Due to the chip shortage and increasingly advanced and more often electrically powered models, it is currently one hot item: electronics in cars. Much modern technology has its roots in the past, including electronics. We delve into the origins of the ‘computer brain’ of cars.
Even the simplest new car today rolls out of the factory with a complete computer network on board. Nevertheless, electronics on board are not something of the last few years, but with a single interruption for over half a century. Parts manufacturer Bendix developed an electronic injection system called Electrojector in the mid-1950s.
The first carmaker to see a profit in this is AMC, which presented it as an $ 395 option in the Rambler Rebel in December 1956. Due to technical problems, however, in 1957 it does not get further than a handful of pre-production copies of what should be the first series car with an electronic brain. Later that year, Chrysler will offer the Electrojector as an option on the 300D, the DeSoto Adventurer, the Dodge D-500 and the model year ’58 Plymouth Fury, all with the classic HEMI engine, a V8 that is already in its twilight by the way. .
Plymouth Fury
The Electrojector provides a power increase from 340 to 380 hp. But here too the system does not bring the desired success. Ultimately, only 35 cars will be equipped with an Electrojector, which will be fitted with a trusted carburettor afterwards due to problems. In model year ’59 the option has disappeared from the price list, just like the HEMI engine itself. It is being replaced by a new, larger engine that does not need any injection at all to perform more. No substitute for cubic inches.
Germany takes the lead
In the mid-1960s, strict exhaust gas emission regulations are proposed in the US (especially California). With the mechanically working carburettors and injection systems known until then, it is almost impossible to meet these requirements. In order to meet the new emission standards, many car manufacturers have little choice but to electronically control the fuel supply. Reason for parts supplier Bosch to buy the license rights for the Electrojector and the department from Bendix ‘Einspritzung’ to be reinforced with 30 engineers to remove the errors from the system.
Volkswagen sold about half of its total production in the US in those days and is therefore largely dependent on the rules that are imminent there. In 1965 Bosch thus receives the order from Volkswagen to further refine the system, which has now been baptized Jetronic, and to prepare it for production. The pivot in the system is a pressure sensor (which is why the Jetronic will later go through life with the D from Drück as D-Jetronic) in the inlet channel. Based on the signal from this sensor, the electronic brain controls the injectors that dose the correct amount of gasoline. The Jetronic makes its debut in 1967 in the Volkswagen 1600 TE with its air-cooled boxer engine (high tech meets low tech) from the 1930s and is also used on the VW 411 E / 412 E and the VW Porsche 914/4.
Mercedes-Benz also applies it from 1969 and BMW from 1971. And it doesn’t stop there, we also see the D-Jetronic at Volvo, Citroën and Lancia, yes even at Jaguar (but a license system from Lucas, you know The Prince of Darkness…). What is still a relatively simple piece of electronics here, will grow into a complete automotive computer network that now determines half the cost of a car.