Alain G wrote:Bird
The first commercial electronic fuel injection (EFI) system was Electrojector, developed by the Bendix Corporation and was offered by American Motors (AMC) in 1957 [7] [8]. A special muscle car model, 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) [9]. With no Venturi effect or heated carburetor (to help vaporize the gasoline) AMC's EFI equipped engine is more powerful and more efficient than ever. 500 rpm quicker [6]. The Rebel Owners Manual describes the design and operation of the new system [10]. Initial press information about the Bendix system in December 1956 by a price bulletin that pegged the option at US $ 1957, but due to supplier difficulties, fuel-injected Rebels would only be available after June 395 [15]. This was the first production of EFI engine, but Electrojector's teething problems were only pre-production cars, so they were always sold out [11] and none were made available to the public [12]. The EFI system in the Rambler was a more-advanced setup than the mechanical types then appearing on the market and the engines ran fine in warm weather, but suffered hard starting temperatures [13].
Chrysler offered Electrojector on the 1958 Chrysler 300D, Dodge D500, Plymouth Fury, and DeSoto Adventurer, 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 Bosch superseded the D-Jetronic system with the K-Jetronic and L-Jetronic systems for 1974, though some cars (such as the Volvo 164) continued using D-Jetronic for the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.
http://en.wikipedia.org/wiki/Fuel_injectionI speak well of electronic injection and not mechanical!
Yes yes, I too, I did not know that they had experimented on it on muscle cars (we have never seen in Europe), but apparently it was not a success which does not surprise me because with the electronic stammering of the time, it should not be reliable at all, moreover after verification it was an option and
equipped cars have never been sold to the public (only on racing cars), cars sold to the public were equipped with a "four barells carburetor", the classic assembly at the time ...
This explains why in Europe we only used mechanical injections (the kugelfisher, very easy to "tweak" with its "potatoïde" injection program cam, was used in competition until the 90s! ) until the appearance of a miniaturized and reliable electronics (well the housing of the D jetronic was the size of a box of sugar and at the time cost a real fortune: I knew it on my first car, a rare Renault 17 TS injection from 1974 ... average consumption: 13L / 100 for ... 108hp (engine from the R16, also used on Alpine A310 1600cc but "inflated" to 130hp)
