The Story Of Fuel Injection
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- Опубліковано 22 лис 2022
- This is the story of how fuel injection transformed from it's simple beginnings as a mechanism to burn fuel oil to the complex computer driven integrated fuel management systems found on today's vehicles.
This is just a reupload of the 3 part fuel injection series from last year, consolidated into a single video.
@@notgonnafaint careful if you succeed you will loose in the end.
I don't care, I'm watching it again. Incredible content, thank you!
totally worth the solid block watch. this technology has played the largest part in civilization development after fire and before the internet.
Too many ads. *WAY TOO MANY* ads!! Specially for a reupload!
Awesome documentary 👍 Thanks bro.
24 year Master Technician here. Multiple times, I wanted to chime in. You nailed it, and even taught me things I never considered.
I wanna like but you at 24 likes
OMG,Injection systems were covered in 2nd year as a trainee! you weren`t at school that time ??
@@michaelpielorz9283 he didn't say he didn't know any of the stuff in the video. he said he was taught a few things. you're misinterpreting him and looking stupid doing it.
@@michaelpielorz9283Explain yourself.
@@michaelpielorz9283 Explain yourself.
The history of fuel injection turned out to be about 30 times as complex as I had suspected. Excellent production!
Can you say "stoichiometric"
@@stevee8884 who cant?
I'm watching this at 0030 AM after 2 drinks.
I think I need to revisit this incredible data dump in the morning...
This developmental history of engine fuel distribution systems is a marvelous achievement. The content, organization and narration deserves an award.
Fun fact: Airburst fuel injection was still used up until very recently on the Mercury optimax 2 stroke outboard engine. It was developed by a company called orbital fuel injection in Australia and it used a belt driven air compressor. They worked very well and were quite reliable.
Some seadoo 2 stroke engines used this as well (951DI) and they had a small piston air compressor driven off the end of the balance shaft.
please see my post
en.wikipedia.org/wiki/Herbert_Akroyd_Stuart
Being a Ford Master technician, I understood every single aspect. Where were you 15 years ago. I would've got this under my knee in a week, not years 😂
Exceptional quality and accuracy.
My first encounter with fuel injection was a square back (wagon) VW that my step dad owned and I drove in the late 70’s. It ran great and I never did any repairs. It was the car I also learned to drive with a manual transmission.
In 1982 I became an automotive tech right out of high school.
I have since worked on almost all of these fuel injection systems. In September I celebrated 40 years as a tech.
I found your video to be very interesting and somewhat enlightening. Well done!
U celebrated this ???? Plz explain
Truly an excellent video. 30 plus years as a certified Master Auto Tech with Advanced Engine Performance certificate and I thoroughly enjoyed your presentation. You nailed it, Bravo!!
I’m sending anyone that doesn’t understand fuel injection here. You broke it down so anyone should be able to fully understand it. A lot of people understand it in its most simply form yet you broke it down to its core in a way the pay person can understand. I like how you threw in speed density as in up until most recently it’s been the most prevalent form used along with mass airflow, in both everyday driving and performance applications. Nice job…
Also, I can see someone paid attention in English class on how to properly compose an essay/paper/presentation on a given subject. Intro/body/conclusion! I minored in English and notice in your videos you always start with a clear and concise introduction stating your topic and briefly summarizing your points while staying your thesis too. You follow it right up with supporting evidence and wrap it up with a clear and concise direct conclusion, restating your thesis/position for the reader (viewer). Textbook work…excellent A+
Good teachers are rare
I'm a mechanical engineer, my first introduction to FI was because I bought a dodgy Gti with Bosch K in injection in 1986 while in college and quickly needed to learn how to troubleshoot the many problems because I could not afford VW or Audi shop rates.
I bet you probably have enough on your plate already, but if you need another idea: “ *The History of Gaseous Engine Fuels* “ (or something along those lines)
Could cover “wood gas” / “coal gas” (aka syngas), especially post WW2, then move on to “Autogas” (Basically Propane/LPG for Automotive Use), then Finally Cover Methane (CNG, LNG), and Dimethyl Ether.
Between all that history, and the technical stuff (especially for the Autogas, ie Liquid Phase Injection for Intercooler like Cooling, rather than vapor phase injection) that you really excel at covering, i think that would be an interesting video and fit with this series on engine stuff.
Granted i love all the other videos like the one on Flywheel Energy Storage, or Surface Roughness etc, and again, you may have enough on your plate already, but I thought I’d just throw this idea of mine out there. Either way, keep up the great work!
(Edit: Text Formatting/Typos)
Fascinating. Amazing how old many of the basics are and how many unintended consequences there are for the most modern approaches
One of the most informative videos you have ever done! Excellent composition and videography!
Pppló89
I cannot describe how much I appreciate your thorough and well researched content! Thank you!!
40yr mechanic. Very thorough job on this video. Now maybe less people will ask me fewer questions about FI. Thank you.
Always quality content! Would love to see another video focusing on extreme materials... Materials technology really is the BIGGEST barrier we have to overcome to implement increasingly complex technologies (and even reimplementing older technologies that were abandoned due to materials constraints). Keep up the great work buddy!
Absolutely Material science is a great field but there to start? Metals, polymers, half-conducter, super conducter, carbon, ceramics, galses and so on
@@TheLtVoss he spoke about -half- *Semi* conductors, on this one. Super conductors are used in only a few fields, and they are literally the only reason that field of study exists. We didn't know, and no one had ever predicted with any certainty, the effects below 4°K, until we discovered super conductors, BECAUSE we got to 4°K. So if he didn't talk about that, that'd be weird.
POLYMERS, fits in with polymeric CARBON, (organic chem) and in almost the same way, so do ceramics and glass. (inorganic chem).
If he spoke about how a catalytic convertor works, that's physical chemistry. (the 3 branches)
It seems like you're a chemist at heart, (that's not a dig, or a judgement, I did chem in uni.) there are a couple of great channels that go over all the aspects you spoke of. starting and staying mostly like this video. While being incredibly insightful
The only thing, you have to watch a 'first video' about what words mean. Because everything is latin/French/english or even acronyms.
I'm sorry if I've got that way off, *but* if that is the kinda thing that sounds interesting to you, there's some channels that are like this one: that are engaging, well produced and researched.
Again, If I'm wrong, I apologise. I'll post them here for you if I'm right. Hope life is good.
@@renagenic at first Englisch isn't my native language and going in too scientific topics isn't really helpful with a kinda limited vocabulary (same times i just struggle to translate a singel word especially compoundwords out of german in English is a challenge see semi-conductor and Halbleiter
->Halb =half or part, semi +Leiter =leader, conductor, ladder )
And my comment was referring too the comment on the video not the video itself just because the introduction of semi-conductor is mentioned in the video dosnt mean it is the topic of the video (of course there are good videos about that out there on YT but with my answer to the previous comment I expressed that i would like too see more videos from the same YT channel because the quality was way over the standard
Also you talk about chemistry (organic or in-organic or physical ) not Matirial science (they are interweaved at same points but there is a huge difference) look wenn I mentioned Carbon I was referring to carbon fibers, naon tubes, Graphen and other modifications of carbon I wouldn't really put that in organic chemistry (even if they classify in chemistry as organics) especially if you modified the Graphen too be a Transistor or logic gates utilising quantum physics
Glas and ceramics are not the same. chemical maby but the structure of atoms/molecules is so much more important for a Matirial and Glas is amorphous ceramics have cristaliny structures but could be made out of the same stuff chemical speaking but have complete different physical properties
Super conducters are a relatively new field but you know that in the last years huge progress did happen in the field and we aren't limited to 4°K any more and to get materials that have such propertys at higher temperatures is the Material science part of it aka the hunt for propertys
@@renagenic qqa
I am a ASC Master Technician circa 1979. You nailed it.
The difference between carburettors and fuel injection is best demonstrated by WWII planes, especially in the first years of the war:
- The Spitfire (and the Hurricane) used an SU float chamber carburettor. Pushing negative Gs (sharp nose down or flying inverted) you got 2 effects:
a) the fuel in the carburettor flies up, causing a starvation of the engine
b) the float also lifts up, opens the needle valve, flooding the carburettor, which in turn would cause a flooded engine.
Both causes a momentary power cut that would right itself nearly immediately, getting the right amount of fuel to the cylinders once the carburettor was no longer overfilled.
By then, the Me 109 would have pulled away.
You'd have to roll and lull and roll back instead of pushing negative Gs. (The Me 163 Komet also suffered from negative G while powered, due to an elbow design of the fuel tanks -- there was no space "below" the fuel tanks.)
The field-adapted solution was "Miss Shilling's orifice", basically a "washer" as flow restrictor that would not allow more fuel into the carburettor than the engine could need at maximum power.
Later on (from 1942) , Rolls-Royce's Merlin engines started using a pressure carburettor -- which does not rely on a swimmer; thus solving that specific problem.
But that is not the only difference.
The injection engines had significant cross draft (both in and out valves open, increasing cooling and getting all the combustion leftovers out of the cylinder) --- after all, there was no fuel in the incoming air. And thus they could run lean and use less fuel.
A carburettor's engine cylinder intake has a fuel/air mixture, so cross draft would allow fuel-air to pass into the very hot exhaust piping --- not a good thing. That means also they would have to run rich for increased cooling.
War thunder player ?
@@abdulabdanahib9617 Nope. I tend to more realistic games[1], some might call it simulators. Though I understand WT has implemented that bit.
[1] Yes, WT even in the least arcade mode is still an arcade game. It uses the likenesses and names of historical, semi-historical and purely mythical vehicles and planes, but none of their correct stats.
Outstanding. Sir, you have a talent for reaching the very edge of what your average person can understand and delivering high-quality complex content to scratch intellectual itches I think some of us didn’t realize we had. I’m always excited to see when one of your new videos gets posted.
I had no idea electronic fuel injection came about in the 50s! That’s a full two decades earlier than I would have guessed. Very interesting. Again, great content. I keep up the good work, my man.
The first commercially mass produced car with fuel injection as a standard feature was the W124 Mercedes E-klasse. With the E standing for Eisenspritzen or fuel injection in German.
There also was such thing as mono-injector (I know some MK3 VW Golfs had it), a carburetor looking device that actually had one large injector controlled by ECU. But if you ask me which one was the BEST in terms of drivability for me it was K-Jetronic because of instant response on throttle, I had 1986 MK2 VW Golf GTI 16V no catalytic convertert, no lambda sensor just pure K-Jet with 140bhp out of 1.8 engine and thats in 1986. Best car ever. Nothing comes close to this day in throttle response. Loved that car.
Here in Australia we had the Ford EA Falcon it had a muilti point carby where 2 injectors lived in the carburetor and were controlled via a ECU very reliable with most cars having an original carby well into the 400K kms on the odometer
As someone who is curently is researching the next generation of gasoline fuel injectors I have to congratulate you on your work reguarding the history & trends of injectors. There are a few things to expand upon reguarding current and future trends . But really top work well done, I enjoyed your video.
:)
Wanted to make sure you knew this was a cut down version of a 3 part series he did. :)
The quality of content such as this on youtube is incredible.
this is the type of video that people used to pay GOOD money to learn from,
and yet, here we are - watching for *FREE*
Wow, the explanation of electronic development related to fuel injection is an amazing bonus! Now I know what ECU is for!
Fantastic as always. I think even the Wright Flyer could be considered to have used fuel injection although it was manifold injection and not quite a true fuel injection system. Just something I saw in "tested" recently
Great in depth explanation of such a complex topic. Definitely added to my documentary list!
The work, research and time on these videos is nothing but incredible. I love your videos. Thank you sir and keep up the incredibly great work. Thank you. 🖖
Loved the photo of the triple Weber DCOEs presumably on a Nissan L-series 6 cylinder engine.
Just stumbled on your Channel from a search about brake systems watched that episode and then this one. Incredible animations MASTER CLASS caliber delivery. New subscriber 15 vids keyed to watch I think I'm going to enjoy exploring the rest of your channel.
Great video, very informative. Just as an anecdote I was I out cycling this summer when a couple of vintage cars passed me by . . . the amount of unburnt fuel exhausted from these cars from the 60s / 70s was shocking! I was almost ready to faint from the stench of petrol fumes and there was three or four of them, I can't imagine what it was like in LA / San Francisco / Detroit back in the day.
yes but gotta remember rings get worn, valves dont seal like they used to. vintage cars usually are garage queens thus sit idle for sometimes years.
Keep in mind that there are more people that have a car right now than back in the day. Next to that old cars suffer from... being old, they are not as fresh as they used to be, but changing the engine takes away the nostalgia.
@@IngmarSolissa what?
In LA in the 60's/70's, it wasn't like the whole area smelled like unburnt fuel, but you could not see the hills 10 or so miles away and your eyes stung on bad days. By the end of the day, your eyes felt gritty.
Probably badly adjusted caburettors. Maybe even a bit fuel rich on purpose. You should not have any noticable gasoline smell from a well adjusted carb.
Excellent as always. Please check your reference regarding the RR Merlin. I believe it used an "injection type" carburetor. The lack of fuel injection caused problems for the Spitfire and Hurricane aircraft during WW2.
i.e. pumper carb as opposed to a float carb
The 'injection carburettor' is really a kind of single point fuel injection. It does not rely on the depression in the Venturi to pull fuel into the airstream, instead the pressure provided by the fuel pump sprays fuel from a nozzle (typically located at the eye of the supercharger impeller). The venturi and ram air tubes basically act as a pneumatic MAF sensor that regulates the flow to the fuel nozzle.
@@nerd1000ify Thank you. Do you know if that system was ever used on the Merlin?
Thanks
@@KW-ei3pi They started fitting them to Merlins in 1943 with the introduction of the Merlin 66. Prior to that British built Merlins used various 'fixes' to their carbs that mitigated the negative G issue but never fully solved it.
Another amazing video as always!
The way I see it:
1) You can have a very simple engine design that is easy to keep and fix but is a gas guzzler
2) Or you can have a highly fuel efficient and clean engine that is a nightmare to repair and to keep
You can't have it all, engineering is about trade offs after all.
The thing about gas guzzlers is that they could actually be fuel efficient
@@freevbucks8019 How so?
Well a simple fuel injection system can be very reliable. The problem isn't that. It's the cost cutting measures and all the other tech that gets added on that makes the system too complex to be easily repaired or reliable. Also planned obsolescence is a thing.
@@EbonyPope Horsepower relative to the consumption. Of course, nothing beats opposed pistons for now.
@@freevbucks8019 So you should build a gas guzzler who just uses opposed pistons to make them fuel efficient? I don't understand.
Having worked for AlliedSignal/Bendix and Bosch it was very heart warming to see that you got the history of Electronic FI correct down to Bosch Licensing the Bendix technology.
It is well documented that the original Bendix unit rebuilt with quality capacitors to original operate the hemi-powered DeSoto flawlessly.
Antilock history mechanical and electronic charts the same way with the Bendix-Chrysler being first followed by Bosch.
This History is a great demonstration of the innovator's dilemma and how sometimes being second is more beneficial.
Absolutely amazing, I love cars and engineering and all the information was perfectly conveyed, thank you for the time you put into this!
The bendex injection system used on the Chrysler products biggest problem was the control unit was not in a Faraday cage so when they when past area of lots of electrical interference, this was not found out till a few years ago when a electrical engineer got one and diagnosed it.
1996! Incredible. I felt like we've had Direct EFI since the 80s but of course. This was well done and informative. Thanks.
Fascinating. I thought these things are simple, and in their modern form, they are. But the road was long and hard, with a lot of ingenuity and creativity going into it.
Nothing looks better than a set of Webber DCOE on that Z car at the beginning of this video.
Great video dude been a mechanic for 30 yrs I totally get it evolution of fuel injection has came a long way
It's a miracle, the amount of engineering that goes in the modern cars. I'm happy to see more people are being brought in to appreciate this field of science. Modern cars (1996+) run extremely efficient. Back when environmentalism was about engineering and not just policy. Even the sports cars get more horsepower while doing less damage to the environment.
Even the family sedan four-cylinder had more horsepower than the V-8's in the muscle car days of the 60's/70's. Our cars used to run "dirty", but now they're so clean and efficient the air coming out the tailpipe is cleaner than the air going in. (Remember, when Porsche started bragging about that? Now all of them are like that.)
Even the Dieselgate Jetta was clean. It was a modern marvel of efficient diesel engineering. They built diesel cars that are fun and sporty to drive. The Germans have ben working on the Jetta since 70's and by the time it ended it had quite a reputation. There was just some stupid new rule about NOx levels in the exhaust gas passed at the last second. That caught Volkswagen off guard. All the years and decades before NOx levels wasn't a problem but environmental groups became radicalized and blah blah blah just like that, they lowered the acceptable level to something unachievable without decades of research.
Great article. Comprehensive, logical and ordered. Many thanks.
I was curious to see if you were going to include the high speed piezoelectric injectors in use now. Yes, you did; good job!
This video is the reason I was late to work this morning. Totally worth it
It is just amazing how you make these videos so incredibly detailed with animations and everything.
I love your videos so much. You are absolutely awesome!
14:35 the U.S. EPA was established by president Nixon in the summer of 1970 and didn't have an administrator until almost '71.
There might have been some kind of emissions regulation established in 1968 but it certainly wasn't enacted by a department that didn't even exist yet
Actually Brayton applied for a patent in 1887 which was granted in 1890 for an engine that used a variable quantity liquid pump with a spring loaded relief type injector. The engine operated exactly as a diesel except for the compression ignition component. Patent # 432114
The amount of information you injected into this video, fueled my appetite to learn more. In other words great job 👍
Puntastic!
@@NewMind glad that you approve. He presented such a serious factual interesting presentation. But I just couldn't resist it when it came to mind immediately. Thank you for the reply. You mention that the 57 Corvette had fuel injection. My dad's brother had a fuel injected 57 Chevy convertible.
Another words, in stead of , "in other words". Punny.
@@treeguyable autocorrect
Excellent video.
I own a diesel that uses piezoelectric injectors driven by a Bosch made ecu. It is the diesel variant and eventuality of all the developments added to GDI systems. It had to address the higher fuel pressures of diesel as well as diesel emissions criteria.
This TDI system was developed during the time of the EU diesel marketing push. Development has been slow recently as a result of dieselgate and may never recover.
My sensation is that modern direct injected gasoline is very equivalent to modern this modern diesel from an efficiency standpoint, even with the higher energy density of diesel, due to emission standard and how the systems perform in an ordinary household use case. The need to top up exhaust fluid and use a fuel additive makes running diesel a bit more maintenance too.
No mention of Lucas mechanical fuel injection? At 11.00 there is a photo of a Triumph 2500 with twin SU carburettors for some reason, perhaps because Lucas injection was used on these engines? Lucas injection was used by all Formula 1 engines from about 1963 to the mid 1980's.
Had no idea I was gonna stumble upon this tonight, what a cool watch, THANK YOU
1967 and ‘68 VW “Backs” had Bosch FI that required a set of FI points in the bottom of the distributor. By the time we bought ours in ‘76, mechanics were forgetting about this. My Squareback began losing power and sucking down the gas to the point that it was getting 3 mpg and laying down a smokescreen worthy of a WW II destroyer. I drove it home this way for 24 miles after a tuneup. When I got home the mechanic was on the phone telling me he finally realized the problem. I think we had to drag it 24 miles back to the shop behind my 914. On the way home it was back to getting 30 mpg.
My friend's1982 Volvo 240 turbo that had a KE-Jetronic. Just as described, it mainly let the K-Jetronic do it's thing while the electronic controls trimmed the fuel. It ran pretty well and started right up even in frigid temperatures. (The only carbuerted car I've owned, a 1972 Cadillac, also started up fine in cold weather as long as you gave it the 1 pump to set the choke, but some of those "malaise era" vehicles that was not a given.)
This must have been for emissions, I recall seeing in the manual (to my shock and surprise) it having extra startup instructions for Canadian models, they were still using a carbuertor with a MANUAL pull choke (there were instructions in the manual on how far to pull out the choke knob etc. to keep it going in cold weather.)
Brilliantly explained ! Good for professional & amateur automotive technicians!
Great video. Having been part of the development of Diesel piezo direct injection systems and gasoline direct injection as an engineer, I can say that it is very well explained.
This is an awesome video, I was glad to see it come up again. You should do an addendum to this talking about Mazdas sky active technology.
As always.. a ton of info yet... fascinating. One take away I have... as a matter of just perspective.
The early systems were cost prohibitive due to the cost of transistors decades ago. Now, we get a billion or more transistors in a CPU for a couple few hundred bucks..lol. Not to mention that we need a simple microscope to see them! 2 nanometers is pretty damn small lol!
The Porsche 1973 911T used the earlier MFI system in some markets (US, Australia) for the second half of the production year (sometimes called 73.5), CIS Jetronic only started in the 74 model year
Absolutely perfect history of FI.. Great work.. I've been a licensed automotive technician for over 45 years. It was painful at times working on all those stages of FI.. I've always believed sequential FI with direct is a good combo.. but now most manufacturers are using Atkinson cycle with the EV.. . best of 2 worlds. No power but great fuel efficiency..
Keep in the great work..
Excellent video. Just watching it made me smarter than ever! I bet I can go into work tomorrow demanding a raise!
Wow, that was really fun! Not sure how I ended up here, but I am glad I did - and am now a subscriber.
One of the issues with Bendix Electrojectors that Chrysler had was unshielded circuitry being affected by high voltage powerlines too.
I'm going to show this vid to my R&D department. I think they'll love it.
A very well researched video. Impressive work.
Fuel injection is so easy to troubleshoot and repair. It is so much easier than working on a carburettor. I work on both systems, and the in between system of the throttle body fuel injection system, as well. By far, port fuel injection is the easiest to work on for any purpose.
I’ve been researching turbine combustors the last 2 week. If you’re looking for a topic, that’s a good one
Your videos are very informative. I really should go clean my garage today but can’t stop watching. lol.
I always wondered how the MAF worked... I didn't know it was heated and measured how much the incoming air cooled it. Now it makes perfect sense!
That pronunciation of Porsche was pretty good, the only way to make it better would be to drop the (american) r sound. It's more like Poa-sheh
"Emulsifed" is the wrong term. An emulsion is a colloid of two immiscible liquids.
A colloid of a liquid in a gas (specifically air) is an aerosol.
That is why the spray can stuff are called aerosols.
incredibly educative video here. i imagine a lot of work put in to come out with this final video. from your presentation, i can infer that you are so enlightened about different ICE engine types in terms of ECU, configuration of air/fuel mixture and injection designs, etc. question: which cars has the best ICE for performance, gas emissions, etc, that you will recommend to an enthusiast that wonna build his own super car ?
96% of this was new to me. As a biker who started in the mid-50s it was carbs forever until suddenly
they had injectors that worked like jet and slide changes while you were riding. Wow! And now I will know how they did it.
Very well done, thank you.
The original vapour carburettor concept was the best option because of the minute molecule of fuel mixing with air.
This is a great compilation, very well put together.
This is great. I'd love to see a carburetor video like this
New Mind,
Awesome video! I learned a lot. I have a 1987 Fiero GT V6 2.8L with Multiport Fuel injection. There are 6 electrically operated fuel injectors located above the intake valves in the intake manifold controlled by a microprocessor based ECU. There is a commom fuel rail that keeps the fuel pressure to each injector at (I think) 47 PSI above ambient air pressure using a fuel pump and a bypass regulator back to the fuel tank. I always thought that each injector was turned on at each respective cylinder's intake stroke to atomize the fuel with the air from the intake manifold as it is forced into the cylinder. After looking at the wiring diagram, the odd (1,3,5) injectors are turned on TOGETHER by a single circuit, and the even (2,4,6) injectors are turned on TOGETHER by another circuit. The firing order is 1,2,3,4,5,6. Why did they inject fuel to three values at the same time, per cylinder intake stroke, but only one of those injectors at any given time are putting fuel into a cylinder while the other two are injecting onto closed intake valves?
This puzzles me. Why not just have two injectors? Seems like this is wasting fuel or causing atomized fuel to rush around all over inside the intake manifold.
It's like this:
1 intakes: 1,3,5 injectors pulse together
2 intakes: 2,4,6 injectors pulse together
3 intakes: 1,3,5 injectors pulse together
4 intakes: 2,4,6 injectors pulse together
5 intakes: 1,3,5 injectors pulse together
6 intakes:: 2,4,6 injectors pulse together
Why is it not like this (impossible because 1,3,5 pulse by the same circuit, as does 2,4,6 pulse on their own circuit)
1 intakes: 1 injector pulses
2 intakes: 2 injector pulses
3 intakes: 3 injector pulses
4 intakes: 4 injector pulses
5 intakes: 5 injector pulses
5 intakes: 6 injector pulses
Thanks.
Romsk
By the way the Fiero has:
IAT (Intake Air Temp) Sensor (same as a MAT Sensor but located on the Air Cleaner Manifold past the Air Filter instead of the Intake Manifold), no MAF Sensor at all,
TPS, IAC Valve, Start Bypass Valve, CTS, MAP Sensor, O2 Sensor, EGR Solenoid, EGR Valve, Engine RPM off of Distributor, VSS from Passenger Rear Axle, and Battery Voltage. There is also a Fan Temp Switch, Gauge Engine Temp, Oil Pressure Sensor, Fuel Vapor Revcovery Tank, and a PVC Valve from Valve Cover to Intake Conduit ahead of the Throttle Body, but these are not monitored/controlled by the ECU. There is an ESC Module in the Distributor. The spark base timing is from a 6 point Inductive Pickup coil in the Distributor. Normal timing is mechanically set to a base of 10degrees BTDC. Spark can be electronically advanced from there but never retarded from the base that I can tell.
They use 6 injectors because doing so ensures every cylinder gets the same amount of fuel. A common problem for carbed engines is that cylinders further from the carb tend to get less fuel (it drops out of suspension in the manifold) causing them to run lean. This is a problem because lean mixtures can cause detonation, so to avoid damage the engine has to be tuned for the leanest cylinder with all others running richer than optimal.
Firing multiple injectors in groups is done because it simplifies the design of the ECU (it needs only 2 or 3 injector control outputs rather than 6). It's not ideal and most newer cars control them individually, this is often labelled as 'sequential' injection in marketing literature.
@@nerd1000ify Thanks for the info! So, my car does NOT have "sequential injection" because GM went cheap - but fuel injection was rather new for GM back in the 80's. Wow, it would not take much code in the ECU to pulse each injector sequentially and a few extra wires. Fieros are popular with people who like to modify them. I wonder if anyone has modified an ECU to pulse the injectors sequentially - I am sure it would improve engine performance. Anyway, thanks for the explaination.
Oh, the Fiero has 4 outputs to the injectors. They did not use two outputs with a common ground, they sent a signal and return output for each Bank of 3 injectors, hence 4 outputs. I would have 6 outputs, one to each injector for sequential injection, and use a good/solid common ground for the returns.
@paulromsky9527 injector drivers in the ECU 's were most often times the weak spot in the ECU back in those days , very common problems w the early computers ..... We often had to do " tap test's" back then as well ... Lol
@@davidshepherd-sj2tj Yes, they solved Fuel Injector issues in the Fiero by going safe and not injecting sequentially but in two banks.
That was extraordinary. Thank you.
37:50 and increased timing chain wear from soot in the oil.
Soot in the atmosphere has also increased since the widespread adoption of gdi.
Im old school, im a mfi girl.
Brentford nylons, ???
I worked on K-Jetronic systems for quite a few years, first with VW, then with most German cars. It wasn't bullet proof, but with regular filter replacement it was very reliable.
Just an incredible presentation. Thank you.
Very in-depth and thorough video! Great job!
Your end note reminded me how when a technology if finally perfected, something comes along to replace it. Example: electronic tube technology, it was incredibly sophisticated and mature, then bam, along comes the transistor. Example: vinyl records, at the end they were capable of excellent sound reproduction, then bam, compact disks came along.
A very in depth video. Thanks.
Wasn't the problem with the electro-jector system the fact that it wasn't adequately shielded against EM interference? There's still one Desoto running around with its EFI modded with modern shielded capacitors and works just fine. Lots of neon signs everywhere back then that just belched out EM pollution that engineers never took into account.
I've heard that as well. Also I think the system lacked cold enrichment capability but I could be wrong.
Thank. This was such a clear and nice production. What a knowledge treat 👌❤
Great video. As we are finding out battery electric vehicles don’t have the range, and long recharging times. And the current electrical grid cannot handle and supply the electricity needed to handle the shift in load and supply requirements of a massive shift to electrical vehicles. Simply stated we don’t have enough power plants to supply the needed electricity. Then what type of fuel needed to supply these needed power plants. Then one big safety hazard with vehicles that have these high pressure direct fuel injection systems in vehicle crashes on the roads that result in the vehicle spontaneously being engulfed in fire. You have a vehicle with numerous fuel lines under high pressure that are ruptured in a vehicle collision spraying fuel onto vary hot exhaust system components causing a immediate told engine compartment and then passenger compartment fire. And in a lot of cases passengers are unable to exit the vehicle and can be burned alive in the car. This type of situation of engine compartment fire can also occur due to poor or none existent vehicle maintenance by the owner. I’ve seen on the news car engine compartment fires that totally engulf the engine compartment in a matter of seconds , but nobody is talking about that,
Can't figure out if you are for or against electric/gas
Petrol engines only run stoichiometric (from O2 feedback) at idle or very low loads, this doesn't need a catalytic converter. The cat is used for open loop rich mode that is running most of the time at part load or above to convert the unburnt fuel and some other emission products, although it does help to add trim figures for open loop mode.
Injection systems are not "needed" for the cat, they are needed to reduce emissions during idle and to help with mixture trimming, but fundamentally the problem is load measurement, which has significant uncertainty and a rich mixture is used to account for this uncertainty. Any system that uses temperature for load measurement is slow to respond. MAP is therefore slightly faster to measure load.
Great video. Very good summary of fuel injection. Thank you...
the best youtube channel ever created
I'm Amazed that Fuel Injectors were invented that long ago .
4:55 Hey Look ! at the Left side of the Screen SOLAR PANELS !
Alfa Romeo used a SPICA four piston mechanical fuel pumps on their 2 liters and smaller spiders they were used on other models of Alfa other than the spiders but was swapped out to Bosch electronic injection in the very early 80's. It had fuel enrichment when cold. Run-on cutoff, altitude compensator and a few other things but people wouldn't leave well enough alone and tried to tweek the pumps and make thing worse then pull the SPICA system off and switch to 2 two barrel Webber carburetors. SPICA as far as I know started making pumps for tractors.
This is a tremendous presentation of the technology. When I started doing stuff with cars, most vehicles were carbureted. Fuel injection was commonly introduced in the US market when I was a teenager. At the time, you'd always prefer the older carbureted car over the more modern electronic fuel injection cars. Throttle body injection was common then, basically replacing the venturi of the carburetor with one or two short fat injectors, bolted into the same position the carburetor would be in.
At the time, because the electronics were still so questionable, and there wasn't a lot of effort in educating the public, beyond poorly informed dealership salesmen, fuel injection wasn't well accepted.
It wasn't until the early 2000s cars, where the massive performance became obvious.
I still have one of the last "smallblock chevy" motors, in a 1999 truck, that was converted to have a carb and HEI distributor. (L31, Vortec 5700, last production Gen I smallblock.) It's idiot proof and mostly mechanical now. I'm not adverse to technology though, our other 3 cars have port or direct fuel injection. Even the direct fuel injection engine (LS1) is "old" now .
I knew a little bit about the modern direct injection offerings, but I hadn't seen them presented as such. Thank you. Now I'm wondering about the future. The swirl of air pulled in through the throttle body/bodies, is irregular and less predictable. There is a fix, compressed air supercharging. I don't know if it has even been considered for production street cars.
That would seem to be the next big change. Get rid of the throttle body, intake manifold, and intake valve entirely. Inject exactly as much air as is needed.
The intake stroke for vacuum wouldn't matter any more, it would all be provided by the air and fuel injectors. That would fill the chamber with a positive pressure, without the piston creating a vacuum, and without needing a turbo or supercharger to create the compression.
The only valve would be the exhaust valve. That would seem to be a necessary evil, but rotary valves of piezo solenoids may dispose of them too. It wouldn't exhaust needing to complement the intake, it would just exhaust to prep for the next injection cycle.
Like you said though, there's a chance that liquid fuel vehicles will be an artifact of a distant past in 50 years. The only customers for gasoline may be for standby generators and weird old dudes showing off their immaculate antique cars at shows. Those may all be converted to ethanol by then, created in glorified moonshine stills in their garden sheds.
Great video, thank you sir.
Excellent research and scripting. Keep up the brilliant work. Waiting for more maybe about electric drivetrains.
Great video, thanks. My mind has been injected with a large amount of information, now if only my energy and output could increase.
They tried to adapt the Diesel methods to the Gas engines. The two basic Diesel principles were (1) Pump Injectors (2) Separate pump and Injectors. In both cases it was very high fuel pressure (many bar hydraulic) that overcame the injector pintle spring pressure to enable the mist injection. This high pressure "pump" action was mostly fed by an "intermediate" pressure pump, that was different from the actual lift or feed pump. In (1) the metering happened in the injector, in (2) the metering happened in the remote pump. When they converted this technology over to Gasoline, the secondary pressure became the "rail" pressure, which also became the injection pressure. (the "rail" pressure was approximately around the diesel "secondary pump" pressure) In some Gasoline designs (a) the injector pintle and the metering was operated electrically inside the injector, (solenoid) and (b) in some designs electrically inside the pump, and the fuel pressure released to the injector operated the injector pintle. GM initially used the (b) design, and as it turned out was not very reliable, because the "rack" pressure is not actually "positive hydraulic displacement" like it is in the diesel design. (the diesel pintle spring can be very strong and the hydraulic pressure will always crack it) And the Gas injector pintles would get stuck open and stuck closed etc. causing over fueling and underfueling conditions.
History and development
The carburetor was invented by Karl Benz in 1885 and patented in 1886. It was apparently also invented by the Hungarian engineers Janos Csonka and Donát Bánki in 1893. Frederick William Lanchester of Birmingham, England experimented early on with the wick carburetor in cars.
Thank you so much. You are a great professor. 👍
The carburator was invented by Donát Bánki and János Csonka in 1893!