Here I tell the story of the EFIE, which I will expand upon as I get time.
I’ll cover when the EFIE was developed and why.
Philosophy, experience, experiments, etc…
We’ve been building various fuel-saving technology since 1974. Our best results have always been from systems that vaporize the fuel before the spark plug fires.
During 1989 we started experimenting with various fuel-vapor systems on EFI vehicles. We quickly discovered that EFI vehicles typically LOST mileage when combustion enhancement technology was applied to them.
This was mystifying because we were often getting double mileage when applying these same fuel-vapor systems to carbureted vehicles (since 1974). The engines were essentially the same, so what was happening?
It took us several months to find there were two challenges, with EFI, that did not exist when installing on carbureted vehicles.
First, by this time, most EFI systems had oxygen sensors which the CPU uses to optimize the air-fuel ratio (or so the vehicle manufacturers want you to believe).
In truth, the oxygen sensors are used to optimize the operation of the inefficient pollution control systems and only incidentally cause the vehicle to use less fuel. See my book Extreme Mileage, 101 to understand how to reduce pollution by increasing efficiency of combustion, and burning the fuel in the engine instead of burning the fuel in the exhaust pipe. But I digress…
When we increase the combustion efficiency, creating more power with less fuel, the net result is more oxygen in the exhaust.
Carbon mon-oxide (CO), hydrocarbons (HC), nitrous oxides (NOx), go to near nothing, carbon di-oxide (CO2) rises a bit and oxygen rises from about 12% to 14% (sometimes up to 16%). The vehicle’s exhaust becomes ‘technically’ breathable. The ‘extra’ oxygen comes from:
1. The oxygen that is NOT tied up in oxides of nitrogen.
2. The oxygen that is NOT tied up in carbon mon-oxide
3. The oxygen that is NOT burned because you are using less fuel.
The vehicle’s programming automatically assumes more oxygen in the exhaust means the fuel mixture is lean (perhaps because of clogged injectors) and INCREASES the fuel use; to bring the pollution back to ‘normal’.
It’s almost as if the vehicle manufacturers were DESIGNING fuel systems that would NOT double mileage when combustion enhancement technology (that worked with carbureted vehicles) was applied to EFI.
We discovered the ‘problem’ could be cured by adding voltage to the oxygen sensor signal (our initial experiments were pretty primitive, just a battery and a voltage divider).
We then developed an oxygen sensor voltage ‘correction’ circuit; which we eventually named Electronic Fuel Injection Enhancer (EFIE).
I knew what I wanted the circuit to do and I knew (as a certified automobile technician) how to prevent damage to the computer but I didn’t know enough electronics to DESIGN a circuit that would do the job. I first took the specifications to several electronics design teams. The LOWEST bid to design the circuit was $30,000.00. At the time (about 1990) that was 2 years of my income and obviously unaffordable, so… I taught myself electronics. I smoked a lot of components and my ‘style’ is not school-taught but my circuits work as advertised and are duplicatable by YOU for only a few dollars (see EFIE Manual).
The EFIE is designed to add a ‘floating’ voltage (so the computer does not know there is extra oxygen in the exhaust) in a way that CANNOT damage any part of the oxygen sensor or vehicle’s computer.
For years we were the only supplier of the EFIE technology in the world, selling both the device and the plans in the EFIE Manual to teach others how to build the EFIE. We sold more EFIEs than we did any other product because every customer of every company selling fuel saving technology, for fuel systems that used oxygen sensor feedback, needed an EFIE.
Finally, due to the high fuel prices of 2008 (creating huge market demand that we were too slow ramping up to fill), several other people started manufacturing EFIEs as well. The technology (both ours and theirs) has since improved because of free market competition.
The second challenge (preventing fuel mileage gains) was the EFI MAP sensor. Our ‘cold’ vapor-fuel systems (HyCO 2A) work by using the engine’s vacuum to pull the vapors into the engine. This created a ‘vacuum leak’ that causes the absolute pressure in the intake manifold to rise (less vacuum). The CPU ‘thinks’ that means the engine is under load and INCREASES the fuel. I initially stopped recommending the use of our HyCO 2A systems on fuel injected engines because of this.
Luckily, the answer to fix this problem is a simple potentiometer, because you need to subtract voltage from the MAP signal going to the CPU. See more about this in my posts about Combustion Enhancement Interface Technology (CEIT).
We don’t sell MAP Enhancers because you can buy them on eBay cheaper than we can get the parts.
Got to go now, but I’ll be back to tell you more…