of the S.U. carburettor to exactly halfway up the side, which allowed the fuel to flow equally well under negative or positive g.
Further improvements were introduced throughout the Merlin range: 1943 saw the introduction of a Bendix-Stromberg pressure carburettor that injected fuel at 5 pounds per square inch (34 kPa; 0.34 bar) through a nozzle directly into the supercharger, and was fitted to Merlin 66, 70, 76, 77 and 85 variants. The final development, which was fitted to the 100-series Merlins, was an S.U. injection carburettor that injected fuel into the supercharger using a fuel pump driven as a function of crankshaft speed and engine pressures.
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