Toyota Vitz

The Toyota Vitz a 3 and 5-door hatchback (sold in different markets as the Toyota Yarisand formerly as the Toyota Echo) is a line of subcompact cars first launched by Toyota in 1999, designed by Sotiris Kovos. In Europe, the Americas, Australia, New Zealand andSouth Africa, the Vitz is sold as the Yaris Liftback (or simply Yaris).

The first generation Vitz was known as the Echo Hatchback in Canada, Hong Kong, Australia, New Zealand and in the United States. In its second generation, the Vitz and Belta are marketed in US/Canada as the Yaris Hatchback and Yaris, respectively.

First generation (1999-2005)

Europe/Israel :-

                               The Toyota Yaris went on sale in Europe and Israel early in 1999. After the launch of the European Yaris hatchback in May 1999, a slightly modified version went on sale in Canada for the 2004 model year as the Echo hatchback, but not in the United States, where theToyota Echo sedan and coupe were the lone models. The Toyota Yaris was votedEuropean Car of the Year in 2000, defeating the innovative Fiat Multipla and Opel/Vauxhall Zafira by a narrow and large margin. The Yaris was also awarded the 2000 Semperit Irish Car of the Year.

Instead of conventional instruments, the Yaris and Echo hatchbacks utilized digital instruments which were mounted in a "pod" in the center of the dashboard. The Canadian Echo hatchback (and the Yaris T Sport) had a conventional speedometer but it was still mounted in the center of the dashboard.

The European Yaris was initially available withpetrol-powered 4-cylinder 1.0 L or 1.3 L engines with Toyota's VVT-i technology, with the warm hatch 1.5 L T Sport following in 2001. After the 2003 facelift, a 1.4 L D4-D diesel engine offering 75 hp (56 kW) was also included in the lineup. This diesel engine is also licensed to BMWfor use in their MINI One D model. The use of sophisticated engine management systems was said to give the equivalent of 1.4 litre performance from a 1.0 litre engine while maintaining low fuel consumption and emissions.

On most European and Israeli markets, the Yaris was a stronger seller than the Starlet that it replaced.

Japan

The Japanese Vitz RS (European Yaris T-Sport) was introduced in 2001 and was powered by a 1.5 L (108 hp) engine, shared with the Echo, Vios, as well as the Scion xA. The 1.5 L T Sport was more fun to drive than the base models because of a sportier suspension and extra power compared to the 1.3 L (90 hp) and 1.0 L (67 hp) models. Later, the Vitz RS was modified by TRD (Toyota Racing Developments), and was fitted with a turbo-charger. A limited run was produced with a power output of around 120 kW (163 PS; 161 bhp) and a 0–100 km/h (0-62 mph) time of just 7 seconds. Note that there is also a 1.3L JDM Vitz RS with the 2NZ-FE engine 7–10 km/litre in city 12–13 km/litre which shares brakes, body kit, headlights, suspension and interior with the 1.5 L Vitz RS 5.5-9.5 km/litre in city 10-12.8 km/litre on highway.

North America

                                The Echo sold in very high volumes in Canada, where smaller cars are much more popular than in the US. Sales were so high that Toyota introduced the 3 and 5-door hatchback models to the Canadian Toyota lineup for the 2004 model year. They were sold as the 'Echo hatchback' and look almost identical to the European Yaris, but with minor changes (e.g. larger bumpers) to meet Canadian safety requirements.

Australia

                       The Echo was also very popular in Australia. First introduced in late 1999 to replace the aging Starlet, the Echo was available as a 3 or 5-door hatchback, fitted only with the 1.3l VVT-i engine. An Echo Sportivo variant, fitted with the 1.5l VVT-i engine, was made available for a limited time in Australia. The Sportivo was very similar to the European Yaris T-Sport.

Yaris Verso

                          An unusual addition to the Yaris range came in late 1999 with the Yaris Verso, or Echo Verso in some markets, a small MPV which used the same running gear as the conventional hatchback, but was designed to have an even more practical interior.

In Japan, the model bore the name of 'Funcargo'. The model was replaced by the Ractis in 2004, but this is a Japan-only model due to the disappointing sales of the Yaris Verso in Europe.

Second generation (2005-present)
                                                            Toyota redesigned the Vitz in early 2005, going on sale in Japan that February. The Toyota Belta sedan, shares underpinnings with the Vitz. However, while the Vitz was designed at Toyota's European ED2 design studios, the Belta was designed at their Japanese design studios. While the outgoing Vitz hatchback and Platz sedan look and feel virtually alike, the redesigned Vitz and Belta are more subtly related. The two cars share a frame and the drivetrain components however the sheet metal is different.

The European, Australian, Canadian, Mexican, Venezuelan and Puerto Rican markets saw the second generation Vitz near the end of 2005. In the Australian and North American markets, the car was sold as the "Yaris" for the first time. The production Yaris for the US market was unveiled at the Los Angeles Auto Show in January 2006.

The new Yaris is built in Japan, France, and Thailand.

The previous 4-cylinder 1.0 VVT-i engine was replaced by the 3-cylinder engine also found in the Toyota Aygo. The 1.3 liter engine was revised to offer slightly more power, and the 1.4 D-4D got a 15 PS (11 kW; 15 hp) boost to 90 PS (66 kW; 89 hp), the former engine allowing it to achieve exceptional fuel economy. The Yaris became the first car in its class to offer nine airbags.

For model year 2007 on Japanese models only, G-BOOK, a subscription telematicsservice, is offered as an option.

I

t has continued to prove popular in Europe, particularly in Britain, where it competes with models such as the Ford Fiesta, Vauxhall Corsa, Citroen C2 and the Peugeot 207. It also has been very popular in Pakistan.

In January 2009, Toyota recalled 1.28 million vehicles worldwide based on the Yaris platform, such as the Vitz, Belta and the Ractis. The recall is based on a seat belt defect that, in severe front-end collisions, could cause a foam pad in the vehicle to ignite.

North America

                            

The Canadian Yaris hatchback is available in 3 and 5-door models, running on the Toyota NZ engine, a 1.5 L 4-cylinder VVT-i engine rated 106 bhp (79 kW) and 103 lb·ft (140 N·m). The 2006 Yaris with the 1.5 liter engine can achieve fuel economy ratings of 40 miles per US gallon (5.9 L/100 km; 48 mpg-imp) during highway driving and 34 mpg-US (6.9 L/100 km; 41 mpg-imp) during city driving. 3-door CE and 5-door LE versions come with 14 in (355.6 mm) wheels, while RS models are equipped with 15 in (381 mm) alloys with standard anti-lock braking system (ABS) and electronic brakeforce distribution (EBD). In addition, 2008 RS models include new front and back skirts.

The US Yaris is similar to the Canadian variant, and is the successor to the previous North American Toyota Echo. In the US, the 3-door Vitz shares the Yaris name with the Toyota Belta sedan. The 3-door model is called the 'Yaris Liftback', while the 5-door model will be sold starting with the 2009 model year in the United States and competes with the similarly-equipped Scion xD. The 2008 model year US Yaris comes standard with the 1.5 liter VVT-i engine producing 106 hp and 103 lb·ft and five-speed manual transmission C54, the four-speedautomatic U340E being optional. Fuel economy is rated at 29 mpg 7-9.5 km/lite in the city and 36 mpg 11-12.8 km/lite on the highway with the manual transmission. While front airbags are standard, as mandated by the law, ABS and side airbags are available only as an option.

In Canada, the CE, LE, and RS packages are replaced by the more modular convenience, power, and all-weather guard packages.

For the 2009 year, the Yaris 5-door liftbacks join the lineup of the existing 4-door sedans and 3-door liftbacks because of the increased demand for fuel efficient subcompact cars. In addition to the new 5-door liftback, all 2009 Yaris models come standard with anti-lock brakes (ABS), front seat-mounted side airbags and front and rear curtain side airbags. For 2009, Toyota also added cruise control as an option on liftback models, and has added a few more colour choices.

The Yaris has been praised by the automotive press for its extremely high fuel economy, but criticized for its excessive body roll (due to a soft suspension and high ride height) and the initial lack of a manual transmission on 5-door models.

The 2010 model has a 5-speed manual option for the 5-door. It also has the Star Safety System - Vehicle Stability Control (VSC) + Traction Control (TRAC), Anti-lock Brake System (ABS) with Electronic Brake-force Distribution (EBD) and Brake Assist.

Safety

2005 EuroNCAP crash test (5-door)
Adult: , 35 points
Child: , 34 points
Pedestrian: , 18 points

National Highway Traffic Safety Administration (NHTSA) crash test (5-door)
Frontal driver:
Frontal passenger:
Side driver (side airbags):
Side rear passenger (side airbags):
Rollover:

National Highway Traffic Safety Administration (NHTSA) crash test (3-door)
Frontal driver:
Frontal passenger:
Side driver: (no side airbags)
Side driver: (side airbags):[13]
Side rear passenger (with or without side airbag):
Rollover: 

Malaysia

The Yaris is also available in Malaysia, powered by the 1NZ-FE engine with 4-cylinder DOHC with VVT-i. It comes in 2 trim levels: 1.5 G and 1.5 S, both with 4-speed automatic transmission with Super ECT and Gate Shifter, featuring an output of 80 kW@6000 rpm, and a torque of 141 N·m (104 lb·ft)@4200 rpm.

The 1.5S variant comes with 15” solid disc brakes for the front wheels, front and rear bumper spoilers, side skirt and rear spoiler, amber Optitron meter, a black center cluster, with a steering wheel, gearshift and knob in leather.

Indonesia

The Yaris was launched in Indonesia in 2006. It is powered by the 1.5 liter 1NZ-FE engine matched to 4-speed super ECT automatic or 5-speed Manual transmission. Initially, the Yaris was offered in E, S, and S Limited trim levels. The manual only S and automatic only S Limited came with front, side and rear spoilers. The Yaris received minor changes for 2009 model year with new bumpers, grille, tail lights, and revised interior. The new base model J was added into the line up. The mid-level E got aero-style mudguards and roof spoiler, while full body kits are remained on the S and S Limited. The S Limited TRD Sportivo with extreme body kits and lowered springs was offered in the small numbers. Prepared by Toyota Team Indonesia, the slightly modified Yaris is raced in the Indonesian Touring Car Championship, and often achieved good results.

RS

The Toyota Yaris RS was launched in 2007. It was first seen at the Geneva Motor Show and is powered by the new 130 bhp (97 kW) 1.8 2ZR-FE DOHC L dual VVT-i I4 gasoline engine, which can reach 100 km/h (62 mph) in under 10 seconds. The RS features 17 in (431.8 mm) alloy wheels, a mesh grille, a redesigned rear bumper, deep side skirts and a tail spoiler. It also features redesigned headlights and taillights. As in the previous T-Sport, there are extra rear lights on the bumper. Essentially, it is a JDM Vitz RS fitted with a 2ZR-FE engine.

BMW 5 Series 2011

About this Vehicle

MSRP:  RS-/ 3786750   

Engine: 3L I6 Transmission: Automatic Review With the release of the 2011 BMW 5 series, car aficionados are sure to be impressed by the redesigned, more powerful version of the popular luxury sedan. BMW has redesigned it so it looks a lot like the 7 series. but more dynamic and compact. Although the wheelbase in the 2011 model has increased by 3 inches and the length has increased by almost 2, the 5 series does a great job at hiding its size. Although the new version is larger, it looks more sleek and the lines flow seamlessly. Performance With an estimated base price of  RS-/ 459,000,0 the 2011 BMW 5 series gives a buyer a lot for their money. As with previous models, BMW offers 3 engines in the U.S. with diesel being offered only in Europe for the time being. The entry level 5 series is the 528i model with a 240 horsepower inline six and single turbo, direct injection. It features slightly more torque at low rpm than previous models. The mid range models are the 530i and 535i. Both come equipped with a 3.0 liter inline six engine and also feature the new single turbo, direct injection. They surely are not lacking in power and performance, putting out 300 hp at 5800 rpm and 300lb of torque at 1200 rpm. The top of the line model is the 550i boasting a twin-turbocharged, 4.4 liter V8 engine. As with the rest of the BMW line of cars and their ever popular M series, BMW will also be releasing an M5 with a power train based on the 550i engine. After being test driven on the Estoril racetrack in Portugal, testers had nothing but rave reviews about the 2011 5 series versus its predecessors. With a chassis that offers four different adjustment settings, it’s as if the driver is getting four cars in one. Drivers that opt for the Sport Package will have their choice between Comfort (for noticeable softness in ride), Normal (ideal for daily driving and long distance), Sport (perfect when sharpened steering, later shifts and aggressive throttle response is required) and Sport Plus (for loosened stability control to allow drifting). There’s also Dynamic Damping Control which will continuously alter the suspension stiffness based on road conditions. Interior and Exterior While you may think that what’s under the hood is enough to convince you to get behind the wheel of the new 2011 BMW 5 series, the interior and exteriors are sure to add to your desire. With this model, the company seems to have reverted back to the last 1990s design for its inspiration. The grilles are more rectangular, the headlights are more squared of and the front appears as if it’s slightly tilted forward. All models feature rain-sensing wipes, a sunroof and power heated side mirrors. Depending on the model you choose, you’ll have your choice between 17, 18 or 19 inch wheels. The interior of the 2011 5 series offers top of the line luxury even in its base model. Technology is not lacking in this series and there’s more electronic assistance than ever. For starters, the transmission shifter and iDrive controller have been taken directly from the upgraded 7 series line. The driver The 528i features eight way power front seats, driver memory functions, dual zone automatic climate control, power tilt and telescopic steering wheel, iDrive control interface, Bluetooth, BMW Assist Emergency Telematics and a 12 speaker CD audio system with HD radio. Upgrade to the 535i and 550i models and you’ll also have access to adaptive cruise control, lane-departure warnings and even a forward facing night vision camera. Price and Availability Due to current economic conditions, BMW says that it does not plan on increasing prices for the 2011 model year, and if it does increase prices, it will only be by a small amount. Pricing for the vehicle (with automatic transmission) may run about RS-/ 459,000,0 . The new 2011 BMW 5 series continues to impress BMW enthusiasts. It features adaptive controls providing 4 different rides in one, it’s comfortable for an every day commute and, at the same time, can compete with most on the track. The new 5 series is a definite standout in its class.

Drivetrain: RWD Fuel Type: Gas Curb Weight: 3,814 lbs.

Anti-lock braking system

An anti-lock braking system, or ABS is a safety system which prevents the wheels on a motor vehicle from locking up (or ceasing to rotate) while braking.

A rotating road wheel allows the driver to maintain steering control under heavy braking by preventing a skid and allowing the wheel to continue interacting tractively with the road surface as directed by driver steering inputs. ABS offers improved vehicle control and decreases stopping distances on dry and especially slippery surfaces. However, on loose surfaces like gravel and snow-on-pavement, it can slightly increase braking distance while still improving vehicle control.[1] On others, it may not improve control at all.

Since initial widespread use in production cars, anti-lock braking systems have evolved considerably. Recent versions not only prevent wheel lock under braking, but also electronically control the front-to-rear brake bias. This function, depending on its specific capabilities and implementation, is known as electronic brakeforce distribution (EBD), traction control system, emergency brake assist, or electronic stability control.

Early Anti-lock Brake System

Anti-lock braking systems were first developed for aircraft use in 1929, by the French automobile and aircraft pioneer, Gabriel Voisin, asthreshold braking on airplanes is nearly impossible. An early system was Dunlop's Maxaret system, introduced in the 1950s and still in use on some aircraft models.[2] These systems used a flywheel and valve attached to the hydraulic line that fed the brake cylinders. The flywheel was attached to a drum that ran at the same speed as the wheel. In normal braking the drum and flywheel would spin at the same speed. If the wheel slowed suddenly the drum would do the same, leaving the flywheel spinning at a faster rate. This caused the valve to open, allowing a small amount of brake fluid to bypass the master cylinder into a local reservoir, lowering the pressure on the cylinder and releasing the brakes. The use of the drum and flywheel meant the valve only opened when the wheel was turning. In testing, a 30% improvement in braking performance was noted, because the pilots immediately applied full brakes instead of slowly increasing pressure in order to find the skid point. An additional benefit was the elimination of burned or burst tires.[3]

In 1958 a Royal Enfield Super Meteor motorcycle was used by the Road Research Laboratory to test the Maxaret anti-lock brake.[4] The experiments demonstrated that anti-lock brakes could be of great value on motorcycles, where skidding is involved in a high proportion of accidents. Stopping distances were reduced in almost all the tests compared with locked wheel braking, but particularly on slippery surfaces, where the improvement could be as much as 30 percent. Enfield's technical director at the time, Tony Wilson-Jones, saw little future in the system, however, and it was not put into production by the company.[4]

A fully mechanical system saw limited automobile use in the 1960s in the Ferguson P99 racing car, the Jensen FF and the experimental all wheel drive Ford Zodiac, but saw no further use; the system proved expensive and, in automobile use, somewhat unreliable.

Modern Anti-lock Brake System

Chrysler, together with the Bendix Corporation, introduced a true computerized three-channel, four sensor all-wheel antilock brake system called "Sure Brake" on the 1971 Imperial.[5] It was available for several years thereafter, functioned as intended, and proved reliable. General Motors introduced the "Trackmaster" rear-wheel (only) ABS as an option on their Rear-wheel drive Cadillac models in 1971.[6][7] In 1971Nissan offered EAL(Electro Anti-lock System) as an option on the Nissan President, this became Japan's first electronic ABS(Anti-lock braking system).[8]

In 1975, Robert Bosch took over a European company called Teldix (contraction of Telefunken and Bendix) and all patents registered by this joint-venture and used this acquisition to build the base of the ABS system introduced on the market some years later. The German firmsBosch and Daimler-Benz had been co-developing anti-lock braking technology since the early 1970s, and introduced the first completely electronic 4-wheel multi-channel ABS system in trucks and the Mercedes-Benz S-Class in 1978.[citation needed]

The modern ABS system applies individual brake pressure to all four wheels through a control system of hub mounted sensors and a dedicated micro-controller. ABS is offered, or comes standard, on most road vehicles produced today and is the foundation for ESC systems, which are also rapidly increasing in popularity due to the vast reduction in price of vehicle electronics over the years.

Anti-lock brake systems are designed to minimize and control wheel lock up during braking. Wheel lock, also known as wheel slippage, can have a dramatic affect on the control of the vehicle during braking. Wheels that are locked up, with the tires sliding across the road surface, cannot be controlled by the vehicle operator. The driver is just along for the ride until wheel slippage is reduced to a point where vehicle control is regained. Braking performance is also affected by wheel slippage. The effectiveness of the automotive braking system depends on the ability of the tires to grip the road surface. When the wheels are locked up during braking, the friction for braking is generated by the tires sliding on the pavement, not between the brake pads and the rotor surface. The heat generated during such an event is dissipated very poorly by the tires. The brake linings and the rotor or drum surfaces are much better suited to dissipate the heat generated by friction. Rolling tires with good road surface adhesion when coupled with an efficient brake system, will provide the best stopping performance for a vehicle. The ABS system is able to monitor the slippage of the individual wheels during stops and control the braking of any or all wheels that may lock up. The control module determines wheel slippage by monitoring wheel speed sensor information while braking. A wheel that is exhibiting noticeably slower speeds than the other wheels, would be considered locked up and be selected for brake lock up control. Wheel lock up control is accomplished by modulation of the brake pressure, to the affected wheel or wheels.

ABS CONTROL MODULE

The ABS control module is a microprocessor that is used to manage the operation of the ABS system. The ABS control module monitors and processes information from various sensors, modulates pressure to the brake system and carries out self-diagnostic tasks. Some of the inputs to the ABS module are the wheel speed sensors, brake switch, brake warning light, parking brake switch, pressure modulation devices and ignition and power feeds. The output controls consist of brake pressure modulation components and the anti-lock brake lamp. Most ABS control modules have the ability to run self diagnostic tasks and store trouble codes for failed diagnostics. The ABS control module can display this information to a scan tool or through flash codes, via the dash mounted anti-lock brake light, making troubleshooting and repair more accessible. Some ABS control modules store sensor information when a failed diagnostic is recorded. This can assist automotive technicians in diagnosing ABS trouble codes by displaying a record of sensor information at the time of the failed diagnostic.

WHEEL SPEED SENSORS

Wheel speed sensors are used by the ABS control module to monitor wheel lock up. Wheel speed sensors consist of a toothed wheel, mounted on the wheel hub or axle shaft, so as to rotate when the wheel is in motion. A magnetic sensor is placed at a fixed location, a calibrated distance from the toothed wheel. The air gap between the toothed wheel and the magnetic sensor is usually around .040 to .060 in (refer to your auto repair book for the exact spec). When the tooth wheel rotates past the magnet on the sensor, an AC voltage is produced. The AC voltage output of the wheel speed sensor increases as the wheel speed increases. The ABS control module monitors this voltage to calculate wheel speed for ABS operation. If the ABS control module senses lower voltage from one sensor during braking, it will translate that as slower speed at that wheel and modulate brake pressure to control brake lock up.

HYDRAULIC MODULATOR

Brake lock up control is accomplished by rapidly applying and releasing the brakes of the affected wheel. To achieve this, the ABS control module is able to modulate brake hydraulic pressure to individual wheels. Brake pressure modulation is attained through several different methods. Design of the pressure modulation system varies according to vehicle design. One type of brake pressure modulator system uses solenoid operated valves to control brake pressure to individual wheels. The solenoids and valve arrangements are able to increase, hold or release brake hydraulic pressure to the brake system of a wheel. This system incorporates a hydraulic fluid pump to return fluid to the master cylinder and an accumulator to store excess brake fluid. When ABS operation is demanded, the control module operates the solenoid valves to hold or release pressure to one or all of the wheels, to control wheel lock up. A more recent design (and simpler to troubleshoot) uses high speed electric motors to seat and unseat hydraulic valves to control brake pressure during ABS stops. The electric motors are able to cycle the pressure modulation valves many times per second, to control wheel lock up. This design is less expensive to produce, since it does not require a hydraulic pump and accumulator as opposed to earlier designs.

ABS WARNING LIGHT

The ABS warning light operation is managed by the ABS control module. It is located in or near the instrument cluster and is used to warn the vehicle operator of a malfunction in the ABS system. In the event of a failure in the ABS system, the ABS warning lamp is illuminated to warn the driver. Some systems will inhibit ABS operation when the ABS lamp is illuminated. Refer to a manufacturer's manual covering your particular year/make/model automobile for the diagnostic and troubleshooting details before embarking on an auto repair project involving the ABS system.

EFI ENGIENS

EFI Fuel Systems

Proper fuel system design is very important to ensure trouble free performance when installing an EFI engine into an aircraft. Many people fail to consider certain aspects when designing or modifying their system for use with EFI. Fuel system malfunction and fuel starvation are among the leading causes of homebuilt aircraft crashes.

System Basics
It is important to familiarize yourself with the basic EFI mechanical components and function to be able to understand why certain things need to be a certain way. All EFI systems use a high pressure pump to supply fuel to the injectors. This is almost always electrically driven. Most systems run between 35 and 45 psi. Fuel is supplied to fuel rails or a fuel block which is connected to the injectors. The other end of the fuel rail or block is connected to a fuel pressure regulator. Its function is to hold the fuel pressure at a constant differential above the intake manifold pressure. It does this by returning unused fuel back to the fuel tank. The pump always puts out a constant volume of fuel and more than the engine requires at full throttle so most of the fuel is returned back to the tank under idle and low power conditions. Below is a proven fuel system used in racing cars which undergo high G forces. The system for aircraft is a variation of this and has also been flight proven in our RV6A and others.

                  


General Concerns in Aircraft
An EFI fuel system must be designed to supply fuel to the injectors under all anticipated flight conditions. EFI engines do not tolerate getting air into their fuel systems. Unlike a carb which has a float bowl to dissipate air bubbles, if air is present on the high pressure side of the pump, air will be injected along with the fuel. This will lead to a lean condition until the air is purged. It should also be noted that most EFI pumps do not process air very well due to their design nor do they reprime well if there is much head involved. In short, a constant, air free fuel supply must be available at the inlet of the high pressure pump.

Fuel injection:-

                             is a system for mixing fuel with air in an internal combustion engine. It has become the primary fuel delivery system used in automotive petrol engines, having almost completely replaced carburetors in the late 1980s.

A fuel injection system is designed and calibrated specifically for the type(s) of fuel it will handle. Most fuel injection systems are for gasoline or diesel applications. With the advent of electronic fuel injection (EFI), the diesel and gasoline hardware has become similar. EFI's programmable firmware has permitted common hardware to be used with different fuels.

Carburetors were the predominant method used to meter fuel on gasoline engines before the widespread use of fuel injection. A variety of injection systems have existed since the earliest usage of the internal combustion engine.

The primary difference between carburetors and fuel injection is that fuel injectionatomizes the fuel by forcibly pumping it through a small nozzle under high pressure, while a carburetor relies on low pressure created by intake air rushing through it to add the fuel to the airstream.

ELECTRIC FULE INJACTION

 HOW TO EFI WORK