L-Jetronic peculiarity

[Clarence L.Snyder]

Bruce Plecan wrote:
> 
> Seems like the oems are more worried about severed wires,
> rather than "rub throughs" causing false grounds.  Then also
> might have something to do with the traces on the ecms PCB
> having an equal load.  As far as all firing at the same time,
> just cheaper, and doing just enough to get by.
>   I've had some e-mail with others, and the SEFI, seems to be
> more of an emissions issue, or for using really large injectors.
>   One would think varying the timing (inj) some, would help, and there
> was just the one blurb about firing injectors at 8% more than
> once per crank rev.
>   I can understand all this about vaporization/atomization, but
> I'm getting more curious about how much the actual difference is.
> Having gotten the TBI right, would be interesting to bolt on the
> TPI, and see how they compare.
>   Getting back to splitting them up,  might be a planned obsolense
> issue.  Knowing that annual testing would be getting tighter, as
> a rule, having a "slight flaw" would help seperate some folks from
> their money to buy a newer car.
> Bruce

Not on a Toyota of that vintage.
They could have used a single driver, but chose to use a double one to
reduce the chance of overloading the driver. Also interesting to know a
bit of the history on the '86 plus Supras. The whole powertrain was
designed with the Lexus V8 in mind - and at a pretty good state of tune.
The trans and rear end were designed for WELL in excess of 300 HP from
what I was told by Toyota Canada tech training. With an 8, they would
have used the same computer bank fired. - or so the speculation went.
> 
> >Why would Toyota have rigged the L-Jet to fire all six injectors
> >simultaneously?  And would I gain anything by splitting it back to >bank
> >fire?