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For something with as simple a purpose as delivering the right amount of fuel to an internal combustion engine, electronic fuel injection remains a cultural flash point for quite a few people in the collector car hobby. To many, the transition from carburetor to EFI marks the transition from classic, DIYable cars to modern vehicles on which regular Joes can’t turn a wrench.
To others, though, EFI simply represents the best method for extracting greater efficiency from an engine.Whatever one’s preference, EFI became a mainstay of automotive engineering 40 years ago, long enough for an entire generation or two of EFI-equipped cars to pass into collectordom.
And as it turns out, many of the people who work on those cars of the Eighties and Nineties and beyond – not to mention restomodders who have taken to adapting EFI to older cars and engines – have found EFI capable of producing powerful engines that retain street manners and even return decent mileage.
Not all EFI systems are created the same, however, and the past few years have seen multiple advances in fuel delivery systems. Here’s what you need to tell the various options apart and to make the most of your particular EFI system.
Gearheads, like much of society, can be slow to embrace change. In the automotive world, advances in technology often mean considerable improvements in performance, and nearly every gearhead can agree that’s an admirable pursuit. But still we resist.
Changes to cylinder head design and camshaft profiles are areas where little input is required from the end user; they’re merely bolted in place and the owner can begin enjoying the benefits almost immediately. Improvements in other areas, such as fuel delivery, can be just as gratifying, but may require more finesse from the installer, or even the services of a tuner who specializes in wringing the last bit of performance from a carburetor.
Throughout much of the history of the internal combustion engine, a carburetor has been tasked with introducing a combustible mixture of air and fuel through an intake tract, and finally to the combustion chamber, where a spark ignites the incoming charge and converts that energy into work through the engine’s pistons, connecting rods, and crankshaft. As engines evolved, so did the manner in which they were fed fuel. But even with design improvements that allowed the carburetor to function in a wide range of conditions, it still remained (as many would refer to it) a calibrated fuel leak
Fuel injection isn’t new. Inventors of the internal combustion engine began toying with the concept in the late 1890s, and by the 1920s fuel injection had become common in diesel truck engines. During WW1 and WWII, aircraft engines employed mechanical fuel injection, as it was less sensitive to g-forces and changes in altitude.
That said, early hot rodders – the pre-WWII lakes runners, circle-track racers, and Indy 500 machines – relied exclusively on carburetor-fed power plants. It’s not that fuel injection was unknown, but there wasn’t a proven injection system that could usurp the traditional float-bowl, venturi-jet devices.
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