Patent Abstract:
A fuel injection unit is designed for replacement of existing carburetors. The fuel injection unit can be sized similarly to the existing carburetor. The fuel injection unit can have concealed fuel injectors. End caps can be provided that overlie the fuel injectors and that contain fuel line connections. The end caps provide an appearance of carburetor fuel bowls while generally concealing the fuel injectors and the associated fluid connections.

Full Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the priority benefit under 35 U.S.C. §119(e) of U.S. Provisional Patent Application No. 60/979,702, filed on Oct. 12, 2007 and U.S. Provisional Patent Application No. 61/052,903, filed on May 13, 2008, which are hereby incorporated by reference in their entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention generally relates to fuel injection systems for motor vehicles. More particularly, the present invention relates to such systems that are sized and configured to replace a carburetor. 
     2. Description of the Related Art 
     Carbureted automobiles ceased to be manufactured in large numbers. The carburetor was replaced with electronic fuel injection (EFI), which has become the standard of the auto manufacturing industry. The hot rod industry and the aftermarket industry in general are beginning to accept EFI as an alternative to carburetion. 
     EFI has a number of performance advantages. For example, a computer-controlled engine is easier to start and is more drivable. The engine operates with less hesitation and reduced incidences of stalling. Moreover, EFI provides increased fuel efficiency and reduced emissions. An EFI engine can respond more quickly and precisely to the changing boost levels of turbochargers or superchargers. Furthermore, EFI engines are more consistent when operating around steep inclines and over bumpy terrain. 
     SUMMARY OF THE INVENTION 
     Even with the performance advantages of EFI engines, the hot rod industry and the aftermarket industry in general still crave the sleek wireless appearance of a carbureted engine. 
     Thus, one aspect of the present invention involves a fuel injection unit comprising a main throttle body. The main throttle body comprises a first side surface, a second side surface, a top surface generally extending between the first side surface and the second side surface, and a bottom surface generally extending between the first side surface and the second side surface. A first end cap can be secured to the first side surface and a second end cap can be secured to the second side surface. A first air passage extends between the top surface and the bottom surface and a second air passage extends between the top surface and the bottom surface. A first fuel injector extends through the first side surface toward the first air passage and the first fuel injector is generally covered by the first end cap. A second fuel injector extends through the second side surface toward the second air passage and the second fuel injector is generally covered by the second end cap. 
     Another aspect of the present invention involves an auxiliary fuel injector plate. The auxiliary fuel injector plate comprises a top surface, a bottom surface spaced from and generally parallel to the top surface and a central passageway extending from the top surface to the bottom surface. An adaptor is positioned within the central passageway. The adaptor comprises a plurality of openings. A first fuel injector extends into the central passageway. A first fuel rail is mounted to the auxiliary fuel injector plate and extends laterally outward from the auxiliary fuel injector plate. The first fuel rail defines a fuel passage that is in fluid communication with the first fuel injector. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       These and other features, aspects and advantages of the present invention will now be described with reference to the drawings of a preferred embodiment, which embodiment is intended to illustrate and not to limit the present invention. 
         FIG. 1  is a perspective view of a fuel injection unit that is arranged and configured in accordance with certain features, aspects and advantages of the present invention. 
         FIG. 2  is an exploded perspective view of the fuel injection unit of  FIG. 1 . 
         FIG. 3  is a perspective view of a throttle body of the fuel injection unit of  FIG. 1 . 
         FIG. 4  is another perspective view of the throttle body of  FIG. 3 . 
         FIG. 5  is a sectioned view of the throttle body of  FIG. 3 . 
         FIG. 6  is another sectioned view of the throttle body of  FIG. 3 . 
         FIG. 7  is a further sectioned view of the throttle body of  FIG. 3 . 
         FIG. 8  is a bottom perspective view of the throttle body of  FIG. 3 . 
         FIG. 9  is a further sectioned view of the throttle body of  FIG. 3 . 
         FIG. 10  is a sectioned view of the throttle body of  FIG. 3 . 
         FIG. 11  is a view of an end cap of the fuel injection unit of  FIG. 1 . 
         FIG. 12  is a sectioned view of the end cap of  FIG. 11 . 
         FIG. 13  is an exploded perspective view of an auxiliary injector plate of the fuel injection unit of  FIG. 1 . 
         FIG. 14  is a perspective view of an assembly showing the throttle body of  FIG. 1  with a small computer mounted to the throttle body. 
         FIG. 15  is a side view of the assembly of  FIG. 15 . 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     With reference initially to  FIG. 1 , a fuel injection body  100  is shown in perspective view. The fuel injection body  100  advantageously is sized and configured to replace a carburetor, such as a standard 4150 double pumper carburetor. As will be described, the fuel injection body advantageously can be bolted to most factory and after-market manifolds. In a few instances, such as applications involving spread bore manifolds, adaptor plates can be obtained from any suitable source. 
     With reference to  FIG. 2 , the fuel injection body  100  is shown in an exploded view. It should be noted that  FIG. 2  shows the fuel injection body  100  after being rotated about 180 degrees about a generally vertical axis A relative to the view of  FIG. 1 . As shown, the fuel injection body  100  comprises a main throttle body  102 , a first end cap  104  and a second end cap  106 . Each of the end caps  104 ,  106  generally covers two fuel injectors, for a total of four fuel injectors  110 ,  112 ,  114 ,  116 , that are mounted to the main throttle body  102 . 
     With continued reference to  FIGS. 1 and 2 , an injector plate  120  can be mounted adjacent to the fuel injection body  100 . As will be discussed below in greater detail, an adaptor  122  can be formed separately of, or integrally with, the injector plate  120  and can be positioned within at least a portion of the injector plate  120 . Four fuel injectors  124 ,  126 ,  128 ,  130  can be mounted to the injector plate  120 . In the illustrated configuration, a first fuel rail  132  is connected to two of the fuel injectors  124 ,  126  while a second fuel rail  134  is connected to the other two of the fuel injectors  128 ,  130 . 
     Having introduced the basic components of the fuel injection body, each of the components will be described in greater detail starting with the main throttle body  102 . With reference to  FIGS. 3 and 4 , the illustrated throttle body  102  is generally cubic in configuration. A top surface  140  of the throttle body  102  is generally circular or cylindrical in configuration when viewed from the top. A lower flange  142  is generally square when viewed from the bottom. Other configurations can be used. The top surface  140  and the lower flange  142  are spaced apart by a main portion  144  of the main throttle body  102 . 
     Four passages  146 ,  148 ,  150 ,  152  extend through at least a majority of the main portion  144  from the top surface  140  through the lower flange  142 . As shown in the cross-section of  FIG. 5 , each of the passages  146 ,  148 ,  150 ,  152  preferably comprises an expanding portion  154  that extends between a generally cylindrical upper portion  156  and a generally cylindrical lower portion  158 . The profile of each of the passages  146 ,  148 ,  150 ,  152  preferably defines a venturi in cooperation with a recess  160  formed by entrances into the passages  146 ,  148 ,  150 ,  152 . The venturi consists of a generally tubular shape that is generally constricted in the middle and that is flared at both ends. Air flowing through the venturi will increase in velocity through the constricted portion and the air pressure will drop while passing through the constricted portion. The venturi can be bored out to approximately 1000 cfm in some embodiments. 
     In the illustrated configuration, the clover shaped recess  160  (see  FIG. 3 ) is disposed between the top surface  140  and the passages  146 ,  148 ,  150 ,  152 . The recess  154  provides an attractive appearance while also generally defining four surfaces that taper the from a larger diameter down to a diameter of the corresponding passages  146 ,  148 ,  150 ,  152 . 
     With reference now to  FIG. 3  and  FIG. 6 , a mounting boss  170  is provided generally centrally among the passages  146 ,  148 ,  150 ,  152 . The mounting boss  170  preferably has an upper surface  172  that is generally flush with the upper surface  140 . The mounting boss  170  generally comprises a threaded opening  174 . The threaded opening  174  can receive a threaded rod (not shown) or the like such that an air cleaner or other auxiliary structures can be secured to the fuel injection body  100 . Other arrangements for mounting an air cleaner or the like also can be used. 
     With reference to  FIG. 3  and  FIG. 6 , each passageway  146 ,  148 ,  150 ,  152  intersects with a fuel injector receptacle  180 . The receptacles  180  can have any desired configuration and orientation. Preferably, each of the receptacles  180  extends from a side surface of the main throttle body  102  into a corresponding one of the passageways  146 ,  148 ,  150 ,  152 . In the illustrated configuration, the receptacles  180  are angled downward toward the lower cylindrical portions  158  of the passageways. Preferably, as shown in  FIG. 5 , a centerline F of each receptacle  180  extends at an angle downward and is positioned such that the centerline F extends to a location just above a throttle valve shaft aperture  182 . In this manner, the fuel injectors direct fuel to cover upper surface the throttle blade to improve fuel atomization. In one configuration, the fuel injectors will be mounted at about 23 degrees. Other configurations are possible. As also shown in  FIG. 5 , the receptacle  180  preferably is defined as a multiple step bore. Other configurations and orientations are possible depending upon the application. 
     With reference now to  FIG. 7 , two throttle shaft apertures  182  are shown, which apertures  182  preferably extend fully through the main throttle body  102 . The apertures  182  can be sized and configured to accommodate a throttle shaft, which is attached to suitable throttle valve, such as a throttle plate or the like. The throttle shafts will be rotatable within the throttle shaft apertures  182 . 
     The apertures  182  preferably are positioned within the portion of the main throttle body  102  containing the lower flange  142  but other positions are possible. A throttle linkage (not shown) can be secured to the left side of the lower flange  142 . In the illustrated configuration, a throttle linkage mount  184  (see  FIG. 1 ) is provided. Preferably, the throttle linkage mount  184  is provided to the forward throttle shaft and, therefore, is positioned proximate the left side of the forward aperture  182 . As shown in  FIGS. 3 and 7 , for example, a throttle position sensor mount  186  can be provided proximate the right forward aperture  182 . Any suitable throttle position sensor (not shown) can be mounted to the throttle position sensor mount  186 . With continued reference to  FIG. 7 , an adjustment mount block  188  also can be provided along the right side of the main throttle body  102 . A portion of the throttle linkage can be secured to the right side of the main throttle body  102 , which portion can comprise a secondary adjustment screw used to adjust an idle speed of the associated engine. 
     With reference to  FIGS. 1 and 3 , the lower flange  142  preferably comprises mounting holes  190 . The mounting holes  190  can be positioned in locations determined by generally standard locations used in the engine arts. The mounting holes  190  also can be formed in portions of the lower flange  142  that define ears or the like such that sufficient material surrounds the holes  190  to provide a stable mounting configuration. 
     With reference now to  FIGS. 8-10 , the throttle body  102  comprises a vacuum passage  200 . The vacuum passage  200  comprises a pair of communication passages  202  that cross each other. Each of the communication passages  202  extends between two of the passages  146 ,  148 ,  150 ,  152  such that the four passages  202  are placed into fluid communication. Any other suitable interconnecting structures can be used. Advantageously, the passages  202  are formed on a lower surface  204  of the throttle body  102 . Such a position simplifies the manufacture of the throttle body. 
     With reference to  FIG. 9 , at least one and preferably at least two of the passages  146 ,  152  are connected to a vacuum outlet passage  206 . As shown in  FIG. 9 , at least a portion of the vacuum outlet passage  206  preferably is formed in the lower surface  204  of the throttle body. The illustrated vacuum outlet passage  206  extends to a direct vacuum outlet  208 , to which a fitting (not shown can be connected). In the illustrated configuration, the direct vacuum outlet  208  will be positioned facing the rear direction of the throttle body  102  and the direct vacuum outlet  208  will be larger than two other vacuum outlets described below. In one preferred configuration, the direct vacuum outlet  208  can be connected to power brakes and/or a positive crankcase ventilation system (PCV). 
     With continued reference to  FIG. 9 , an idle air control passage  210  also can be connected directly to at least one, and more preferably to at least two of the passages  146 ,  152 . The idle air control passage  210  comprises an idle air inlet passage  212  (see  FIG. 10 ), an idle air control valve passage  214  (see  FIG. 9 ) and an idle air outlet passage  216  (see  FIG. 9 ). An idle air control valve mount  220  can be positioned such that an idle air control valve (not shown) can be secured in the mount  220  to control air flow through the idle air control passage  210 . Any other suitable configuration can be used. 
     In the illustrated configuration, the idle air inlet passage  212  extends between the top surface  140  and a location within the throttle body  102 . The air inlet passage  212  can have other configurations. The illustrated air inlet passage  212 , however, advantageously is easy to manufacture. Moreover, in the illustrated configuration, an axis of the air inlet passage  212  is offset from the idle air outlet passage  216 . 
     With reference now to  FIG. 8 , a first vacuum passage  222  and a second vacuum passage  224  extend from one or more of the passages  146 ,  148 ,  150 ,  152 . In the illustrated configuration, the first and second vacuum passages  222 ,  224  extend from the passage  150 , which is not directly communicating with the vacuum outlet passage  206 . Moreover, in the illustrated configuration, the lower or second vacuum passage  224  has a larger diameter at the end that intersects the passage  150  relative to the upper or first vacuum passage  222 . 
     A port (not shown) preferably is connected to each of the first and second vacuum passages  222 ,  224  on the outside surface of the throttle body  102 . The ports can be 3/16 of an inch in one configuration. Preferably, the ports can be used to connect the throttle body  102  to vacuum accessories and to a MAP sensor. More preferably, the lower port, which corresponds to the larger second vacuum passage  224 , is a direct vacuum connection that can be connected to the MAP sensor. When used with a boosted engine, a zip tie or the like can be used to secure a MAP hose to reduce the likelihood of the hose being blown off of the port. The upper port, which corresponds to the smaller first vacuum passage  222 , is a ported vacuum connect that can be connected to vacuum advance distributors and automatic transmissions (i.e., using a tee splitter or the like, where desired). 
     With reference to  FIG. 6 , the throttle body  102  advantageously comprises a crossover fuel passage  226 . The crossover passage  226 , as will be explained, allows fuel to be passed from one side of the fuel injection body  100  to the other side. Thus, fuel can be supplied from fuel lines to either end of the fuel injection body  100  with fuel being passed through the crossover passage  226  to the other end of the fuel injection body  100 . The illustrated crossover passage  226  comprises generally cylindrical ends  228  and an oblong cross-section through its central portion  230  (see  FIG. 7 ). The oblong central portion  230  allows the passage  226  to extend between the air passages  146 ,  148 ,  150 ,  152 . Other configurations can be used. 
     With reference again to  FIG. 1  and  FIG. 2 , the throttle body  102  is connected to the first end cap  104  and the second end cap  106 . Threaded openings  232  are provided on the ends of the throttle body  102  so that threaded fasteners (not shown) can be used to secure the end caps  104 ,  106  to the throttle body  102 . Other configurations also can be used. 
     The end caps  104 ,  106  preferably are substantially identical to each other. By forming the end caps  104 ,  106  to be identical, manufacturing costs can be reduced and manufacturing and assembly can be simplified. Other configurations also can be used. 
     With reference now to the perspective view of  FIG. 11 , one of a pair of mounting holes  238  is shown. The mounting holes  238 , also shown in  FIG. 1 , for instance, receive the threaded fasteners (not shown) that thread into the threaded openings  232  provided on the ends of the throttle body  102 . The mounting holes  238  can have any suitable configuration. In the illustrated configuration, the mounting holes  238  are countersunk such that the threaded fasteners (not shown) can be substantially concealed within the mounting holes  238 . In other configurations, the mounting holes  238  can be arranged and configured to expose the ends of the threaded fasteners for aesthetic reasons. 
     With continued reference to  FIG. 11 , a crossover connector passage  240  is shown. One end of the connector passage  240  joins with the crossover passage  226 . The other end of the connector passage  240  extends into a fuel line housing portion of the end cap  104 . In particular, as shown in the cross-section of  FIG. 12 , the connector passage  240  generally extends to an intersection of two inclined fuel distribution passages  242 ,  242 . Other configurations also can be used. 
     Each of the illustrated inclined fuel distribution passages  242 ,  242  extends upward at an angle from a fuel introduction port  244  to the connector passage  240 . While the illustrated configuration features inclined fuel distribution passages  242 ,  242 , other configurations are possible. The illustrated configuration, however, provides a pleasing aesthetic appearance. As illustrated, the fuel introduction ports  244  are positioned on a downwardly and outwardly facing surface  246 . Other placements also can be used. 
     With continued reference to  FIG. 12 , a fuel injector supply port  250  can be positioned along each of the fuel distribution passages  242  at a location between the fuel introduction port  244  and the connector passage  240 . Thus, fuel supplied to the fuel distribution passages  242  can be supplied to the fuel injectors  110 ,  112 ,  114 ,  116 . In the illustrated configuration, a returnless system can be provided. The returnless system typically would comprise a fuel supply hose being connected to one of the fuel introduction ports  244  with the remaining fuel introduction ports  244  being capped of with a suitable plug. Thus, fuel would pass from the fuel introduction port through the fuel distribution passages of one end cap  104 , through the associated connector passage  240 , through the crossover passage  226 , through the other connector passage  240 , and into the fuel distribution passages  242 ,  242  of the other end cap  106 , for instance. The fuel in the four fuel distribution passages  242  would then be supplied to the fuel injectors  110 ,  112 ,  114 ,  116 . 
     Thus, in the preferred configuration, the fuel supply system advantageously is fully integrated into the fuel injection body  100  without the need for external fuel hoses with the exception of a supply hose and, in some configurations, a return hose (e.g., in greater than 500 horsepower applications). Moreover, in the illustrated configuration, the fuel supply hose can be mounted to either the front or rear fuel introduction ports  244  on either side of the fuel injection body  100 . In some configurations, two fuel supply hoses can be used to provide fuel separately to each of the end caps  104 ,  106  in a dual feed configuration. 
     A fuel pressure sensor (not shown) can be directly mounted to the fuel supply system discussed directly above. In one configuration, a port  252  can open into the connector passage  240  at a location generally corresponding to the intersection of the connector passage  240  with the fuel distribution passages  242 . Thus, the fuel pressure sensor can be mounted directly to the fuel supply system of the fuel injection body  100 . Advantageously, by positioning the port in the illustrated configuration, the fuel pressure sensor can be concealed from view once the fuel injection body  100  has been mounted to an engine, which concealed location renders an improved appearance for the fuel injection body. 
     With reference now to  FIG. 13 , the auxiliary injector plate  120  preferably provides a structure to which four auxiliary fuel injectors and the associated fuel supply system can be coupled to the main throttle body  102  of the fuel injection body  100 . As illustrated, the injector plate  120  preferably comprises four spaced pairs of slotted openings  260 . The slotted openings  260  allow rotation in the mounting orientation of the throttle plate while still matching the openings. In other words, the slots facilitate mounting of the plate  120  in any orientation (e.g., side to side or front to back). The plate also acts as an adaptor for bolting to a variety of aftermarket intake manifolds. Mounting holes  262  also are provided in spaced pairs. 
     With continued reference to  FIG. 13 , an upper surface  264  of the plate  120  preferably comprises a pair of mounting recesses  266 . The mounting recesses  266  are sized and configured to receive a portion of the associated fuel rail  132 ,  134 . A mounting plate  268  of the fuel rail  132 ,  134  can be secured within the mounting recess  266  through threaded fasteners or the like. The mounting plate  268  can be a single component that extends the length of the fuel rail  132 ,  134  or it can be two or more fingers that extend outward from the plate  120 . In the illustrated configuration, threaded holes  270  are provided on the plate  120  that receive threaded fasteners (not shown). Other mounting configurations also can be used. A third threaded hole  272  extends generally normal to the other threaded holes  270  and the third threaded hole  272  also is used to secure the associated fuel rail  132 ,  134  in position. 
     The plate  120  defines four fuel injector receptacles  280 . The fuel injector receptacles receive the fuel injectors  124 ,  126 ,  128 ,  130  and position them for injection into passages that will be discussed below. The fuel injectors  124 ,  126 ,  128 ,  130  are coupled to the fuel rails  132 ,  134  in any suitable manner. Thus, the fuel injectors  124 ,  126 ,  128 ,  130  extend between the fuel rails  132 ,  134  and the plate  120 . The illustrated fuel rails  132 ,  134  each define a fuel supply passage  276  that extends from one side of the fuel rail  132 ,  134  to the other side. Thus, the fuel rail can have fuel lines coupled to one side of the fuel rail with the other side being plugged. In this manner, the fuel rails  132 ,  134  provide flexibility in configuring the fuel supply system. 
     An inner opening  282  of the plate  120  receives the adaptor  122 . The plate  120  and the adaptor  122  comprise an interlocking mechanical structure. In the illustrated configuration, the plate  120  comprises two shallow grooves  284  while the adaptor  122  comprises two tabs  286 . The tabs  286  are received within the grooves  284  such that the adaptor is correctly oriented and supported within the opening  282 . Other configurations also can be used. As illustrated, the adaptor  122  can rest within the opening and be supported therein. 
     The adaptor  122  preferably comprises openings  290  that generally align with the passages  146 ,  148 ,  150 ,  152 . The adaptor  122  also preferably is shaped and configured to reduce interference with fuel injected by the fuel injectors  124 ,  126 ,  128 ,  130 . For instance, cutouts  292  can be provided in side walls  294  of the adaptor  122 . Other configurations also can be used. 
     The illustrated fuel injection body  100  can be used with or without the injector plate  120 . The injector plate  120  provides a second set of injectors for use in certain applications, as desired. In some applications, a blank end cap can be used on one or both ends of the throttle body and fuel injectors on that side of the throttle body or on those sides of the throttle body can be omitted such that the fuel injection body functions solely as a throttle body. Thus, many variations can be made of the basic construction. 
     With reference now to  FIGS. 14 and 15 , a small housing  300  can be mounted to a side of the fuel injection body  100 . As will be described, the housing  300  is sized and configured to house a circuit board  310  that can be used to control operations of the fuel injection body  100 . 
     The housing  300  preferably is received with a recessed region defined along a side of the throttle body  102 . In some configurations, the housing  300  is mounted vertically between a top portion  302  of the throttle body  102  (e.g., the rim that defines, at least in part, the outer peripheral surface adjacent to the top surface  140  of the throttle body  102 ) and the lower flange  142  of the throttle body. Stated another way, the housing  300  can be mounted along the main portion  144  of the main throttle body  102 . By mounting the housing  300  directly to the fuel injection body  100 , the fuel injection body  100  can be virtually self-contained with less wires running throughout the engine compartment. Moreover, by mounting the housing  300  within the recess defined in the main portion  144  of the main throttle body  102 , the fuel injection body  100  can be compactly arranged while maintaining a virtually self-contained construction. 
     In the illustrated configuration, the housing  300  includes a wall  304  that defines a recess  306 . The recess  306  preferably is sized and configured to accommodate a throttle position sensor (not shown), which can be mounted to the throttle position sensor mount  186 . In the illustrated configuration, the wall  304  extends along a portion of the throttle position sensor mount  186 . Such a configuration provides a more compact configuration. Moreover, by positioning the housing  300 , and more particularly, the circuitry  310  contained within the housing  300 , generally adjacent to the position sensor and the position sensor mount  186 , the position sensor can be connected to the circuitry  310  with a relatively short length of wire. 
     With reference to  FIG. 14 , the housing  300  preferable is formed in two pieces: an outer lid  312  and an inner base  314 . In some configurations, the outer lid  312  is sealed to the inner base  314  during manufacturing. In some configurations, the outer lid  312  is removably attached to the inner base  314 . In some configurations, the outer lid  312  slides over a portion of the inner base  314 . In some configurations, a seal (not shown) can be positioned between the inner base  314  and the outer lid  312  such that a water tight compartment can be defined by the housing  300 . 
     In the illustrated configuration, the inner base  314  and the outer lid  312  are secured together to the fuel injection body  100 . As illustrated, the housing  300  can comprise one or more mounting ears  316 . The mounting ears receive threaded fasteners  318  in the illustrated configuration. Other suitable manners of securing the housing  300  to the fuel injection body  100  also can be used. In some configurations, a shock absorbing component can be used as part of the mounting structure such that the housing  300  can be better isolated from engine vibrations. The fasteners  318  secure the housing  300  to the throttle body  102 . In some configurations, the housing  300  can be secured to other portions of the fuel injection body  100 . 
     The circuitry  310  can be mounted inside of the housing  300  in any suitable manner. The circuitry  310  can comprise a main board  320  and a daughter board  322 . In some configurations, the main board  320  can be electrically connected to the fuel injectors  110 ,  112 ,  114 ,  116  such that the main board  320 , and particularly an ECU that is defined by the main board  320 , can control the injection timing and amount. The daughter board  322  can be electrically connected to an oxygen sensor (not shown). The oxygen sensor can be a wideband oxygen sensor that can be mounted along a suitable portion of an exhaust system. In the illustrated configuration, a wire harness  324  extends from the daughter board  322  to the oxygen sensor. The circuitry  310  also can be connected to a serial cable (not shown) such that the circuitry  310  can be connected to an external computer for interaction with the external computer. Other configurations also are possible. As illustrated, a vacuum connection  326  also can be provided. The vacuum connection  326  can extend through the housing  300  and can be connected to a sensor that is mounted to the circuitry  310 . Other configurations also are possible. 
     Although the present invention has been described in terms of a certain embodiment, other embodiments apparent to those of ordinary skill in the art also are within the scope of this invention. Thus, various changes and modifications may be made without departing from the spirit and scope of the invention. For instance, various components may be repositioned as desired. Moreover, not all of the features, aspects and advantages are necessarily required to practice the present invention. Accordingly, the scope of the present invention is intended to be defined only by the claims that follow.

Technology Classification (CPC): 5