That's a bold statement. The 460 in my truck makes well north of 500 ft/lbs of torque off idle, right where a tow pig and toy hauler needs it. Torque falls before it's wrung out at 5500 RPM, probably around 4000. Used to have a different cam in it that was like an on/off switch at 3000 RPM and pulled hard to around 6500 RPM. Changed the cam because while having very aggressive ramps the duration was more moderate and I expected power to come on earlier and more steadily. Don't get me wrong that cam was fun driving around unloaded and made great power chirping 38" tires on the 2-3 and 3-4 shift, but no good for towing as I'd have to wind it out in granny gear to get rolling and wind out every other gear or RPM would drop below 3000 and it's be a long slow pull up to where the power came on. So it got a significant drop in HP to trade for a tall and flat torque curve.
Maybe the bottom end of that little ecoboost is built tough, maybe not, I don't know the details. Oil jets for the bottom of the pistons is a good sign given it runs a fair amount of boost. I'd be curious what size main and rod journals it has and long term bottom end durability at both stock power levels and at big boy power levels. I got a turbo diesel this past year and am thoroughly unimpressed. The thing is a dog, no torque down low and no power up top. I rarely drive the 460 truck anymore but every time I do, it makes me hate the diesel. It's so darn slow, no torque and you gotta get way into the pump to accelerate as quick as just cracking the throttle on the 460 truck. The 460 truck is turning 35" tires while the diesel is turning stock tires (probably 31" or 32"), so I can only imagine the difference if it was a totally even playing field. I'm sure if I put a larger turbo and more boost to it it would be alright but that requires fabrication work and pulling the engine to install head studs and whatever else goes along with it. Only saving grace of the diesel is it'll burn anything flammable of similar viscosity to diesel (which means free fuel). The 460 needs 91 octane minimum with a less than optimal timing curve and prefers 94 octane. If burning pump fuel the slight increase in MPG of the diesel is negated by the higher price, they cost the same per mile to drive.
EFI? No thanks. I owned a vehicle with EFI once and it was the only vehicle I had to pour gas down the intake when it was below freezing to get it to start. Never again. All my carbed vehicle start just fine regardless of temperature and even the diesel was fine down to negative single digits this winter. I can't be inconvenienced with an engine that is mechanically healthy but won't start and hence won't get me to work because of a sensor or electronics issue. As my time on the water is valuable and I primarily boat on a busy river with lots of big ship traffic I won't take the risk of breaking down for no good reason in the middle of a shipping channel, so no EFI on my boat either. Holleys are simple and reliable, they just plain work and aside from a few a few rare issues of plugged air bleeds from inadequate or failed air filtration (i.e. not a carb problem) I've never had any issues with them. You can keep the change, I'll stick with what works for greater reliability and lower TCO.