Katerina Swanson
The evolution of fuel injection systems in cars has come a long way, from early industrial engines to aircraft usage during World War II. The first cars to offer electronic fuel injection on a mass-market production scale were built by Chrysler and its subsidiaries in 1958. However, the first electronic fuel injection system was the Bendix Electrojector, which debuted in 1957 in the American Motors Corporation's (AMC) Rambler prototype. This system was later sold to Bosch, who introduced the D-Jetronic fuel injection system in the 1967 Volkswagen 1600 TL. Today, virtually every car in the developed world uses electronically controlled fuel injection, showcasing the significant advancements in automotive technology over the years.
| Characteristics | Values |
|---|---|
| Year | 1958 |
| Brand | Chrysler |
| Models | 300D, DeSoto Adventurer, Dodge D-500, Plymouth Fury |
| System | Electrojector |
| Technology | Injection pulse generation |
| Technology Provider | Bendix |
| Technology Buyer | Chrysler |
| Technology Developer | Bosch |
| Technology Name | D-Jetronic |
| Technology Debut | 1967 |
| Technology Debut Model | Volkswagen 1600 TL |
| Technology Type | Speed/Density System |
| Technology Function | Used engine speed and intake manifold air density to calculate the amount of fuel to be injected |
| Technology Users | Mercedes-Benz, Porsche, Citroën, Saab, Volvo, Jaguar |
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What You'll Learn
- The Bendix Electrojector was the first commercially available EFI system
- The Electrojector was first introduced by Chrysler in 1958
- The first electronic fuel injection system by Bosch was called D-Jetronic
- The D-Jetronic was first introduced on the VW 1600 TL in 1967
- The first mass-market configuration was the Bosch unit in 1955 Mercedes-Benz 300SLs
The Bendix Electrojector was the first commercially available EFI system
The Bendix Electrojector was the first commercially available electronic fuel injection (EFI) system. It was offered by the American Motors Corporation (AMC) in 1957 for its Rambler Rebel. However, the Rambler equipped with the Electrojector technology never went into production due to issues with cold-weather starting.
The Bendix Electrojector was the brainchild of Robert W. Sutton, assistant chief engineer of fuel systems engineering at the Bendix Eclipse Machine Division in Elmira, New York. Sutton was an aviation enthusiast, and the injection system was influenced by recent developments in aircraft fuel systems. Experiments began in 1953, and vehicles with prototype EFI systems were on the road in 1955. By 1955-56, Bendix was advertising the Electrojector in trade journals and promoting it in workbench magazines.
The Bendix Electrojector's circuitry was analog rather than digital as microprocessors and IC chips did not exist at the time. The system featured a high-pressure electric pump submerged in the fuel tank, a common-rail fuel distribution circuit, a central control unit, a throttle body, and a solenoid-operated fuel injector for each cylinder. The "electronic" aspect of the Electrojector system was its injection pulse generation, which came from an injection pulse generator that rotated in sync with the ignition distributor. The injection pulse was then converted into a correct injection signal for each fuel injector.
Despite being a groundbreaking innovation, the Bendix Electrojector had a short life. It was dropped due to its unreliability and primitive design, with only a few dozen cars fitted with the system. The patent rights to the system were eventually bought by Bosch, which developed the similar but more successful D-Jetronic system introduced by Volkswagen in 1967-68.
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The Electrojector was first introduced by Chrysler in 1958
The Electrojector was initially introduced by the American Motors Corporation (AMC) in 1957, but it was Chrysler's adoption of the system in 1958 that brought it to the market. Chrysler offered the Electrojector as an option on several of its models, including the Chrysler 300D, DeSoto Adventurer, Dodge D-500, and Plymouth Fury. However, due to various challenges, only a limited number of these vehicles were produced with the Electrojector system.
The Electrojector system featured a complicated process that utilized a modulator controlled by the intake manifold vacuum to regulate fuel intake. While it offered increased horsepower and improved fuel economy, the system struggled with cold-weather starting and was prone to driveability issues. As a result, many of the vehicles equipped with the Electrojector were later retrofitted with standard carburetors.
Despite its shortcomings, the Electrojector played a pivotal role in the development of modern fuel injection systems. It inspired subsequent advancements, such as the Bosch Jetronic electronic fuel injection system, which built upon the foundation laid by the Electrojector. The Bosch Jetronic system, introduced in 1968, incorporated refinements like feedback fuel control and digital processing, bringing the industry closer to the advanced engine control systems we know today.
In conclusion, the introduction of the Electrojector by Chrysler in 1958 was a groundbreaking moment in automotive history. While the system had its limitations, it paved the way for the widespread adoption of electronic fuel injection and contributed to the ongoing advancements in engine technology that continue to this day.
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The first electronic fuel injection system by Bosch was called D-Jetronic
The D-Jetronic system was a significant improvement over the Electrojector, offering constant pressure fuel delivery to the injectors and pulsed injections. While the injections were grouped rather than sequential, this was still a notable advancement over the previous system. The D-Jetronic system was widely adopted by European automakers, including Citroën, Saab, Volkswagen, Mercedes-Benz, Volvo, and Jaguar. These manufacturers also went on to adopt the subsequent K-Jetronic and L-Jetronic systems developed by Bosch.
The K-Jetronic system, introduced by Bosch in 1974, was a mechanical fuel injection system that was widely used in VW and Porsche applications. It featured a recirculating fuel system and a roller cell pump with 3 fuel ports at one end. The pumping part could be dismantled, although the motor could not. The K-Jetronic system was known for its long pump life and increased resistance to cavitation.
The L-Jetronic system, also introduced by Bosch in 1974, was the first electronic fuel injection system to meter fuel based on directly measuring airflow into the engine. It built upon the K-Jetronic system by introducing ceramic components inside the pump chamber, further improving pump life and resistance to cavitation. The L-Jetronic system was heavily used in 1980s-era European cars, and its technology was licensed to other manufacturers, leading to similar fuel injection systems being produced for Asian car manufacturers.
In conclusion, the first electronic fuel injection system by Bosch, the D-Jetronic, played a pivotal role in the evolution of fuel injection technology. It built upon the foundation laid by the Bendix Electrojector and paved the way for the subsequent K-Jetronic and L-Jetronic systems. These advancements ultimately led to the widespread adoption of electronic fuel injection in automobiles, with virtually every car in the developed world now utilising this technology.
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The D-Jetronic was first introduced on the VW 1600 TL in 1967
The first electronic fuel injection system, known as the D-Jetronic, was introduced by Bosch in 1967. The Volkswagen 1600 TL was the first car to feature this groundbreaking technology, marking a significant milestone in the evolution of fuel injection systems.
The D-Jetronic system represented a notable advancement in automotive engineering. It built upon earlier attempts at fuel injection, such as the Bendix Electrojector, which debuted in 1957 as the world's first electronic fuel injection system. However, the Electrojector suffered from various issues, including problems with cold-weather starting and complex settings that made it challenging for contemporary mechanics to adjust accurately.
By the time the D-Jetronic was introduced, Bosch had refined the technology significantly. The system offered improved efficiency and user-friendliness compared to its predecessors. It utilised electronic monitoring and calibration to precisely control the air-fuel mixture, resulting in enhanced performance and reduced emissions.
The D-Jetronic's debut in the VW 1600 TL was just the beginning of its widespread adoption. Soon, it was featured in various other cars from multiple brands, including Mercedes-Benz, Porsche, Citroën, Saab, and Volvo. This marked the beginning of the dominance of electronic fuel injection, which gradually replaced the carburetor as the standard in automotive fuel delivery systems.
The success of the D-Jetronic system paved the way for further advancements in fuel injection technology. Bosch introduced the K-Jetronic and L-Jetronic systems in 1974, which remained in use until the mid-1990s. Today, all cars are fitted with electronically controlled fuel injection, showcasing the enduring impact of the pioneering D-Jetronic system first introduced in the VW 1600 TL.
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The first mass-market configuration was the Bosch unit in 1955 Mercedes-Benz 300SLs
The first mass-market configuration of electronic fuel injection was the Bosch unit in the 1955 Mercedes-Benz 300SL. This was a significant milestone in the history of automotive engineering and marked the beginning of the end for carbureted engines.
The Bosch unit in the Mercedes-Benz 300SL offered several advantages over traditional carbureted engines. Firstly, it provided more precise control over the air-fuel mixture, resulting in improved fuel efficiency and reduced emissions. This was achieved through electronic monitoring and calibration, which allowed for the precise metering of fuel delivered to the engine. Secondly, the Bosch unit was more reliable and required less frequent adjustments and maintenance than carbureted engines, which relied on mechanical means to mix fuel and air.
The development of electronic fuel injection was a gradual process, with several companies making important contributions. In the early 1950s, Bendix Aviation, an American corporation, began working on an electronic fuel injection system, known as the Electrojector. This system was first introduced by the American Motors Corporation (AMC) in their 1957 Rambler prototype. However, due to issues with cold-weather starting, the Rambler equipped with the Electrojector never went into full production.
In 1958, Chrysler and its subsidiaries became the first to offer electronic fuel injection on a mass-market production scale with the introduction of the Electrojector system in their 300D, DeSoto Adventurer, Dodge D-500, and Plymouth Fury models. However, the Electrojector system had its limitations, including primitive electronics and complex settings that required specialised technical knowledge to adjust. As a result, Chrysler dropped the Electrojector after just one model year, and the patent rights were eventually sold to Bosch.
Bosch then developed the Electrojector system further, introducing the D-Jetronic fuel injection system in 1967, which was first seen in the Volkswagen 1600 TL. This system soon appeared in various other cars from brands such as Mercedes-Benz, Porsche, Citroën, Saab, and Volvo. Bosch's D-Jetronic system built upon the foundation laid by the Electrojector, improving its performance and marketability.
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Frequently asked questions
The first car to use electronic fuel injection was the 1957 Rambler V-8 by AMC. However, due to issues with cold-weather starting, the car never went into production.
The first car to offer electronic fuel injection to the public was the 1958 Chrysler 300D.
Early electronic fuel injection systems were primitive and expensive. They suffered from issues such as wax-paper-wrapped capacitors failing due to temperature and humidity changes, and AM radio station transmitter signals causing unexpected revving.
