4 ms·

>This is the only major actuator that I couldn’t easily find a suitable modern automotive solution for. This is mainly because newer cars don’t have carburators

>This is the only major actuator that I couldn’t easily find a suitable modern automotive solution for. This is mainly because newer cars don’t have carburators anymore, but rather use direct injection and advanced engine control units. Actually injection system is largely independent from throttle control. Required amount of fuel is calculated based on manifold air pressure sensor, so there were cars with fuel injection and cable operated throttle plate. I suppose the problem was with plumbing in modern throttle body as carburetor needs to be upstream of throttle plate.

loeg 2y ago
I'm kind of shocked Volvo was still making carbureted vehicles in 1993. That is very late to still be using carbs.
- throwaway173738 2y ago
  It wasn’t an american car. Did they have OBD I style regulation in Europe? I think that might have been the driver for electronic injection.
  - Reason077 2y ago
    Europe didn’t have mandatory OBD until MY2001. The US (driven by CARB) was well ahead of Europe on emissions regulations in those days!
- cr125rider 2y ago
  My buddies ‘96 Taurus had a distributor cap. I was floored.
- _yb2s 2y ago
  It’s not, the author either does not know what they are talking about and/or is mistranslating to English. You can clearly see in the photos that this car has electronic fuel injection, but simply has a physical throttle body- something that most cars still had for about a decade after this vehicle was made.
calvinmorrison 2y ago
80's and 90's Euro's were mostly using MAF sensors, a hot wire that detects how much air is passing, not MAP+Temp sensor. That came a little later but all the LH systems at the time had MAF sensors
- robingchan 2y ago
  would the distinction not be on wether the vehicle is turbocharged? or did they use map/maf regardless?
  - calvinmorrison 2y ago
    the turbos also used the MAF, its on the intake side so theres no pressure. They're not very reliable. It wasnt until I think saab came out with the trionic system that a single computer controlled boost, fuel, and timing all together. Prior to that you had a few independent brains. ECU setting fuel, timing sometimes with an EZK brain, etc.
    - brewtide 2y ago
      Yup. T5 used a combination of MAP and temp sensors to do its fuel mappings. The system was able account for fuel quality by adjusting the spark timing and boost amount via controlling a solenoid valve down to whatever the actually physical waste gate spring was set to. The later T7 system involved a MAF sensor behind the intake, while still retaining the temp sensors and MAP but changed the fuel mapping in the system to be a speed - density system for greater control and better boost handling with large temp and altitude changes. (T5 shot for a pressure value t7 shot for a target air mass). There is software called t5suite / t7suite that allowed you to remap everything in the ECU, basically letting you modify the system in every possible way but not making you do all the setup that a complete stand alone unit would make you setup. It was and is, amazing. You could flash an ECU via BDM interface out of car, and in later T7 models actually make real time changes on a laptop that would immediately take effect. Later you could write them to the ECU flash (it requires more than 12v to flash, although some people rigged things up so they could also flash the memory in car). Good times. I still have a t7 Saab on my lawn. My custom tune isn't the best, but it went damn good. Interesting to note, the MAF in the t7 could be placed on the pressure side of the world and it would work perfectly fine minus the fact that they would die a lot quicker due to oils and such on the pressure side of the turbo. People sometimes did this as it was the only way to run a true blow off valve for cool effect. If the MAF is in the stick location and you do not recirculate that air, the car would be fueling for XYZ air density but you'd have dumped some out of the closed system and it ran rich as hell and like crap .

loeg 2y ago

I'm kind of shocked Volvo was still making carbureted vehicles in 1993. That is very late to still be using carbs.

throwaway173738 2y ago
It wasn’t an american car. Did they have OBD I style regulation in Europe? I think that might have been the driver for electronic injection.
- Reason077 2y ago
  Europe didn’t have mandatory OBD until MY2001. The US (driven by CARB) was well ahead of Europe on emissions regulations in those days!
cr125rider 2y ago
My buddies ‘96 Taurus had a distributor cap. I was floored.
_yb2s 2y ago
It’s not, the author either does not know what they are talking about and/or is mistranslating to English. You can clearly see in the photos that this car has electronic fuel injection, but simply has a physical throttle body- something that most cars still had for about a decade after this vehicle was made.

calvinmorrison 2y ago

80's and 90's Euro's were mostly using MAF sensors, a hot wire that detects how much air is passing, not MAP+Temp sensor. That came a little later but all the LH systems at the time had MAF sensors

robingchan 2y ago
would the distinction not be on wether the vehicle is turbocharged? or did they use map/maf regardless?
- calvinmorrison 2y ago
  the turbos also used the MAF, its on the intake side so theres no pressure. They're not very reliable. It wasnt until I think saab came out with the trionic system that a single computer controlled boost, fuel, and timing all together. Prior to that you had a few independent brains. ECU setting fuel, timing sometimes with an EZK brain, etc.
  - brewtide 2y ago
    Yup. T5 used a combination of MAP and temp sensors to do its fuel mappings. The system was able account for fuel quality by adjusting the spark timing and boost amount via controlling a solenoid valve down to whatever the actually physical waste gate spring was set to. The later T7 system involved a MAF sensor behind the intake, while still retaining the temp sensors and MAP but changed the fuel mapping in the system to be a speed - density system for greater control and better boost handling with large temp and altitude changes. (T5 shot for a pressure value t7 shot for a target air mass). There is software called t5suite / t7suite that allowed you to remap everything in the ECU, basically letting you modify the system in every possible way but not making you do all the setup that a complete stand alone unit would make you setup. It was and is, amazing. You could flash an ECU via BDM interface out of car, and in later T7 models actually make real time changes on a laptop that would immediately take effect. Later you could write them to the ECU flash (it requires more than 12v to flash, although some people rigged things up so they could also flash the memory in car). Good times. I still have a t7 Saab on my lawn. My custom tune isn't the best, but it went damn good. Interesting to note, the MAF in the t7 could be placed on the pressure side of the world and it would work perfectly fine minus the fact that they would die a lot quicker due to oils and such on the pressure side of the turbo. People sometimes did this as it was the only way to run a true blow off valve for cool effect. If the MAF is in the stick location and you do not recirculate that air, the car would be fueling for XYZ air density but you'd have dumped some out of the closed system and it ran rich as hell and like crap .