Alain G a écrit :Oiseau
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[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 breathed easier with denser cold air to pack more power sooner and it reached peak torque 500 rpm quicker[6]. The Rebel Owners Manual described the design and operation of the new system[10]. 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[11]. 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[12] and none were made available to the public[13]. 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[11].
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 Bosch superseded the D-Jetronic system with the K-Jetronic and L-Jetronic systems for 1974, though some cars (such as the Volvo 164) continued using D-Jetronic for the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_injectionJe parle bien d'injection électronique et non pas mécanique!
Oui oui, moi aussi, j'ignorais qu'ils avaient expérimenté là dessus sur des muscle cars (qu'on n'a jamais vus en Europe) , mais apparemment ça n'a pas été une réussite ce qui ne m'étonne pas car avec l'électronique balbutiante de l'époque, ça ne devait pas être fiable du tout, d'ailleurs après vérification c'était une option et
les voitures équipées n'ont jamais été vendues au public (uniquement sur voitures de course), les voitures vendues au public étaient équipées d'un "four barells carburetor", le montage classique à l'époque...
Ce qui explique pourquoi en Europe l'on n'a utilisé que des injections mécaniques (la kugelfisher , très facile à "bidouiller" avec sa came "patatoïde" de programme d'injection, a été utilisée en compétition jusque dans les années 90!) jusqu'à l'apparition d'une électronique miniaturisée et fiable (bon le boîtier du D jetronic a la taille d'une boîte de sucre et coûtait à l'époque une vraie fortune: je l'ai connu sur ma première voiture, une rare Renault 17 TS injection de 1974...consommation moyenne: 13L/100 pour...108cv (moteur issu de la R16, également utilisé sur Alpine A310 1600cc mais "gonflé" à 130cv)
