You are certainly teaching that younger generation a very very important skill set that will never ever be useless. Fabrication is a field that is extremely valuable to have.
@@chasemartin4450 Because narcissists are not capable of creative fabrication. They would be too busy thinking they were right even tho it doesn’t work
I'm sorry but why would you teach anyone how NOT to do a proven technology? Kinda like teaching someone it's OK to drink acid as long as you have asbestos toilet paper!
@@MeatsackMiracle teaching a younger group how to utilize tools and utilize what they have lying around to achieve something is extremely helpful in life. I've McGuivered my way out of problems so many times which has saved so much money. Understand they are having fun aside from their normal jobs which last I checked isn't a bad thing. Being so anal about it really shows what a dull life you must live...
Imagine doing your apprenticeship under this guys leadership. You're gunna get one of the best auto tech experiences available and finish your qualification with skills far above any stealership parts swapper.
That's what I was just going to say. That should increase fuel pressure by about 10 PSI under full load compared to at idle. Not nearly enough to make this setup to work properly by itself, but it should help a bit.
@@averyalexander2303 you were right i did my research.But yeah at the end of the day he needs a reference for that fuel pressure regulator in order to get it to work smoother
Great experiment, good job guys! Of course you really need to increase the 'ON' time of the injector during acceleration and reduce it during idle. Without any way to do that, the injector will always provide too much fuel at idle (rich) and way too lean at high RPMs. Keeping with a mechanical setup, you can improve this with a fuel pressure regulator with a vacuum port (this responds to engine vacuum to adjust pressure). At idle the throttle plate is mostly closed to give high manifold vacuum, this will connect to the fuel pressure regulator and responds by lowering the fuel pressure. Given the injector is pulsed the same amount, but with less fuel pressure, the result will help correct the rich condition during idle. During higher RPMs, of course the open throttle plate will reduce engine manifold vacuum to almost zero and the fuel pressure regulator will respond by increasing the fuel pressure. Again, assuming the injector pulse width is constant, by increasing the fuel pressure during acceleration will cause an increased fuel flow and help correct for a lean condition at this time...
Do you think my idea would solve your issues ? Big Dan 1 second ago Great video. I wonder if an injector would work through a Mikuni carburetor. Perhaps the slide could control the injector jetting and the carb act as the throttle body. It may atomize better, and feed a 4 cylinder engine with a 1 cylinder fuel supply.
@@normanguzman417 fuel injection doesn't need to becomputer controlled to be called fuel injection. Chevrolet sold a couple corvettes in the 1950s with a fully MECHANICAL port FI system fitted, something German cars have fiddled with for decades as well. This is still TBI.
@Byw That's only because mechanical anything is a bad word these days and we've been dealing with computerized cars for over 30 years. Doesn't change what words mean. TBI is TBI regardless of whether the fuel injection is controlled by a computer, some clever valving, or hacked out of an old points distributor by a bunch of half-drunk russians in a back alley workshop. Your engine is MPI if it has fuel injectors at multiple points along the intake path. MPI is just multi-point injection. It's not CMPI or EMPI, it's just MPI. Multi-Point Injection. Diesel engines going back over a hundred years have MPI on them; any diesel engine with more than one cylinder will have MPI regardless of its age by virtue of how diesel engines function. Even some TBI systems are also MPI; GM had a habit of putting 8 injectors on one throttle body for their V8s in the early 90s before they finally gave up on TBI entirely and put the injectors at the intake ports.
@GGALLIN1776 Coulda swore GM dropped that shit like a bad habit when they switched over to OBD-II in 1996. No matter, those TBI systems are easy fixes when they act up. Just rip the throttle body off, yeet it into the nearest 'art' bin, and install a 2bbl carb + fuel pressure regulator.
I like this sort of "Mad Max" type thing... you never know if the situation might call for a crazy/simple solution. Years ago I put a turbo on my car (a car that is rarely if ever turbo charged) and couldn't replace the injectors to get more fuel but I had not considered at the time adding a 5th auxiliary injector. It was actually fairly common practice on cars with the same engine but I wasn't aware.
your injector pulse is controlled by the distrbutor, so the injector is open the same amount of time for each rotation. so it's rich at idle, and lean at speed. only variation you can really do is pressure. vary it by speed, and you should be able to control mixture %.
indeed, have pulse width vs rpm but no pulse width vs load (manifold pressure). Should have a lambda controller that gives feedback to a fuel pressure regulator or pulse width adjustment (and above that an acceleration enrichment and warmup enrichment)
@@scattkiwiman No need for a "proper" controller. An Atmel micro with a MOSFET and a few other components should do the trick nicely. If it weren't for the, uhm, "current political situation", i'd be able to slap together a circuit and have it send off within a couple of weeks.
If you can do basic electronics, a mosfet and an NE555 set to one-shot mode, triggered by the distributer and pulse length controlled by a variable resistor connected to the throttle input would give you some control of mixture without needing an ECU. On the other hand, it's probably easier to setup an arduino to do the same thing, and would be easy to tune.
Yep, arduino controlling relays/mosfets connected to the injector. Also arduino controlling a pwm servo controlling the throttle body. Encoders detecting rpm, maf detecting airflow to allow for calculations on injection output.
@@DiscoFang I know what war is. I also know who suffers and who profits. I also know you won't get the truth from any mainstream media or social media. I guarantee that every politician bought oil and gas stocks before this happened.
The Chevy 283 CI had a window in the distributor cap so you could adjust the point gap (dwell) while the engine was running, that would have worked well for you! You sure have a great crew, thanks for all you do!
In 1988 ford autralia did this for the EA falcon and called it CPI (centerpoint injection). It was 2 fuel injectors in the center of a throttle body. It wasnt terrible but also no great. It was used until 1992 and succeeded by MPI in the EB falcon. You wont get it running spot on without a computer to change the injector pulse so its going be fine at idle and lean out at revs or flood at idle and be fine in the revs. The points are consistant and when you rev, the points contact is shorter so injector will have shorter pulse when it needs to have longer. Basically, find a method to increase the injector pulse time the faster the engine revs.
"H G" pointed the right direction for a setup like this, needs variable fuel pressure, low for slow, high for fast. a regulator connected to the throttle maybe?
What I would like to see is whether you can run an ordinary standard engine on hydrogen.Otherwise a great channel, and keep up the fun content. Greetings from the Netherlands.
You can't. All the tolerances would need to be much much tighter. Toyota can bearly get it to work with a whole team of engineers on the issue. And even then it BEARLY works
I don't know much about mechanics, but I would say that placing the injector closer to the intake manifold would give better performance since having it as it is at the moment, the air reaches the engine before the fuel diffused by the injector. Using reasoning I would say that the injector closer to the manifold would solve that high rpm performance problem. Cars generally use the injector in each intake port of each cylinder and then the throttle butterfly comes from behind. In cars with single point injection the same rule is followed, with the difference that an injector supplies the 4 cylinders and this is located just before the intake manifold branch. I think the throttle is the correct size. Great video!
add vacuum line to pressure regulator lower pressure at idle and rise at wide open throttle, you need less fuel at idle and more fuel on acceleration, you might need more than just 1 injector
@@loud_n_lowtaco200 Many of the Russian people still support Putin and do not believe that he invaded Ukraine. It is insane how brainwashed and ignorant people can be.
@@genderlessyoutubefanperson yes, Russian media is trying to hide what the government is doing and even the soldiers were told it was just an exercise, and then next thing they know they are on the front lines. Most definitely sad to think they don’t know what effects their own ignorance (not their choice sadly) has on innocent people right now :(
At low RPM the distributor close for more mS the break points, at higher RPM is less mS per revolution. That's why the engine is lean at high RPM (less mS for the injector less fuel) but very rich at idle
They could use the intake manifold with a vacuum switch to connect / disconnect in capacitor across the fuel power supply and ground it should smooth the pulses a little and open the injector a bit longer. Capacitor size would be critical... otherwise it would either be useless or just open up completely at part throttle haha. Instant dragster style fuel injection...
Actually, thinking about it, they should just get rid of the throttle body, tune the pressure to give optimum fuel at max revs and use the clutch as the new throttle. Problem solved.
Very creative. I like the window you added to be able to see the fuel going into the engine. I also found your method of attaching the distributor to the overhead cam very interesting. It makes me wonder if you could take a car with an ECM and downconvert to use a distributor and carbureteur. .
you can people do it all the time. you just have to use a 2 wire electric fuel pump get a carb style intake. on alot of chevy trucks you can swap an old carb intake to a fguel injected motor take out the ecu run a 2 wire pump with 1 wire alternator activated by the same wire as pump an msd ignition box for timing and a separate hei distributor you can make it a carb motor from fuel injection. done it once myself.
that window trick i gota try it for my turbocharged system right in the middle between the intake manifold and pressurised air cleaner downstream from the outlet of the 76-70T so i can see if it's icing up or not and air flow/dirt stoppage ect
@@mattquarles7029 Yes, I think quite many engines designed at or near the carb-to-efi transition era, have bolt-on swappable carb and efi, and manufactured and sold with both versions. For example, Toyota had 4A-F carb engine, and 4A-FE which was same but carb system parts replaced with similarly fitting injection system parts.
@@fastinradfordableloved my 95 TD. Had it running 32psi boost with a manual vacuum valve in the glovebox and the mechanical pump turned up a little😅 problem was after a while it sheared the crank pulley keyway and grenaded the engine. Apparently the TDI pulley is the fix for the older cars. Didnt do that myself but heard other Dub nuts do.
I like that you have more injection events as the rpms increase, but the injector "on" time decreases at the same time. I think you need an accelerator pump feature to squirt fuel when you move the gas pedal. I don't think the throttle body is too big. It's just a matter of incorrect fueling for the amount of air being ingested. A vacuum referenced fuel pressure regulator can also help reduce fuel pressure to lean out the mixture during idle and light cruise but add fuel pressure as rpms increase. Very cool concept and it could work well with a few refinements.
That was a really good one to show that you don’t need an ecu the car will probably run better with one then without but the ecu and all the sensors can brake so you need to find the problem and so on and so on that is a really easy setup to work with!!
Great show as always, I would like to thank the commentator for all your work without you i wouldn't understand a word. Thank you so much and keep up the great work
Awesome job guys! I liked the distributor as fuel timing. I wonder what your fuel pressure was. And maybe have a second pump activated by contact switch off the throttle body to boost the injector at higher rpm. Thanks for sharing.
I'd love to see you turbocharge a fuel injected car, and use an adjustable rising rate fuel pressure regulator, with fuel jet from a nitrous kit to tune for the extra fuel (instead of adjusting the normal fuel injection)
@@ccox7198 I would think the injector would lean out as it revs higher because of the lack of modulation. The faster the revs the shorter the pulse to the injector because it is just a points system.
Should've had a staged setup with an additional 2-3 small injectors that would turn on at different throttle positions. Also, a referenced fuel pressure regulator would probably be useful. What you have currently is, in essence, a GM TBI setup. With the exception that the injector is behind the butterfly instead of in front of it.
Something to remember, with the way you are running the injector, the faster you rev the engine, the shorter the pulse of the injector. This means that you have a long pulse at idle, and a short pulse at rpm. That is why it is flooding at idle and leaning out at rpm. That needs to be flipped somehow. How did you adjust the spark gap? Is there a way you could use the mechanical advance on the distributor to adjust that gap? Short gap at idle, long gap at rpm. Then to get a fuel adjustment, you could perhaps hook the throttle up to that pressure regulator. No throttle, low pressure. Full throttle, high pressure. Both these fixes are fully mechanical, still very cheap, and should make it run a TON better… all this along with a matched throttle body like you stated.
You fellows have such a great time doing what you do ..... and the whole world seems to know it! Thank you for a great channel and great, articulate translations! :)
GM used a system like this called Throttle Body Injection. I had a 84 Corvette that used two of these throttle body injection systems for thre Crossfire Injection. only difference was that the injector mounted in front of the throttle body. In a normal vintage fuel injected car, they use a ECM that is clocked off distributor but then frequency divided so fuel injection pulses twice every cycle. then there is a thermal sensor that changes fuel mixture based on temp. Then There is a throttle position switch along with a Air flow meter, (little flap with variable resistor) that would richen mix with throttle control giving you a even mixture through throttle. lots of cars would also have a vacuum controlled fuel regulator that would increase pressure when there is less intake vacuum. Fuel injection is a neat system especially on the old 70s cars like the Datsun 280z
yes you can there called tbi or trottle body injection , been used on production cars as a cheaper option to mulipoint fuel injection they still use a computer and lambda sonde to measure the fuel ratio you probably need to base the fuelpressure of the manifold vacuum to get it to run ok enough
Add a vacuum line to the distributor and one to the fuel pressure regulator. Line to fuel pressure regulator will adjust the richness at low and high RPM. The line to distributor will adjust the timing for higher RPM or the injector to adjust its firing time. Can't wait to see the follow up video. Gained a new subscriber.
This is the absolute purist form of science if you ask me. When presented with the question of "what happens if....." There is no this would happen because or I think this would happen kind of talk or presumptions of what would happen just "well the only way to find out is to build an experiment and observe! Let's get to building!" You sir I believe that you have found what you have been put on this earth to do. That is using your skills to spread the joy of learning knowledge.
If you feed power to the injector via the power to the coil, you can use this setup on a electronic ignition and you won't have to install a kill switch to keep the injector from firing when the engine is not rotating.
Always stay weird, Garage 54. I love seeing your bizzarre experiments, especially on these old east European cars. I know you sometimes want ideas for odd experiments. The only one I can think of is tires made of Teflon. I suppose you could go to someone who rebuilds heavy truck tires, and give them PTFE power instead of rubber powder.
Do yourself a favor and watch the BBC documentary "The Devil We Know" about the manufacture of Teflon. Be prepared to have nightmares. I highly doubt you'd suggest using such a vile substance if you truly knew how terrible it is for all life on Earth...
When I was working autos back in the early 80s, my Daddy had an 81 Cutlass. I tuned it up and as I adjusted the engine, I looked down in the TBI... and to my surprise there was an enormouse amount of gas being sprayed in the intake, in my opinion. My first thought was, "How in the world does this (3.8) V6 engine,in a 4 door mid-size car, get 26 mpg consistantly!?!?!? Thank YOU for this video.... you have given me a project..... Though I do at this present time have more PROJECTS, than I'll ever accomplish. Magnets! Is one of my projects, which I believe are underestimated.
Fuel injectors take a bit of time to move from closed to open. At lower RPM, it is spending more time open than at higher RPM. Hence the low RPM flooding and high RPM leaning out.
I've been a mechanic for a long time working on a lot of cars I never went to school for it but in my mind I'm thinking that an injector is holding back those PSIs while they have power going to them and the magnets holding the spring loaded ball valve take a lot of force when the explosion occurs as well. So yeah I'm sure it takes a little time for them to open and close even though it's milliseconds
This was a brilliant video and idea. If I were to make this, I'd use 2 injectors instead of one and alternate firing them so that the duty cycle isn't so high. I'd also use the larger injector, and add a needle valve below the throttle body to give you a controlled vacuum leak to set the idle, like a manual idle air control. That might help with the larger injector loading up at idle, but should be irrelevant once the throttle is open. Perhaps the throttle linkage could close the valve so that you aren't leaning out your cruise mixture when vacuum is high.
We had single point injection systems on many British cars, even the humble classic Mini had a single point injection system that squirted into the inlet manifold, Ford Sierra's and Granadas baser models had SPI and Rover cars from the 213 to the 820 had SPI systems too.
This is awesome, would love to see a dual injector setup that uses a centrifugal clutch that allows for a distributor to activate at higher rpm and have another injector fire for the higher rpm. Or maybe I'm off and a better setup for the airflow would work better. I'm sure a smaller less complicated setup would work just fine I bet you could have the distributor run the electrical contact points through that centrifugal clutch in such a way that it activates a second injector at medium rpm and a 3rd at high rpm with very small injectors being able to fine tune air fuel ratios. If not, 3 distributors work too. As another user commented you could use the vacuum pressure to make an increase in gas flow as well and decrease as pressure goes up. I think combining it with this could probably give a really good setup that acts in a more tunable way if a setup was built for it and machined into one single setup. With each injector made to fire at specific rpm range, duration added, and during quick throttle opens more can be made to inject during that to help with throttle feel. It doesn't even need to be much. A psi extra or slightly more at low rpm and medium rpm would work. Maybe high rpm like 4.5k to till max as well for quick high rpm throttle feel?
If You cant control the duration of single injection, You can still control the fuel pressure. Connect the gas pedal with the fuel pressure regulator - this will change the amount of fuel per one injection.
@@jareknowak8712 .... redesign the dist so the vac advance changes the point gap with manifold vacuum. That way you can get longer and shorter duration for pulse width for changing load.
As usual, a great off the wall experiment by a very talented crew with an amazing understanding of what they do! Never fails to entertain and educate! With all that's going on in this world, glad to be able to share a love for crazy car stuff! Keeping you and your crew in my prayers.
@@johndrachenberg2254 The whole situation over there: Their thug president bullying his neighbors and the world, and the sanctions levied against him for it. causing economic problems for the rest of the country. Putin and his cronies deserve that and more, but it seems to be the people who are hit harder.
I really enjoy this stuff here are some of my thoughts, keep up the good work. Some early transistor ignition conversions used the points just to trigger the circuit and the transistor ignition provided a timed ignition pulse at all RPM the pulse would be about 2 thou of a second. This would give a better starting point, same fuel delivery per cycle, then a air bleed to fine tune idle. Something still lacking would be accelerator enrichment. I just went through similar development with a mechanical system I put on my motorcycle, not my invention but a challenging application.
You definitely need something that can control voltage and pulse width to time the injector correctly, as for the pressure regulator they usually rely on vacuum to adjust the delivery and return. A good tinkering experiment for the students no matter what though, so good job 👍
Congratulations on creating a paradox! The engine needs fuel and air to run (generate RPMs)... The injector is hooked up where it only pulses ON (opens) every time the crank (well, cam) makes a full revolution. To increase the RPM, you need more air and fuel, on an upward trending angle... But the fuel rate can't increase until there's more RPMs... But the RPMs can't increase without more fuel... lol But seriously, I like the idea a lot, was interesting! (even though they are just trying to recreate a really crude "Throttle Body Injection" lol) I think where they went wrong is they should've used a DC drill motor and trigger as the "pulse generator" to keep it separate from the engine RPMs. Gas pedal is connected to the drill trigger, giving variable speeds. Of course, matching how much electric motor speed with engine RPM would be the real trick. Right now as it is on this vid, it's running too rich at low RPM, but then starts to lean out and can't make more power. (which he confirms) The reason you have to *go easy on the gas pedal" is because the air:fuel ratio (AFR) is way off and the engine has to catch up once there's more air... But then it leans out to much... etc etc paradox. If they still have access to the open internet, I suggest they lookup 1950s era fuel injection and how they went about tackling the AFR with only mechanical systems... If start by adapting the fueling system from a diesel Lada 🤔
That'll teach me to ramble before I scrolled through a few pages of the comments! lol TBI, mechanical fuel injection, rich-idle/lean-revved... All mentioned! We're a smart enough bunch, I should've known after 3days my thoughts would've already been conveyed! 😁
@@Jedendwa0 The innocent Russian people aren’t tho are they ? They don’t exactly have any control over what’s going on. Keep the amazing content coming Garage 54 . All the best from Scotland 🏴
You just need to invert the signal from the distributor. At lower RPM it has more dwell/on time. At higher RPM you are getting less dwell/on time. This is exactly opposite of what you want. You can do this with transistors or MOSFETs. Invert the injector trigger and it will run perfectly fine. Mechanical Diesels work this way. Throttle input and RPM determine fuel injection.
Get a potentiometer/variable resistor and hook it to the throttle shaft and feed your injector with it. Should raise and lower your fuel imput with the throttle. This should allow you to run a bigger injector to give it enough fuel at higher rpm
With arduino you can adjust injector opening time. Offset from shaft position and opening time depending on rotation. You can make an injection map. A well-written program will have a resolution measured in microseconds, not milliseconds.
hello this is a very nice experiment for fuel injector I really enjoy watching it though at least it's translated many thanks for that 👋 the system i propose uses the alternator indicator lamp to control the fuel injector operation . u can install a relay (with normally closed switch contacts ) it's winding first wire to ingnition switch at ON position terminal (takes +12v from battery via ignition switch ) the other wire connect to alternator regulator output control wire (usually it conects to a 12v lamp and the lamp other wire to +12v battery via ignition switch) the relay is off state it's switch (normally closed contacts) connects to the injector when the car starts up and engine is cranking up the regulator in the alternator starts charging making the relay to turn off it's contacts closes causing the injector to activate . as long as the engine running the relay is off and the injector working . if for any reason the alternator stops working (faulty , snapped belt , front accident.....) the relay activates opening the switch and cutting power from the injector . I hope that helps .
As your country gets shut off from the rest of the planet, every video of yours I fear will be the last I see. I really enjoy your videos, they make me laugh and learn a few things too! The whole situation sucks. Everybody gets hurt, there is no winners. See you on your next video, I hope.
What if you had no timing for injectors? Just throttle position. Have a tiny injector for idle & another tiny injector for above idle. Just on or off. Maybe a third injector at full throttle.
I like your content. You guys are awesome creating such interesting things. Keep doing it, because your knowledge and discoveries are worth to be spread worldwide. We are not politicians, we are completely against the war, we are here to share knowledge and to support the Russians that do not represent what's been happening right now. I hope you guys take care and do not stop recording.
In a diesel injection, excess fuel is piped back to the tank. Injectors are now pop off valves so it only injects when sent a signal. Fuel pressure is regulated by a pressure switch. This is pretty basic and similar to injecting nitrous. I agree a full hydrogen conversion would be a great project.
The injection angle/time should increase with load and RPM, that's not possible with a distributor, so you should increase the fuel pressure using the vacuum in the intake port, behind the throttle body. The distributor is working giving a lot of fuel at low RPM and less at high RPM. Also you should add an O2 sensor in the exhaust system and a hallmeter to know what is happening.
EFI hardware usually monitor three things; RPM (the speed the engine is currently running at), throttle body position (the position that's actuated by the gas pedal) and finally Oxygen sensor usually before the catalytic converter to check if the engine is rich or lean - the computer usually decide when to run a bit rich or not at idle (during cold weather, the engine usually run a bit rich so it can heat up the fluids so they move around a bit better before or during the drive). Otherwise it is actually doable, as in the USA we have the EFI upgrade package for the classic carbureted engines from Edelbrock (they also make rather good aftermarket carburetors).
People in Canada: "I can't drive today, the gas prices are to high." People in R: "we will just do a quick, engine, MFI swap, RWD swap, modify the wheel base to make it shorter, add tank tracks, all a quick days work, no biggy."
Lol awesome work. 2 ways to resolve the issue (possibly) is 2nd injector on a micro switch that triggers on full throttle and maybe 3d print a nozzle for the throttle body to limit the airflow.
Your on time decreases with RPM due to it being a fixed ratio of engine rotation to dwell angle from such a basic set up. Or put another way, you lean out the mixture with RPM.
Yeah. It's kind of operating the opposite of how it needs to right now, too much on time at low RPM, and manifold vacuum increases fuel flow further when it's needed the least. I haven't gotten into old vehicle ignition systems yet, but they did have distributors with RPM based dwell and a vacuum advance / retard right? So you'd be trying to make those work for you, maybe with some sort of fuel pressure regulator to drop pressure quite a bit at high manifold vacuum. Neat concept, it would work in an apocalypse, haha.
@@volvo09 the simplest thing I could think off is to use the distributor to trigger a 555 based timer, and a TPS to vary the control voltage. So a very simple throttle position varies duty cycle set up. Not great, but it would work far better than this set up, and still be super simple
But the injection time also shortens and speed up as RPM goes up. Might be too quick that injector time is too short to actually open up the injector fully I would actually consider this on my experiment...trying to run a small motor with water electrolysis but instead use a 555 timer to modulate injector time (pulse width, can be milliseconds) and frequency (injection operations per second)
@@ruikazane5123 yeah, trying to ask an injector off a multi point set up for a car to fire twice per revolution at high RPM would be asking a lot of it. Alternating between two would probably just about cut it if they had a high enough flow rate.
So the premise is to see if you can replace the carby with single point fuel injection? Yes. Yes you can, a whole host of different makes and cars did it in the 80's.
Absolutely... late 70s early 80s hand them out of the factory called TBI... throttle body injection... and yes I am a retired mechanic... shine a timing light on the fuel stream... you can see the individual sprays
@@jadesmith6823 really not that simple. Especially when right sector is involved. For instance UKR forces dropped a missile on an Azov hq as revenge for them targeting a UKR general. Unless you can understand the history you won't understand what's happening now.
@@jadesmith6823 , rewind to 2014 the neo nazi group called the azov brigade were attacking ethnic Russians in the Donbas region this little war has been going on for eight years , and I. That time the azov brigade has been made a regiment within the Ukraine military, so that is what putin means when he talks about denazifiying Ukraine, it’s a sad state of affairs, and western powers in my opinion did not negotiate or allow more negotiations or want more bit lacklustre , but look who’s in the Whitehouse need I say more , also I find western leaders hypocrites bush and Blair invaded Iraq killing thousands destroying towns , but that has just been swept under the carpet the fact there were no weapons of massive destruction, the hypocrisy is sickening, is Ukraine being in nato worth the blood shed , plus agreements have been broken or they would be if Ukraine joined NATO , just hate seeing women and children fleeing leaving there men behind it very sad .
I had a VW Golf Mk3 with a 1.4 single point injection engine. For a 1.4 it was ridiculously slow (54hp I think). My 1.2 multi point injection corsa had 75hp! It's amazing how much difference a few more injectors can make. (Along with other tweaks obviously).
Putting the throttle body closer to the manifold will likely make it smoother and more power. The air/fuel charge has so much distance to travel to its cylinder where you may only get half of that chagre now essentially. Or if anything better atomization in the cylinders.
You can use a relay between the distributor and injector to shut the injector off when you turn the key off with your ignition source or toggle switch and / or even a oil pressure switch for redundancy.
use a vacum switch instead of the button, engine only produces vacum when its running, we use a single and a dual throttle body injecter assembly simular to this to power our race mowers (fuel injected brigs and strattons) instead of a distro we use a reed switch on the flywheel to read the magnet and fi
This is pretty much the equivalent of an old school Hilborn fuel injection setup, but with one single injector. Multiply that by how many cylinders you have in the car and you have a low budget "gasser" fuel injection. Later edit: i have re-watched the video. You can see that he tries to put a happy face but he is struggling. There are tough times in Russia as well, right now. I fully support Ukraine but I have to feel sorry for the Russian people as well, they are close to powerless in stopping this disaster.
This video would have been recorded months ago. Further Russia is blocking more and more apps so I suspect TH-cam videos out of Russia will cease soon.
G'day Garage54 & BMI, I used to own a 1990 Suzuki Swift GLX, it had the G16B [Single Cam 16V] it had a Single Injector with a Downdraught Throttlebody + Airfilter setup that looked like a Carburettor.
You are certainly teaching that younger generation a very very important skill set that will never ever be useless. Fabrication is a field that is extremely valuable to have.
@@manitoba-op4jx to each is own...
@@manitoba-op4jx Who says you can't do both?
@@chasemartin4450
Because narcissists are not capable of creative fabrication.
They would be too busy thinking they were right even tho it doesn’t work
I'm sorry but why would you teach anyone how NOT to do a proven technology? Kinda like teaching someone it's OK to drink acid as long as you have asbestos toilet paper!
@@MeatsackMiracle teaching a younger group how to utilize tools and utilize what they have lying around to achieve something is extremely helpful in life. I've McGuivered my way out of problems so many times which has saved so much money. Understand they are having fun aside from their normal jobs which last I checked isn't a bad thing. Being so anal about it really shows what a dull life you must live...
Imagine doing your apprenticeship under this guys leadership.
You're gunna get one of the best auto tech experiences available and finish your qualification with skills far above any stealership parts swapper.
"teaching out apprenticeship student how to make a I8 Lada with SPFI and tank tracks"
No problem, we used to call them single point injection systems. You can even regulate the fuel flow mechanically.
It’s called TBI (Throttle Body Injection).
@@applepoop10 In Europe it was called SPI, single point injection
@@1995KML I always new it as single point injection here in the uk.
@@1995KML TBI in America.
GM did this for years even after everyone else went to SFI and MPI.
Try adding a vacuum reference from the inlet manifold to the fuel pressure regulator to increase fuel pressure as you open the throttle.
good idea!
You mean decrease as it will create more vacuum under load
That's what I was just going to say. That should increase fuel pressure by about 10 PSI under full load compared to at idle. Not nearly enough to make this setup to work properly by itself, but it should help a bit.
@@kirilakmadjov8307 Adding a vacuum reference would INCREASE fuel pressure under load. Intake manifold vacuum DECREASES under load.
@@averyalexander2303 you were right i did my research.But yeah at the end of the day he needs a reference for that fuel pressure regulator in order to get it to work smoother
I hope they don't stop broadcasting your channel! Your content is amazing!! Much love from the USA.
I agree 👍
November Alpha Tango Oscar can eat a big long fatty if they do
@@arib515 thanks for the explanation.
@@jwalster9412 He's saying NATO can eat a big.......
@@jwalster9412 it is already explained
Great experiment, good job guys! Of course you really need to increase the 'ON' time of the injector during acceleration and reduce it during idle. Without any way to do that, the injector will always provide too much fuel at idle (rich) and way too lean at high RPMs. Keeping with a mechanical setup, you can improve this with a fuel pressure regulator with a vacuum port (this responds to engine vacuum to adjust pressure). At idle the throttle plate is mostly closed to give high manifold vacuum, this will connect to the fuel pressure regulator and responds by lowering the fuel pressure. Given the injector is pulsed the same amount, but with less fuel pressure, the result will help correct the rich condition during idle. During higher RPMs, of course the open throttle plate will reduce engine manifold vacuum to almost zero and the fuel pressure regulator will respond by increasing the fuel pressure. Again, assuming the injector pulse width is constant, by increasing the fuel pressure during acceleration will cause an increased fuel flow and help correct for a lean condition at this time...
You are very knowledgeable
Do you think my idea would solve your issues ?
Big Dan
1 second ago
Great video. I wonder if an injector would work through a Mikuni carburetor. Perhaps the slide could control the injector jetting and the carb act as the throttle body. It may atomize better, and feed a 4 cylinder engine with a 1 cylinder fuel supply.
Ah, you just described the K-Jetronic :D
I wish they would make a follow up video fixing the leaning issues and we would see a fuel injected high rpm lada
@@teslatrooper85 l jetronic is kinda similar
This is basically Throttle-body Injection (TBI); some early 90s cars had this for a few years.
Except TBI is computer controlled. This is mechanical controlled.
@@normanguzman417 fuel injection doesn't need to becomputer controlled to be called fuel injection. Chevrolet sold a couple corvettes in the 1950s with a fully MECHANICAL port FI system fitted, something German cars have fiddled with for decades as well.
This is still TBI.
@Byw That's only because mechanical anything is a bad word these days and we've been dealing with computerized cars for over 30 years. Doesn't change what words mean. TBI is TBI regardless of whether the fuel injection is controlled by a computer, some clever valving, or hacked out of an old points distributor by a bunch of half-drunk russians in a back alley workshop.
Your engine is MPI if it has fuel injectors at multiple points along the intake path. MPI is just multi-point injection. It's not CMPI or EMPI, it's just MPI. Multi-Point Injection. Diesel engines going back over a hundred years have MPI on them; any diesel engine with more than one cylinder will have MPI regardless of its age by virtue of how diesel engines function.
Even some TBI systems are also MPI; GM had a habit of putting 8 injectors on one throttle body for their V8s in the early 90s before they finally gave up on TBI entirely and put the injectors at the intake ports.
@GGALLIN1776 That's why I stick to carburetted rigs. Computers fucking suck.
@GGALLIN1776 Coulda swore GM dropped that shit like a bad habit when they switched over to OBD-II in 1996. No matter, those TBI systems are easy fixes when they act up. Just rip the throttle body off, yeet it into the nearest 'art' bin, and install a 2bbl carb + fuel pressure regulator.
I like this sort of "Mad Max" type thing... you never know if the situation might call for a crazy/simple solution.
Years ago I put a turbo on my car (a car that is rarely if ever turbo charged) and couldn't replace the injectors to get more fuel but I had not considered at the time adding a 5th auxiliary injector.
It was actually fairly common practice on cars with the same engine but I wasn't aware.
your injector pulse is controlled by the distrbutor, so the injector is open the same amount of time for each rotation.
so it's rich at idle, and lean at speed.
only variation you can really do is pressure.
vary it by speed, and you should be able to control mixture %.
This is exactly the issue. Injector pulse width or pressure needs to be changed with engine speed.
indeed, have pulse width vs rpm but no pulse width vs load (manifold pressure). Should have a lambda controller that gives feedback to a fuel pressure regulator or pulse width adjustment (and above that an acceleration enrichment and warmup enrichment)
Eliminate the vacuum advance?
@@scattkiwiman No need for a "proper" controller. An Atmel micro with a MOSFET and a few other components should do the trick nicely. If it weren't for the, uhm, "current political situation", i'd be able to slap together a circuit and have it send off within a couple of weeks.
vacuum reference fpr would make this run way better. maybe a properly sized injector would ease tuning lol
I own a Lada Niva 2001, with a Rochester TBI model 700, mono injector equipped. No complaints
If you can do basic electronics, a mosfet and an NE555 set to one-shot mode, triggered by the distributer and pulse length controlled by a variable resistor connected to the throttle input would give you some control of mixture without needing an ECU. On the other hand, it's probably easier to setup an arduino to do the same thing, and would be easy to tune.
Yep, arduino controlling relays/mosfets connected to the injector. Also arduino controlling a pwm servo controlling the throttle body. Encoders detecting rpm, maf detecting airflow to allow for calculations on injection output.
@@kennysboat4432so basically a speeduino.
No politics, just the best experiments you could imagine. Amazing videos and narration.
Yeah if only BMI could keep his mouth quite in the comments about it.
War isn't politics.
@@DiscoFang no? What is it? Because it seems like only politicians make money from it.
@@every-istand-ophobe6320 War is death and terror. But that’s an inarticulate understatement.
@@DiscoFang I know what war is. I also know who suffers and who profits. I also know you won't get the truth from any mainstream media or social media. I guarantee that every politician bought oil and gas stocks before this happened.
This guy deserves WAYYY more Subscribers guys lol this guy has been at stuff like this for a long time now!
That was pretty cool. You can get rid of the switch by putting in a relay so when you shut the key off it cuts the power to the injector. Great video.
The Chevy 283 CI had a window in the distributor cap so you could adjust the point gap (dwell) while the engine was running, that would have worked well for you! You sure have a great crew, thanks for all you do!
Thats cool
In 1988 ford autralia did this for the EA falcon and called it CPI (centerpoint injection). It was 2 fuel injectors in the center of a throttle body. It wasnt terrible but also no great. It was used until 1992 and succeeded by MPI in the EB falcon.
You wont get it running spot on without a computer to change the injector pulse so its going be fine at idle and lean out at revs or flood at idle and be fine in the revs. The points are consistant and when you rev, the points contact is shorter so injector will have shorter pulse when it needs to have longer.
Basically, find a method to increase the injector pulse time the faster the engine revs.
"H G" pointed the right direction for a setup like this, needs variable fuel pressure, low for slow, high for fast. a regulator connected to the throttle maybe?
They used cpi in the states too
The 1988 EA falcon also had multi point fuel injection, atleast on the S variant
@@gfalcon1375 yep, and also I believe the fairlanes and fairlane Ghia's. Optional on Fairmont's. I had a Fairmont Ghia with CPI.
Ford USA did this on the 302 in the Crown Victoria.
What I would like to see is whether you can run an ordinary standard engine on hydrogen.Otherwise a great channel, and keep up the fun content. Greetings from the Netherlands.
They've done just about everything including running the car on wood
you absolutely can, it's the same procedure as making it run on propane, you just need to set the air-fuel mixture right
Eens
You can't. All the tolerances would need to be much much tighter. Toyota can bearly get it to work with a whole team of engineers on the issue. And even then it BEARLY works
@@cb6112 the problem is stopping the process fast after engine switch-off. It runs on hydrogen just like on LPG
I don't know much about mechanics, but I would say that placing the injector closer to the intake manifold would give better performance since having it as it is at the moment, the air reaches the engine before the fuel diffused by the injector. Using reasoning I would say that the injector closer to the manifold would solve that high rpm performance problem. Cars generally use the injector in each intake port of each cylinder and then the throttle butterfly comes from behind. In cars with single point injection the same rule is followed, with the difference that an injector supplies the 4 cylinders and this is located just before the intake manifold branch. I think the throttle is the correct size. Great video!
add vacuum line to pressure regulator lower pressure at idle and rise at wide open throttle, you need less fuel at idle and more fuel on acceleration, you might need more than just 1 injector
You can tell you were suffering from all that atomized fuel. Way to be dedicated.👍 Best wishes from the USA. Loving your content for years now.
Don't you really know that the Russian military is killing children and women in Ukraine?
@@Jedendwa0 yes, Russian military. Not Russian people. Russian government is the enemy not the people
@@loud_n_lowtaco200 Many of the Russian people still support Putin and do not believe that he invaded Ukraine. It is insane how brainwashed and ignorant people can be.
@@genderlessyoutubefanperson yes, Russian media is trying to hide what the government is doing and even the soldiers were told it was just an exercise, and then next thing they know they are on the front lines. Most definitely sad to think they don’t know what effects their own ignorance (not their choice sadly) has on innocent people right now :(
@@loud_n_lowtaco200 True, sad but true.
At low RPM the distributor close for more mS the break points, at higher RPM is less mS per revolution.
That's why the engine is lean at high RPM (less mS for the injector less fuel) but very rich at idle
exactly!
They could use the intake manifold with a vacuum switch to connect / disconnect in capacitor across the fuel power supply and ground it should smooth the pulses a little and open the injector a bit longer. Capacitor size would be critical... otherwise it would either be useless or just open up completely at part throttle haha. Instant dragster style fuel injection...
Adjustable Variable rate FPR could resove this.
Don't you really know that the Russian military is killing children and women in Ukraine?
Actually, thinking about it, they should just get rid of the throttle body, tune the pressure to give optimum fuel at max revs and use the clutch as the new throttle. Problem solved.
Brilliant channel, very informative 👍stay safe , Love from the UK .
Very creative. I like the window you added to be able to see the fuel going into the engine. I also found your method of attaching the distributor to the overhead cam very interesting. It makes me wonder if you could take a car with an ECM and downconvert to use a distributor and carbureteur. .
you can people do it all the time. you just have to use a 2 wire electric fuel pump get a carb style intake. on alot of chevy trucks you can swap an old carb intake to a fguel injected motor take out the ecu run a 2 wire pump with 1 wire alternator activated by the same wire as pump an msd ignition box for timing and a separate hei distributor you can make it a carb motor from fuel injection. done it once myself.
that window trick i gota try it for my turbocharged system right in the middle between the intake manifold and pressurised air cleaner downstream from the outlet of the 76-70T so i can see if it's icing up or not and air flow/dirt stoppage ect
@@mattquarles7029 Yes, I think quite many engines designed at or near the carb-to-efi transition era, have bolt-on swappable carb and efi, and manufactured and sold with both versions. For example, Toyota had 4A-F carb engine, and 4A-FE which was same but carb system parts replaced with similarly fitting injection system parts.
I took my drive by wire 1.9 Tdi
And converted it to mechanical pump no computer.
Doesn’t even need a single wire to work
@@fastinradfordableloved my 95 TD. Had it running 32psi boost with a manual vacuum valve in the glovebox and the mechanical pump turned up a little😅 problem was after a while it sheared the crank pulley keyway and grenaded the engine. Apparently the TDI pulley is the fix for the older cars. Didnt do that myself but heard other Dub nuts do.
I like that you have more injection events as the rpms increase, but the injector "on" time decreases at the same time.
I think you need an accelerator pump feature to squirt fuel when you move the gas pedal. I don't think the throttle body is too big. It's just a matter of incorrect fueling for the amount of air being ingested. A vacuum referenced fuel pressure regulator can also help reduce fuel pressure to lean out the mixture during idle and light cruise but add fuel pressure as rpms increase.
Very cool concept and it could work well with a few refinements.
I did not even realize the "on" time thing. You are smart.
Look into the "Speeduino" project. It's an open source ECU that can be built dirt cheap and will run pretty much any motor.
Thx for the info it’ll help me a lot in my project
Yeah Pgm fi that lada and rev it to 7k
Don't you really know that the Russian military is killing children and women in Ukraine?
Pozdrawiam z Polski.
@@Jedendwa0 its a Puttin problem. Not Garage54 or Russians.
That was a really good one to show that you don’t need an ecu the car will probably run better with one then without but the ecu and all the sensors can brake so you need to find the problem and so on and so on that is a really easy setup to work with!!
Great show as always, I would like to thank the commentator for all your work without you i wouldn't understand a word. Thank you so much and keep up the great work
This channel is awesome. Trying crazy shit that others wouldn't lol. Respect!
Awesome job guys! I liked the distributor as fuel timing. I wonder what your fuel pressure was. And maybe have a second pump activated by contact switch off the throttle body to boost the injector at higher rpm. Thanks for sharing.
Or could you connect the fuel pump to an electric rheostat controlled by the gas pedal. Sort of like a light dimmer.
@@inmyopinion6836 simple and elegant!
Great stuff! Another fantastic experiment. Using the old points-type distributor was genius. Cheers from Canada!
I'd love to see you turbocharge a fuel injected car, and use an adjustable rising rate fuel pressure regulator, with fuel jet from a nitrous kit to tune for the extra fuel (instead of adjusting the normal fuel injection)
This is simultaneously hilarious and absolutely genius. Most people will never understand how insanely knowledgeable and smart this guy is.
Brilliant. Single point injection! Works increasable well considering there is no duty cycle modulation on the injector. Thanks G54!
@@ccox7198 I would think the injector would lean out as it revs higher because of the lack of modulation. The faster the revs the shorter the pulse to the injector because it is just a points system.
The duty cycle come from the dwell time from the distributer used to trigger it.
@@cS-nf2dg yes but it's fixed.
One of the best mechanic channels on TH-cam
Should've had a staged setup with an additional 2-3 small injectors that would turn on at different throttle positions. Also, a referenced fuel pressure regulator would probably be useful. What you have currently is, in essence, a GM TBI setup. With the exception that the injector is behind the butterfly instead of in front of it.
Something to remember, with the way you are running the injector, the faster you rev the engine, the shorter the pulse of the injector. This means that you have a long pulse at idle, and a short pulse at rpm. That is why it is flooding at idle and leaning out at rpm. That needs to be flipped somehow. How did you adjust the spark gap? Is there a way you could use the mechanical advance on the distributor to adjust that gap? Short gap at idle, long gap at rpm. Then to get a fuel adjustment, you could perhaps hook the throttle up to that pressure regulator. No throttle, low pressure. Full throttle, high pressure. Both these fixes are fully mechanical, still very cheap, and should make it run a TON better… all this along with a matched throttle body like you stated.
It's good you guys are handy, you'll probably need to be for the next while.
For sure
You fellows have such a great time doing what you do ..... and the whole world seems to know it! Thank you for a great channel and great, articulate translations! :)
This is the guy you want as a neighbor if SHTF as all he needs is two elestic bands and some second hand sellotape to fix anything!
GM used a system like this called Throttle Body Injection. I had a 84 Corvette that used two of these throttle body injection systems for thre Crossfire Injection. only difference was that the injector mounted in front of the throttle body.
In a normal vintage fuel injected car, they use a ECM that is clocked off distributor but then frequency divided so fuel injection pulses twice every cycle. then there is a thermal sensor that changes fuel mixture based on temp. Then There is a throttle position switch along with a Air flow meter, (little flap with variable resistor) that would richen mix with throttle control giving you a even mixture through throttle. lots of cars would also have a vacuum controlled fuel regulator that would increase pressure when there is less intake vacuum. Fuel injection is a neat system especially on the old 70s cars like the Datsun 280z
yes you can there called tbi or trottle body injection , been used on production cars as a cheaper option to mulipoint fuel injection they still use a computer and lambda sonde to measure the fuel ratio
you probably need to base the fuelpressure of the manifold vacuum to get it to run ok enough
AKS Single point Fuels injection.
AKA Center Point Injection
Add a vacuum line to the distributor and one to the fuel pressure regulator. Line to fuel pressure regulator will adjust the richness at low and high RPM. The line to distributor will adjust the timing for higher RPM or the injector to adjust its firing time. Can't wait to see the follow up video. Gained a new subscriber.
Just remembered this channel. Glad you are still uploading! Goofy car build antics is entertainment beyond borders and language
This is the absolute purist form of science if you ask me. When presented with the question of "what happens if....." There is no this would happen because or I think this would happen kind of talk or presumptions of what would happen just "well the only way to find out is to build an experiment and observe! Let's get to building!" You sir I believe that you have found what you have been put on this earth to do. That is using your skills to spread the joy of learning knowledge.
Thanks guys. Another great experiment. Keep up the good work. . All our prayers and hopefully yours too for Ukraine. Keep safe guys.
If you feed power to the injector via the power to the coil, you can use this setup on a electronic ignition and you won't have to install a kill switch to keep the injector from firing when the engine is not rotating.
Always stay weird, Garage 54. I love seeing your bizzarre experiments, especially on these old east European cars.
I know you sometimes want ideas for odd experiments. The only one I can think of is tires made of Teflon. I suppose you could go to someone who rebuilds heavy truck tires, and give them PTFE power instead of rubber powder.
Do yourself a favor and watch the BBC documentary "The Devil We Know" about the manufacture of Teflon. Be prepared to have nightmares. I highly doubt you'd suggest using such a vile substance if you truly knew how terrible it is for all life on Earth...
When I was working autos back in the early 80s, my Daddy had an 81 Cutlass. I tuned it up and as I adjusted the engine, I looked down in the TBI... and to my surprise there was an enormouse amount of gas being sprayed in the intake, in my opinion. My first thought was, "How in the world does this (3.8) V6 engine,in a 4 door mid-size car, get 26 mpg consistantly!?!?!? Thank YOU for this video.... you have given me a project..... Though I do at this present time have more PROJECTS, than I'll ever accomplish. Magnets! Is one of my projects, which I believe are underestimated.
Fuel injectors take a bit of time to move from closed to open. At lower RPM, it is spending more time open than at higher RPM. Hence the low RPM flooding and high RPM leaning out.
❤️😂
I've been a mechanic for a long time working on a lot of cars I never went to school for it but in my mind I'm thinking that an injector is holding back those PSIs while they have power going to them and the magnets holding the spring loaded ball valve take a lot of force when the explosion occurs as well. So yeah I'm sure it takes a little time for them to open and close even though it's milliseconds
true, you need a micro controller with an algo that generates a PWM signal and a crank pos sensor.
This was a brilliant video and idea. If I were to make this, I'd use 2 injectors instead of one and alternate firing them so that the duty cycle isn't so high. I'd also use the larger injector, and add a needle valve below the throttle body to give you a controlled vacuum leak to set the idle, like a manual idle air control. That might help with the larger injector loading up at idle, but should be irrelevant once the throttle is open. Perhaps the throttle linkage could close the valve so that you aren't leaning out your cruise mixture when vacuum is high.
We had single point injection systems on many British cars, even the humble classic Mini had a single point injection system that squirted into the inlet manifold, Ford Sierra's and Granadas baser models had SPI and Rover cars from the 213 to the 820 had SPI systems too.
My Fiesta had it. Worked great.
Same with my old Fiat Cinquecento and Seicento
This is awesome, would love to see a dual injector setup that uses a centrifugal clutch that allows for a distributor to activate at higher rpm and have another injector fire for the higher rpm. Or maybe I'm off and a better setup for the airflow would work better. I'm sure a smaller less complicated setup would work just fine
I bet you could have the distributor run the electrical contact points through that centrifugal clutch in such a way that it activates a second injector at medium rpm and a 3rd at high rpm with very small injectors being able to fine tune air fuel ratios. If not, 3 distributors work too.
As another user commented you could use the vacuum pressure to make an increase in gas flow as well and decrease as pressure goes up. I think combining it with this could probably give a really good setup that acts in a more tunable way if a setup was built for it and machined into one single setup. With each injector made to fire at specific rpm range, duration added, and during quick throttle opens more can be made to inject during that to help with throttle feel. It doesn't even need to be much. A psi extra or slightly more at low rpm and medium rpm would work. Maybe high rpm like 4.5k to till max as well for quick high rpm throttle feel?
Don't you really know that the Russian military is killing children and women in Ukraine?
Pozdrawiam z Polski.
Thats a nice idea!
If You cant control the duration of single injection, You can still control the fuel pressure.
Connect the gas pedal with the fuel pressure regulator - this will change the amount of fuel per one injection.
You absolutely can control the duration of a single injector.... what makes you think you cant?
@@DrewLSsix
You can do it wit ECU.
How to do it without any electronic?
@@jareknowak8712 .... redesign the dist so the vac advance changes the point gap with manifold vacuum. That way you can get longer and shorter duration for pulse width for changing load.
As usual, a great off the wall experiment by a very talented crew with an amazing understanding of what they do! Never fails to entertain and educate! With all that's going on in this world, glad to be able to share a love for crazy car stuff! Keeping you and your crew in my prayers.
It's hard to watch these guys work without thinking about all the silly stuff I wanna try.
Thank you for still doing this Videos even if you probably won't get money from them anymore
They deserve to . It's discrimination if you ask me .
Glad to see this guy still up and going. Not real familiar with where he is, but I hope he's not hit with what's affecting Russia these days.
"hope he's not hit with what's affecting Russia"
affecting Russia
AFFECTING RUSSIA?
@@johndrachenberg2254 The whole situation over there: Their thug president bullying his neighbors and the world, and the sanctions levied against him for it. causing economic problems for the rest of the country. Putin and his cronies deserve that and more, but it seems to be the people who are hit harder.
I really enjoy this stuff here are some of my thoughts, keep up the good work.
Some early transistor ignition conversions used the points just to trigger the circuit and the transistor ignition provided a timed ignition pulse at all RPM the pulse would be about 2 thou of a second. This would give a better starting point, same fuel delivery per cycle, then a air bleed to fine tune idle. Something still lacking would be accelerator enrichment. I just went through similar development with a mechanical system I put on my motorcycle, not my invention but a challenging application.
can u share with us more about the system that you put on your motorcycle? do you have a video about it?
I'm glad to see you guys haven't been "canceled" by youtube over the whole Russia thing. Love you guys. Keep up the good work!
You definitely need something that can control voltage and pulse width to time the injector correctly, as for the pressure regulator they usually rely on vacuum to adjust the delivery and return. A good tinkering experiment for the students no matter what though, so good job 👍
Awesome vid! Greetings from Ukraine!
Congratulations on creating a paradox!
The engine needs fuel and air to run (generate RPMs)...
The injector is hooked up where it only pulses ON (opens) every time the crank (well, cam) makes a full revolution.
To increase the RPM, you need more air and fuel, on an upward trending angle... But the fuel rate can't increase until there's more RPMs... But the RPMs can't increase without more fuel... lol
But seriously, I like the idea a lot, was interesting! (even though they are just trying to recreate a really crude "Throttle Body Injection" lol)
I think where they went wrong is they should've used a DC drill motor and trigger as the "pulse generator" to keep it separate from the engine RPMs. Gas pedal is connected to the drill trigger, giving variable speeds. Of course, matching how much electric motor speed with engine RPM would be the real trick.
Right now as it is on this vid, it's running too rich at low RPM, but then starts to lean out and can't make more power. (which he confirms)
The reason you have to *go easy on the gas pedal" is because the air:fuel ratio (AFR) is way off and the engine has to catch up once there's more air... But then it leans out to much... etc etc paradox.
If they still have access to the open internet, I suggest they lookup 1950s era fuel injection and how they went about tackling the AFR with only mechanical systems... If start by adapting the fueling system from a diesel Lada 🤔
That'll teach me to ramble before I scrolled through a few pages of the comments! lol
TBI, mechanical fuel injection, rich-idle/lean-revved... All mentioned!
We're a smart enough bunch, I should've known after 3days my thoughts would've already been conveyed! 😁
I really like watching your videos and hope all is well with you and yours. Take care be safe and keep the great content coming.
Don't you really know that the Russian military is killing children and women in Ukraine?
Pozdrawiam z Polski.
@@Jedendwa0 The innocent Russian people aren’t tho are they ? They don’t exactly have any control over what’s going on. Keep the amazing content coming Garage 54 . All the best from Scotland 🏴
@@Jedendwa0 Way to discriminate. I suppose you think all Muslims are terrorists too.
@@Jedendwa0
You just need to invert the signal from the distributor. At lower RPM it has more dwell/on time. At higher RPM you are getting less dwell/on time. This is exactly opposite of what you want.
You can do this with transistors or MOSFETs. Invert the injector trigger and it will run perfectly fine. Mechanical Diesels work this way. Throttle input and RPM determine fuel injection.
@Tiporari where would you connect the resistors? Would regulating voltage on the injector help
Get a potentiometer/variable resistor and hook it to the throttle shaft and feed your injector with it. Should raise and lower your fuel imput with the throttle. This should allow you to run a bigger injector to give it enough fuel at higher rpm
That would call for a variable potentiometer-controlled PWM generator hooked to a MOSFET that will open and close the injector.
With arduino you can adjust injector opening time. Offset from shaft position and opening time depending on rotation. You can make an injection map. A well-written program will have a resolution measured in microseconds, not milliseconds.
💙💛💙💛💙Ukraine!💛💙💛💙💛
hello this is a very nice experiment
for fuel injector I really enjoy watching it though at least it's translated many thanks for that 👋
the system i propose uses the alternator indicator lamp to control the fuel injector operation .
u can install a relay (with normally closed switch contacts )
it's winding first wire to ingnition switch at ON position terminal (takes +12v from battery via ignition switch )
the other wire connect to alternator regulator output control wire
(usually it conects to a 12v lamp
and the lamp other wire to +12v
battery via ignition switch)
the relay is off state it's switch (normally closed contacts) connects to the injector when the car starts up and engine is cranking up the regulator in the alternator starts charging
making the relay to turn off it's contacts closes causing the injector to activate . as long as the engine running the relay is off and the injector working .
if for any reason the alternator stops working (faulty , snapped belt , front accident.....) the relay activates opening the switch and cutting power from the injector .
I hope that helps .
As your country gets shut off from the rest of the planet, every video of yours I fear will be the last I see. I really enjoy your videos, they make me laugh and learn a few things too! The whole situation sucks. Everybody gets hurt, there is no winners. See you on your next video, I hope.
The guys at GM did this in the 90's. It was just an injector over the throttle plate.
What if you had no timing for injectors? Just throttle position. Have a tiny injector for idle & another tiny injector for above idle. Just on or off.
Maybe a third injector at full throttle.
what about making a opposed piston engine? slaping two blocks against each other and some adapter between them and seeing how it will behave
I like your content. You guys are awesome creating such interesting things. Keep doing it, because your knowledge and discoveries are worth to be spread worldwide. We are not politicians, we are completely against the war, we are here to share knowledge and to support the Russians that do not represent what's been happening right now. I hope you guys take care and do not stop recording.
In a diesel injection, excess fuel is piped back to the tank. Injectors are now pop off valves so it only injects when sent a signal. Fuel pressure is regulated by a pressure switch. This is pretty basic and similar to injecting nitrous. I agree a full hydrogen conversion would be a great project.
The injection angle/time should increase with load and RPM, that's not possible with a distributor, so you should increase the fuel pressure using the vacuum in the intake port, behind the throttle body.
The distributor is working giving a lot of fuel at low RPM and less at high RPM.
Also you should add an O2 sensor in the exhaust system and a hallmeter to know what is happening.
EFI hardware usually monitor three things; RPM (the speed the engine is currently running at), throttle body position (the position that's actuated by the gas pedal) and finally Oxygen sensor usually before the catalytic converter to check if the engine is rich or lean - the computer usually decide when to run a bit rich or not at idle (during cold weather, the engine usually run a bit rich so it can heat up the fluids so they move around a bit better before or during the drive). Otherwise it is actually doable, as in the USA we have the EFI upgrade package for the classic carbureted engines from Edelbrock (they also make rather good aftermarket carburetors).
People in Canada: "I can't drive today, the gas prices are to high."
People in R: "we will just do a quick, engine, MFI swap, RWD swap, modify the wheel base to make it shorter, add tank tracks, all a quick days work, no biggy."
Or we will invade ukraine...
Lol awesome work. 2 ways to resolve the issue (possibly) is 2nd injector on a micro switch that triggers on full throttle and maybe 3d print a nozzle for the throttle body to limit the airflow.
Your on time decreases with RPM due to it being a fixed ratio of engine rotation to dwell angle from such a basic set up.
Or put another way, you lean out the mixture with RPM.
Yeah. It's kind of operating the opposite of how it needs to right now, too much on time at low RPM, and manifold vacuum increases fuel flow further when it's needed the least.
I haven't gotten into old vehicle ignition systems yet, but they did have distributors with RPM based dwell and a vacuum advance / retard right? So you'd be trying to make those work for you, maybe with some sort of fuel pressure regulator to drop pressure quite a bit at high manifold vacuum.
Neat concept, it would work in an apocalypse, haha.
@@volvo09 the simplest thing I could think off is to use the distributor to trigger a 555 based timer, and a TPS to vary the control voltage. So a very simple throttle position varies duty cycle set up.
Not great, but it would work far better than this set up, and still be super simple
But the injection time also shortens and speed up as RPM goes up. Might be too quick that injector time is too short to actually open up the injector fully
I would actually consider this on my experiment...trying to run a small motor with water electrolysis but instead use a 555 timer to modulate injector time (pulse width, can be milliseconds) and frequency (injection operations per second)
@@ruikazane5123 yeah, trying to ask an injector off a multi point set up for a car to fire twice per revolution at high RPM would be asking a lot of it. Alternating between two would probably just about cut it if they had a high enough flow rate.
Don't you really know that the Russian military is killing children and women in Ukraine?
Pozdrawiam z Polski.
Awesome hack I guess this highlights the importance of pulse width modulation of injectors, very interesting
can your next video be
"replacing Ukraine invasion with Peace"
That worked exceptionally well given the colder temperatures it was running in. Great video.
Hope everyone is having a great evening! Enjoy the video.
@@razvi01 goodbye
So the premise is to see if you can replace the carby with single point fuel injection? Yes. Yes you can, a whole host of different makes and cars did it in the 80's.
nice to see some sanity coming out of Russia
Avoiding the politics of - ANY, country..... Keeps ones sanity! js lol
Absolutely... late 70s early 80s hand them out of the factory called TBI... throttle body injection... and yes I am a retired mechanic... shine a timing light on the fuel stream... you can see the individual sprays
All you’re content is brilliant, all the best from uk 🇬🇧
What is your view on Russia verses Ukraine?
@@jadesmith6823 the west have alot to answer for this should never have happened.
@@jadesmith6823 really not that simple. Especially when right sector is involved. For instance UKR forces dropped a missile on an Azov hq as revenge for them targeting a UKR general. Unless you can understand the history you won't understand what's happening now.
@@jadesmith6823 , rewind to 2014 the neo nazi group called the azov brigade were attacking ethnic Russians in the Donbas region this little war has been going on for eight years , and I. That time the azov brigade has been made a regiment within the Ukraine military, so that is what putin means when he talks about denazifiying Ukraine, it’s a sad state of affairs, and western powers in my opinion did not negotiate or allow more negotiations or want more bit lacklustre , but look who’s in the Whitehouse need I say more , also I find western leaders hypocrites bush and Blair invaded Iraq killing thousands destroying towns , but that has just been swept under the carpet the fact there were no weapons of massive destruction, the hypocrisy is sickening, is Ukraine being in nato worth the blood shed , plus agreements have been broken or they would be if Ukraine joined NATO , just hate seeing women and children fleeing leaving there men behind it very sad .
@@darthweeble7817 so who is physically there?
I had a VW Golf Mk3 with a 1.4 single point injection engine. For a 1.4 it was ridiculously slow (54hp I think). My 1.2 multi point injection corsa had 75hp! It's amazing how much difference a few more injectors can make. (Along with other tweaks obviously).
The double barrel carburettor Ford Orion, 1.4 cvh engine have 75hp
I thought those VW had similar power output
@@SandStormPower Nah they were very low for the engine size. Just checked, it was 59hp.
Good men like you guys don't need to be dragged into another pointless war. You guys deserve a better leader than Putin. 🌻
Putting the throttle body closer to the manifold will likely make it smoother and more power. The air/fuel charge has so much distance to travel to its cylinder where you may only get half of that chagre now essentially. Or if anything better atomization in the cylinders.
Can you replace Putin with a decent lieder ?
You can use a relay between the distributor and injector to shut the injector off when you turn the key off with your ignition source or toggle switch and / or even a oil pressure switch for redundancy.
I've been asking for a pulse jet on a lightweight Lada for 3 years...............maybe this is this year.
use a vacum switch instead of the button, engine only produces vacum when its running, we use a single and a dual throttle body injecter assembly simular to this to power our race mowers (fuel injected brigs and strattons) instead of a distro we use a reed switch on the flywheel to read the magnet and fi
Much love for the Russian people! No love for evil Putin! Keep putting good into the world G54.
You guys are badass. With the crazy stuff you come up with. Keep up the awesome videos
This is pretty much the equivalent of an old school Hilborn fuel injection setup, but with one single injector. Multiply that by how many cylinders you have in the car and you have a low budget "gasser" fuel injection. Later edit: i have re-watched the video. You can see that he tries to put a happy face but he is struggling. There are tough times in Russia as well, right now. I fully support Ukraine but I have to feel sorry for the Russian people as well, they are close to powerless in stopping this disaster.
This video would have been recorded months ago. Further Russia is blocking more and more apps so I suspect TH-cam videos out of Russia will cease soon.
This was fun to watch. Best wishes from the USA. Keep up the fun projects.
notification squad, Have a nice weekend guys!🔥🔥🔥
G'day Garage54 & BMI,
I used to own a 1990 Suzuki Swift GLX, it had the G16B [Single Cam 16V] it had a Single Injector with a Downdraught Throttlebody + Airfilter setup that looked like a Carburettor.