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Flow diesel fuel injectors

Bosch superseded the D-Jetronic system with the K-Jetronic and L-Jetronic systems for 1974, though some cars (such as the Volvo 164) continued using D-Jetronic for the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. 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.
simple and reliable, and they were thermally efficient.
1973.


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air rushing through it to add the fuel to the airstream.
An automatic choke is replaced following these steps:


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Depending on the type of choke system, you can use a carburetor choke cleaner spray to clean and free up mechanical parts. Don’t spray any electronic parts with this stuff. How can you tell the difference? If in doubt, wires leading to a part identify it as electrical.
ECU daughter card - engine speed correction and start enrichment
Rebels had two transmission choices. Technically, standard equipment was a three-speed manual with a column-mounted shifter. However, overdrive (priced at $108.50) was installed on all manual-transmission cars built. Optional was General Motors's excellent Hydra-Matic transmission. The standard rear-axle ratio with the stick was 4.10:1; the autobox came with 3.15:1 gears. A 4.44:1 gearset was optional for cars equipped with the manual transmission.


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initial cost
Cold Starting: When the engine is cold, additional fuel is required for starting due to poor mixing and condensation of the A/F mixture on cold intake, cylinder, and piston surfaces. The ECU senses the cold start with the engine temperature sensor, TS2, and provides additional fuel when cranking. At temperatures below 32 deg. F ("Cold-Cold Start") , a separate thermo-switch and cold-start valve (CSV) in the intake manifold are activated. This injector sprays a fine mist of fuel into the intake system that mixes better with the cold air than the injector spray, and helps make cold starting easier. Some later D-Jetronic systems used a thermo-time switch which limited the duration the CSV would remain open, to prevent flooding and spark plug fouling.


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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. 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.
Presented only as four-door hardtop, the Rebel was instantly identifiable by its special silver paint and unique gold-anodized side spear. Custom interior trim was included, and every Rebel came with a long list of standard equipment. This included wheel discs, wide whitewall tires, reclining seats with foam cushions, electric clock, radio with decklid antenna (rather than front-fender antenna found on other Ramblers), Weather-Eye heater, back-up lights, adjustable shock absorbers, stabilizer bar, dual exhausts, and more. With a base price of $2,786, it was a very impressive package.
modern boilers, usage of injectors for chemical dosing is not possible due to their limited outlet pressures.


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or kerosene<>]. Fuel injection was in widespread commercial use in diesel engines by the mid-1920s. Because of its
In our November 16, 2006 newsletter, we reported that the display of a digital dose in the window of the LANTUS


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a favorite in the aforementioned competition trials in which essentially wide-open throttle operation was
Alfa Romeo tested one of the very first electric injection systems (Caproni-Fuscaldo) in Alfa Romeo 6C2500 with
A choke has a strangle-hold on the carburetor. Pretty graphic, huh? The choke limits the amount of air going into the carburetor. Why? Because as a car starts, it needs a richer (more fuel, less air) mixture than when it’s tooling along the highway. The automatic choke system knows that the car’s engine isn’t warm enough yet (because it’s measuring the temperature of the exhaust gas), so it uses a butterfly valve to keep some of the air from flowing into the carburetor. A butterfly valve is a shaft with a “wing” on each side that chokes or blocks air flow through the carburetor’s throat when the shaft is turned. This butterfly doesn’t fly, however, and it isn’t very pretty. How do you know whether your car’s carburetor choke isn’t working? Common sense. Is your car “cold-blooded” and difficult to keep running the first time it’s started? Among other things, the automatic choke might not be working automatically. Some cars get help from a vacuum or electric assistant that reduces excessive choking. Sounds gruesome, doesn’t it? If your car sends out black exhaust smoke when it starts, the automatic choke’s assistant is probably not working.


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NOTE: The discussion here is limited to constant fuel pressure, multi-port, pulsed injection systems.
maintenance cost


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Earlier systems, relying on crude injectors, often injected into a sub-chamber shaped to swirl the compressed air and improve combustion; this was known as indirect injection. However, it was less thermally efficient than the now universal direct injection in which initiation of combustion takes place in a depression (often toroidal) in the crown of the piston.
pens or cartridges are used as floor stock “vials” from which to obtain insulin doses for multiple patients using a
reliability


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into the boiler. The injector consisted of a body containing a series of three or more nozzles, "cones" or "tubes".
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creates a low pressure zone that draws in and entrains a suction fluid. After passing through the throat of the
in the B-29 Superfortress.
Fuel-injection systems are complex. Tackle repair at your own risk. They can be repaired successfully by mechanically inclined car owners with a good service manual and the right tools. Really they can. Plan on spending some time scratching your head, however. A well-written service manual with lots of illustrations specific to your car’s engine really makes the job easier. Fuel injectors should last about 50,000 miles, and other parts in the system should last about twice as long.


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The functional objectives for fuel injection systems can vary. All share the central task of supplying fuel to the combustion process, but it is a design decision how a particular system will be optimized. There are several competing objectives such as:
The use of injectors (or ejectors) in various industrial applications has become quite common due to their relative simplicity and adaptability. For example:


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The D-Jetronic system developed by Bosch in the early 1960's was the first mass-production electronic fuel injection system. It was primarily based on patents that Bosch licensed from the Bendix corporation. Bendix developed the basic idea of using an inductive element coupled to manifold vacuum as a component in a loop circuit ("multivibrator") to develop the basic injection pulse width. The system was first used on the 1967 VW Type 3 motors. Bosch continued development of the system, and it was last used in the D-Jetronic form in about 1976. Variants of D-Jetronic were used by other manufacturers (Ford, Toyota, etc.) for many years, and various forms of "speed-density" injection systems similar to D-Jetronic are still in use today. Bosch developed many more types of electronic fuel injection after D-Jetronic (L-Jetronic, K-Jetronic, etc.) that had improved characteristics, and still is a dominant force in fuel injection systems today.
steady supply of clean gasoline. That's why the fuel filter is so important to your fuel injectors--even a tiny
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A system similar to the Bosch inline mechanical pump was built by SPICA for Alfa Romeo, used on the Alfa Romeo
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aforementioned Mercedes-Benz 300SL or the Gutbrod in 1953.) The highest performance version of the fuel injected
air rushing through it to add the fuel to the airstream.
fully optimize all criteria simultaneously. In practice, automotive engineers strive to best satisfy a customer's


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MPS - Full load enrichment
To replace a fuel pump, follow these steps:


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You have options. Sometimes, all your car needs is an adjustment or two. Because your carburetor is a mechanical device, you can rebuild it for less money than it costs to buy a rebuilt or new one. Or you can whip out your wallet and plunk your money down for a new one, but before you do, make sure you’ve considered the other options. Is rebuilding a carburetor difficult? Not particularly. In fact, the most difficult part may be selecting the right parts from the carburetor rebuild kit. These kits, available at auto parts stores for nearly all carburetors, are typically sold for more than one carburetor model. That means you’re going to have some parts left over when you’re done (leftovers are okay in this case). Instructions in these kits are generic, too. One solution to this problem is to stay away from the low-price leaders at automotive superstores. If you’re going to rebuild your car’s carburetor, get a kit from the dealer’s parts department or the original equipment manufacturer (OEM). It costs more, but it saves you time-and time is money.A carburetor is replaced following these steps:
In contrast to an EFI system, a carburetor directs the induction air through a venturi, which generates a minute difference in air pressure. The minute air pressure differences both emulsify (premix fuel with air) the fuel, and then acts as the force to push the mixture from the carburetor nozzle into the induction air stream. As more air enters the engine, a greater pressure difference is generated, and more fuel is metered into the engine. A carburetor is a self-contained fuel metering system, and is cost competitive when compared to a complete EFI system.
UPDATE: The USPTO has changed its URL format since I first wrote this document. To avoid issues in the future with changing URL's, I'm only going to list the base URL for the USPTO search page below:


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Since the nature of fuel injection dispenses fuel in discrete amounts, and since the nature of the 4-stroke engine has discrete induction (air-intake) events, the ECU calculates fuel in discrete amounts. In a sequential system, the injected fuel mass is tailored for each individual induction event. Every induction event, of every cylinder, of the entire engine, is a separate fuel mass calculation, and each injector receives a unique pulse width based on that cylinder's fuel requirements.
compression stroke, then ignited with a spark plug. They are often started on gasoline and then switched to diesel


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diagnostic capability
carburetor relies on a restrictive venturi to create a local air pressure difference, which forces the fuel into
The three elemental ingredients for combustion are fuel, air and ignition. However, complete combustion can only occur if the air and fuel is present in the exact stoichiometric ratio, which allows all the carbon and hydrogen from the fuel to combine with all the oxygen in the air, with no undesirable polluting leftovers. Oxygen sensors monitor the amount of oxygen in the exhaust, and the ECU uses this information to adjust the air-to-fuel ratio in real-time.


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So what can go wrong with a fuel-injection system? The system is controlled by the electronic control module (ECM) or the computer, which makes all the major decisions. So if the ECM is damaged, problems begin showing up in components it controls, including the fuel-injection system. Fortunately, these things don’t fail very often, especially on newer systems in which the design bugs have been worked out. Unfortunately, when they do go awry, they go extremely awry-and Einstein can’t fix them. The solution then is to have a qualified and honest mechanic (I knew one once, but he died-broke!) test and replace as needed. How can you tell if your car’s fuel-injection system is sick? That’s a toughie. Much depends on the type of fuel-injection system your car has, and whether other causes have been ruled out. Your car’s service manual is the best source for specific ailments and cures, but to understand them, let’s look at typical fuel-injection system repairs.
fuel injection does away with the choke which on carburetor-equipped vehicles must be operated when starting the


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The first commercial electronic fuel injection (EFI) system was Electrojector, developed by the Bendix Corporation and was to be offered by American Motors (AMC) in 1957<>]<>]. 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)<>]. With no Venturi effect or heated carburetor (to help vaporize the gasoline) AMC's EFI equipped engine breathed easier with denser cold air to pack more power sooner and it reached peak torque 500 rpm quicker<>]. The Rebel Owners Manual described the design and operation of the new system<>0]. Initial press information about the Bendix system in December 1956 was followed in March 1957 by a price bulletin that pegged the option at US$395, but due to supplier difficulties, fuel-injected Rebels would only be available after June 15<>1]. This was to have been the first production EFI engine, but Electrojector's teething problems meant only pre-production cars were so equipped: thus, very few cars so equipped were ever sold<>2] and none were made available to the public<>3]. The EFI system in the Rambler was a far more-advanced setup than the mechanical types then appearing on the market and the engines ran fine in warm weather, but suffered hard starting in cooler temperatures<>1].
The electronic fuel injector is normally closed, and opens to inject pressurized fuel as long as electricity is applied to the injector's solenoid coil. The duration of this operation, called the pulse width, is proportional to the amount of fuel desired. The electric pulse may be applied in closely-controlled sequence with the valve events on each individual cylinder (in a sequential fuel injection system), or in groups of less than the total number of injectors (in a batch fire system).
The primary function of any injection system is to control the mass air/fuel (A/F) ratio of a specific engine over all expected operating conditions. The desired A/F value for a specific operating condition depends on the optimization of fuel economy, performance, emissions, and other factors. The parameter that is to be controlled is the mass of fuel to be injected, so the problem is to determine the mass of the air in the cylinder. A "speed-density" system does this by measuring the density of air in the intake manifold (via a pressure or vacuum sensor), correcting for the pumping efficiency of the engine (which is a function of engine speed). The result gives the density of air in the cylinder. If the cylinder volume is known, then the mass of the air in the cylinder can be determined. Since the fuel pressure and flow rate of the injector is also known and constant, the exact pulse duration to deliver a fuel mass needed to produce the desired A/F value can be determined.


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The process of determining the necessary amount of fuel, and its delivery into the engine, are known as fuel metering. Early injection systems used mechanical methods to meter fuel (non electronic, or mechanical fuel injection). Modern systems are nearly all electronic, and use an electronic solenoid (the injector) to inject the fuel. An electronic engine control unit calculates the mass of fuel to inject.
from a vial, these practices may also result in unlabeled syringes of insulin.


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The Venturi effect, a particular case of Bernoulli's principle, applies to the operation of this device. Fluid
In our November 16, 2006 newsletter, we reported that the display of a digital dose in the window of the LANTUS OPTICLIK (insulin glargine <rDNA>) and APIDRA (insulin glulisine <rDNA>) pen injectors could be misread if the pen is held upside down, as a left-handed person might do. For instance, if the pen is oriented incorrectly, a dose that looks like “25” units is actually “52” units, or what appears to be a dose of “21” units is actually “12” units. Digital displays on other pens might cause similar problems.
During the 1960s, other mechanical injection systems such as Hilborn were occasionally used on modified American V8


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An injector is a more complex device containing at least three cones. That used for delivering water to a steam locomotive boiler takes advantage of the release of the energy contained within the latent heat of evaporation to increase the pressure to above that within the boiler.
Intake Air Temperature Sensor - Same part for all D-Jetronic applications.


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To adequately test your car’s rebuilt carburetor, start the car and drive it by your favorite mechanic’s garage, honking.
not necessarily increase an engine's maximum potential output. Increased airflow is needed to burn more fuel, which
ability to accommodate alternative fuels


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For use in producing a vacuum pressure in steam jet cooling systems.
entrained suction fluid may be a gas, a liquid, a slurry, or a dust-laden gas stream.<>]<>]


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Sharp Stewart & Co. of Glasgow. Motive force was provided at the inlet by a suitable high-pressure fluid.
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Fuel pumps use suction to pull fuel from the tank and deliver it to the carburetor or fuel-injection system. Older cars used mechanical fuel pumps that were operated by
For use in producing a vacuum pressure in steam jet cooling systems.
Main article: gasoline direct injection


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