On Wednesday, July 23, 2014 4:40:18 AM UTC-7, John B. Slocomb wrote:
On Wed, 23 Jul 2014 07:05:03 -0400, "Jim Wilkins"
wrote:
"DoN. Nichols" wrote in message
...
Guilty as charged. I haven't worked on engines much for years,
so I don't know when the switchover happened -- especially for
domestic
vehicles. The BMW 2002 had a carb. My Mazda GLCs had a carb. The
Mazda
B2600 I think had fuel injection, but I'm not sure. I do know that
it
had a real timing chain (like my MGAs had) instead of one of the
belts
which fail in some cars at awkward times -- or even slip without
failing, doing nasty things to the timing. :-) The Mazda Navajo
(actually a Ford Explorer) has fuel injection and a weird ignition
system. I'm not sure what my Nissan Cube has, but I like it. Lots
of
inside space and headroom, without taking too much outside space.
:-)
Enjoy,
DoN.
The first American fuel injection I saw was a pre-production
controller for the 1976 Seville in a GM lab.
Wasn't the first American made production automobile available with
fuel injection the 1957 Chevy Corvette?
--
Cheers,
John B.
http://en.wikipedia.org/wiki/Fuel_injection
Mechanical injection:
"Chevrolet introduced a mechanical fuel injection option, made by General Motors' Rochester Products division, for its 283 V8 engine in 1956 (1957 US model year). This system directed the inducted engine air across a "spoon shaped" plunger that moved in proportion to the air volume. The plunger connected to the fuel metering system that mechanically dispensed fuel to the cylinders via distribution tubes. This system was not a "pulse" or intermittent injection, but rather a constant flow system, metering fuel to all cylinders simultaneously from a central "spider" of injection lines. The fuel meter adjusted the amount of flow according to engine speed and load, and included a fuel reservoir, which was similar to a carburetor's float chamber. With its own high-pressure fuel pump driven by a cable from the distributor to the fuel meter, the system supplied the necessary pressure for injection. This was a "port" injection where the injectors are located in the intake manifold, very near the intake valve."
Electronic injection:
The first commercial electronic fuel injection (EFI) system was Electrojector, developed by the Bendix Corporation and was offered by American Motors Corporation (AMC) in 1957.[12][13] The Rambler Rebel, showcased AMC's new 327 cu in (5.4 L) engine. The Electrojector was an option and rated at 288 bhp (214.8 kW).[14] The EFI produced peak torque 500 rpm lower than the equivalent carburetored engine[10] The Rebel Owners Manual described the design and operation of the new system. (due to cooler, therefore denser, intake air[citation needed]). The cost of the EFI option was US$395 and it was available on 15 June 1957.Electrojector's teething problems meant only pre-production cars were so equipped: thus, very few cars so equipped were ever sold and none were made available to the public. The EFI system in the Rambler ran fine in warm weather, but suffered hard starting in cooler temperatures.
Chrysler offered Electrojector on the 1958 Chrysler 300D, DeSoto Adventurer, Dodge D-500 and Plymouth Fury, arguably the first series-production cars equipped with an EFI system. It was jointly engineered by Chrysler and Bendix. The early electronic components were not equal to the rigors of underhood service, however, and were too slow to keep up with the demands of "on the fly" engine control. Most of the 35 vehicles originally so equipped were field-retrofitted with 4-barrel carburetors. The Electrojector patents were subsequently sold to Bosch.
Bosch developed an electronic fuel injection system, called D-Jetronic (D for Druck, German for "pressure"), which was first used on the VW 1600TL/E in 1967. This was a speed/density system, using engine speed and intake manifold air density to calculate "air mass" flow rate and thus fuel requirements. This system was adopted by VW, Mercedes-Benz, Porsche, Citroën, Saab, and Volvo. Lucas licensed the system for production with Jaguar.
Bosch superseded the D-Jetronic system with the K-Jetronic and L-Jetronic systems for 1974, though some cars (such as the Volvo 164) continued using D-Jetronic for the following several years. In 1970, the Isuzu 117 Coupé was introduced with a Bosch-supplied D-Jetronic fuel injected engine sold only in Japan.
Nissan offered electronic, multi-port fuel injection in 1975 with the Bosch L-Jetronic system used in the Nissan L28E engine and installed in the Nissan Fairlady Z, Nissan Cedric, and the Nissan Gloria. Nissan also installed multi-point fuel injection in the Nissan Y44 V8 engine in the Nissan President. Toyota soon followed with the same technology in 1978 on the 4M-E engine installed in the Toyota Crown, the Toyota Supra, and the Toyota Mark II. In the 1980s, the Isuzu Piazza, and the Mitsubishi Starion added fuel injection as standard equipment, developed separately with both companies history of diesel powered engines. 1981 saw Mazda offer fuel injection in the Mazda Luce with the Mazda FE engine, and in 1983, Subaru offered fuel injection in the Subaru EA81 engine installed in the Subaru Leone. Honda followed in 1984 with their own system, called PGM-FI in the Honda Accord, and the Honda Vigor using the Honda ES3 engine.
The limited production Chevrolet Cosworth Vega was introduced in March 1975 using a Bendix EFI system with pulse-time manifold injection, four injector valves, an electronic control unit (ECU), five independent sensors and two fuel pumps. The EFI system was developed to satisfy stringent emission control requirements and market demands for a technologically advanced responsive vehicle. 5000 hand-built Cosworth Vega engines were produced but only 3,508 cars were sold through 1976.
The Cadillac Seville was introduced in 1975 with an EFI system made by Bendix and modelled very closely on Bosch's D-Jetronic. L-Jetronic first appeared on the 1974 Porsche 914, and uses a mechanical airflow meter (L for Luft, German for "air") that produces a signal that is proportional to "air volume". This approach required additional sensors to measure the atmospheric pressure and temperature, to ultimately calculate "air mass". L-Jetronic was widely adopted on European cars of that period, and a few Japanese models a short time later.
In 1980, Motorola (now Freescale) introduced the first electronic engine control unit, the EEC-III.[21] Its integrated control of engine functions (such as fuel injection and spark timing) is now the standard approach for fuel injection systems. The Motorola technology was installed in Ford North American products.