Outboard motor powerhead section and fuel delivery system

Abstract

An outboard motor engine has a cylinder block including vertically stacked cylinders divided into two cylinder banks arranged in a V-shape. Two cylinder heads define intake passages, each intake passage corresponding to a respective cylinder. Air intake manifolds include air intake runners that extend from an opposite end of the engine, around outer sides of the cylinder block, and respectively connect to the intake passages. Two vertically extending fuel rails are respectively located between the first cylinder head and the first air intake manifold and between the second cylinder head and the second air intake manifold. The fuel rails are integral with either the respective cylinder heads, or the respective air intake manifolds. Fuel injectors are coupled to the fuel rails and vertically spaced from one another with respect to each fuel rail such that each fuel injector is associated with a respective cylinder.

Claims

1. An outboard motor internal combustion engine comprising: a cylinder block including a plurality of vertically stacked cylinders that are divided into first and second cylinder banks arranged in a V-shape; first and second cylinder heads coupled to the first and second cylinder banks, respectively, near a first end of the engine, the first and second cylinder heads defining a plurality of intake passages, each intake passage in the plurality of intake passages corresponding to a respective cylinder in the plurality of cylinders; first and second air intake manifolds including a plurality of air intake runners that extend from a second, opposite end of the engine, around first and second sides of the cylinder block, and are respectively connected to the intake passages in the first and second cylinder heads; first and second vertically extending fuel rails respectively located between the first cylinder head and the first air intake manifold and between the second cylinder head and the second air intake manifold, wherein the first and second fuel rails are integral with either the first and second cylinder heads, respectively, or the first and second air intake manifolds, respectively; a plurality of fuel injectors coupled to the first and second fuel rails and vertically spaced from one another with respect to each fuel rail such that each fuel injector in the plurality of fuel injectors is associated with a respective cylinder, each fuel injector having a nozzle end that injects fuel into a respective intake passage corresponding to the respective cylinder, wherein the fuel injectors are top-feed fuel injectors; and a plurality of feeder tubes, each feeder tube in the plurality of feeder tubes corresponding to a respective fuel injector, wherein the feeder tubes couple the fuel injectors to the first and second fuel rails, respectively; wherein fuel flows from respective bottom ends of the first and second fuel rails to respective top ends of the first and second fuel rails, and wherein each of the first and second fuel rails has a diameter that decreases from the bottom end of the fuel rail to the top end of the fuel rail.

2. The outboard motor internal combustion engine of claim 1, wherein the diameter of each of the first and second fuel rails decreases approximately halfway along a height of the respective fuel rail.

3. An outboard motor internal combustion engine comprising: a cylinder block including a plurality of vertically stacked cylinders that are divided into first and second cylinder banks arranged in a V-shape; first and second cylinder heads coupled to the first and second cylinder banks, respectively, near a first end of the engine, the first and second cylinder heads defining a plurality of intake passages, each intake passage in the plurality of intake passages corresponding to a respective cylinder in the plurality of cylinders; first and second air intake manifolds including a plurality of air intake runners that extend from a second, opposite end of the engine, around first and second sides of the cylinder block, and are respectively connected to the intake passages in the first and second cylinder heads; first and second vertically extending fuel rails respectively located between the first cylinder head and the first air intake manifold and between the second cylinder head and the second air intake manifold, wherein the first and second fuel rails are integral with either the first and second cylinder heads, respectively, or the first and second air intake manifolds, respectively; a plurality of fuel injectors coupled to the first and second fuel rails and vertically spaced from one another with respect to each fuel rail such that each fuel injector in the plurality of fuel injectors is associated with a respective cylinder, each fuel injector having a nozzle end that injects fuel into a respective intake passage corresponding to the respective cylinder, wherein the fuel injectors are top-feed fuel injectors; and a plurality of feeder tubes, each feeder tube in the plurality of feeder tubes corresponding to a respective fuel injector, wherein the feeder tubes couple the fuel injectors to the first and second fuel rails, respectively; wherein fuel flows from respective bottom ends of the first and second fuel rails to respective top ends of the first and second fuel rails, and wherein the first and second fuel rails extend vertically alongside only a lower subset of the cylinders in the respective first and second cylinder banks.

4. The outboard motor internal combustion engine of claim 3, wherein the feeder tubes corresponding to an upper subset of the cylinders in the respective first and second cylinder banks extend from the top ends of the respective first and second fuel rails.

5. The outboard motor internal combustion engine of claim 1, wherein the feeder tubes are flexible tubes.

6. The outboard motor internal combustion engine of claim 5, wherein the flexible tubes are made of nylon.

7. The outboard motor internal combustion engine of claim 5, wherein each feeder tube is coupled to a respective fuel injector perpendicular to a longitudinal center axis of the respective fuel injector.

8. An outboard motor internal combustion engine comprising: a cylinder block including a plurality of vertically stacked cylinders that are divided into first and second cylinder banks arranged in a V-shape; first and second cylinder heads coupled to the first and second cylinder banks, respectively, near a first end of the engine and defining intake passages corresponding to each of the cylinders; first and second fuel rails extending vertically alongside the engine; fuel injectors coupled to the first and second fuel rails and vertically spaced from one another with respect to each fuel rail such that each fuel injector is associated with a respective cylinder, each fuel injector having a nozzle end that injects fuel into a respective intake passage corresponding to the respective cylinder; and flexible feeder tubes extending from the first and second fuel rails, respectively, each feeder tube being connected to a respective fuel injector; wherein the fuel injectors are top-feed fuel injectors and each feeder tube is coupled to a respective fuel injector perpendicular to a longitudinal center axis of the respective fuel injector.

9. The outboard motor internal combustion engine of claim 8, further comprising first and second air intake manifolds including a plurality of air intake runners that extend from a second, opposite end of the engine, around first and second sides of the cylinder block, and are respectively connected to the intake passages in the first and second cylinder heads.

10. The outboard motor internal combustion engine of claim 9, wherein the first fuel rail is located between the first cylinder head and the first air intake manifold and the second fuel rail is located between the second cylinder head and the second air intake manifold.

11. The outboard motor internal combustion engine of claim 10, wherein the first and second fuel rails are integral with either the first and second cylinder heads, respectively, or the first and second air intake manifolds, respectively.

12. The outboard motor internal combustion engine of claim 11, wherein fuel flows from respective bottom ends of the first and second fuel rails to respective top ends of the first and second fuel rails, and wherein each of the first and second fuel rails has a diameter that decreases from the bottom end of the fuel rail to the top end of the fuel rail.

13. The outboard motor internal combustion engine of claim 12, wherein the diameter of each of the first and second fuel rails decreases approximately halfway along a height of the respective fuel rail.

14. The outboard motor internal combustion engine of claim 11, wherein fuel flows from respective bottom ends of the first and second fuel rails to respective top ends of the first and second fuel rails, and wherein the first and second fuel rails extend vertically alongside only a lower subset of the cylinders in the respective first and second cylinder banks.

15. The outboard motor internal combustion engine of claim 14, wherein feeder tubes corresponding to an upper subset of the cylinders in the respective first and second cylinder banks extend from the top ends of the respective first and second fuel rails.

16. The outboard motor internal combustion engine of claim 8, wherein the feeder tubes are made of plastic.

17. The outboard motor internal combustion engine of claim 16, wherein the plastic comprises nylon.

18. The outboard motor internal combustion engine of claim 3, wherein the feeder tubes are flexible tubes.

19. The outboard motor internal combustion engine of claim 18, wherein the flexible tubes are made of nylon.

20. The outboard motor internal combustion engine of claim 18, wherein each feeder tube is coupled to a respective fuel injector perpendicular to a longitudinal center axis of the respective fuel injector.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The present disclosure is described with reference to the following Figures. The same numbers are used throughout the Figures to reference like features and like components.

(2) FIG. 1 illustrates a front view of a partially cross-sectioned outboard motor powerhead section according to the present disclosure, with an engine shown schematically in dashed lines and a fuel delivery system shown in solid lines.

(3) FIG. 2 illustrates a sectional view of the powerhead section, taken along the line II-II of FIG. 1.

(4) FIG. 3 illustrates a detailed view of portions of a cylinder head, a cylinder block, and a fuel delivery system according to the present disclosure.

(5) FIG. 4 illustrates a perspective view of an alternative embodiment of a portion of a fuel delivery system according to the present disclosure.

(6) FIG. 5 illustrates a top view of the portion of the fuel delivery system of FIG. 4.

(7) FIG. 6 illustrates an embodiment of a portion of a fuel delivery system similar to that of FIGS. 4 and 5.

(8) FIG. 6A illustrates a detailed view of a portion of FIG. 6.

(9) FIG. 7 illustrates an alternative embodiment of a portion of a fuel delivery system according to the present disclosure.

(10) FIG. 7A illustrates a detailed view of a portion of FIG. 7.

(11) FIG. 8 illustrates an alternative embodiment of a portion of a fuel delivery system according to the present disclosure.

(12) FIG. 9 illustrates an alternative embodiment of a portion of a fuel delivery system according to the present disclosure.

(13) FIG. 9A illustrates a detailed view of a portion of FIG. 9.

(14) FIG. 10 illustrates an alternative embodiment of a portion of a fuel delivery system according to the present disclosure.

DETAILED DESCRIPTION

(15) In the present description, certain terms have been used for brevity, clarity and understanding. No unnecessary limitations are to be inferred therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes only and are intended to be broadly construed.

(16) FIGS. 1 and 2 illustrate an outboard motor powerhead section 10 for an outboard motor including an internal combustion engine 12 covered by a cowl 14. The internal combustion engine 12 includes two cylinder heads 16a, 16b coupled to a first end of a cylinder block 18. Each cylinder head 16a, 16b and the cylinder block 18 together define a number of vertically stacked cylinders 20a, 20b. Note that the cylinder block 18 shown herein has two banks 19a, 19b of two cylinders 20a, 20b each, which banks 19a, 19b are arranged in a V-shape. The engine 12 therefore is a V-4 engine. In other examples, the engine could be a V-2, V-6, V-8 (FIGS. 4-9), or other type of engine. A crankcase cover 22 is coupled to a second, opposite end of the cylinder block 18 and encloses a vertically oriented crankshaft 53. Two pairs of intake runners 24a, 24b extend along either side of the cylinder block 18 from the crankcase cover 22 to a respective cylinder head 16a or 16b. The intake runners 24a, 24b extend from a surge take or silencer 26 located fore of the crankcase cover 22 and around the outside of the cylinder banks 19a, 19b. One intake runner 24a or 24b is provided for each of the four cylinders 20a or 20b. Thus, each intake runner 24a, 24b provides intake air to a respective intake passage 38a or 38b, which intake passage 38a or 38b extends through the cylinder head 16a or 16b to a respective cylinder 20a, 20b, as will be described further herein below. Two fuel rails 28a, 28b are provided to carry fuel to the intake passages 38a, 38b in the cylinder heads 16a, 16b. Each fuel rail 28a, 28b extends along a respective vertical center axis 30a, 30b alongside the engine body and is located between an outer surface of the engine body and an inner surface 32 of the cowl 14.

(17) Thus, an outboard motor internal combustion engine 12 according to the present disclosure includes a cylinder block 18 including a plurality of vertically stacked cylinders 20a, 20b that are divided into first and second cylinder banks 19a, 19b arranged in a V-shape. First and second cylinder heads 16a, 16b are coupled to the first and second cylinder banks 19a, 19b, respectively, near a first end 60 of the engine 12, the first and second cylinder heads 16a, 16b defining a plurality of intake passages 38a, 38b, each intake passage 38a, 38b in the plurality of intake passages corresponding to a respective cylinder 20a, 20b in the plurality of cylinders. First and second air intake manifolds 25a, 25b including a plurality of air intake runners 24a, 24b extend from a second, opposite end 62 of the engine 12, around first and second sides of the cylinder block 18 (i.e., around outer lateral sides of the cylinder banks 19a, 19b), and are respectively connected to the intake passages 38a, 38b in the first and second cylinder heads 16a, 16b. First and second vertically extending fuel rails 28a, 28b are respectively located between the first cylinder head 16a and the first air intake manifold 25a and between the second cylinder head 16b and the second air intake manifold 25b. The fuel rails 28a, 28b are also located on the outer side of the cylinder head 16a, 16b and the intake manifold 25a, 25b, i.e. between those structures and the inner surface 32 of the cowl 14.

(18) The fuel delivery system 33 for the engine 12 includes a fuel source 34 that is in fluid communication with the fuel rails 28a, 28b by way of a fuel filter 35 and a fuel pump 36. This may be through a variety of different hoses, tubes, and the like. Additionally, a fuel reservoir, a high pressure pump, a low pressure pump, vapor separator, fuel supply module, and/or pressure sensors may be provided as part of the fuel delivery system 33 as known to those having ordinary skill in the art. Fuel return lines may also be provided to return fuel to the fuel source 34. The exact components and layout provided for the fuel source, reservoir, pump(s), etc. are ancillary to the details of the fuel delivery system 33 of the present disclosure, and are not limiting on the scope of the present claims. Briefly, in the example shown, the fuel pump 36 provides fuel at high pressure to each of the vertically extending fuel rails 28a, 28b, after which the flow of fuel is guided through receiver cups and fuel injectors of the fuel delivery system 33, as will be described below. The fuel rail can be made of metal or plastic, and the receiver cups and fuel injectors can be made of plastic.

(19) As mentioned above, the engine 12 includes a plurality of intake passages 38a, 38b, each intake passage 38a, 38b extending through a respective cylinder head 16a, 16b to a respective cylinder 20a, 20b. One of the intake passages 38a is shown in more detail in FIG. 3, which shows a partial, cross-sectional view of the engine 12 at starboard-side cylinder bank 19a. It should be understood that a similar description applies to the components located in cylinder bank 19b, although such components will not be described in detail for purposes of brevity. As shown in FIG. 3, cam covers 40a, 40b hold cam shafts 42a, 42b within the cylinder head 16a. Cam shaft 42a opens and closes a spring-biased intake valve that provides selective communication between the cylinder 20a and intake passage 38a. Cam shaft 42b opens and closes a spring-biased exhaust valve that provides selective communication between the cylinder 20a and exhaust passage 44. Although the intake valve between intake passage 38a and cylinder 20a cannot be fully seen in FIG. 3, a valve stem 46 that couples the intake valve to the cam shaft 42a is shown, which valve stem 46 extends along centerline 45. Additionally, the intake valve face 47 can be seen just at the opening where the intake passage 38a leads into the cylinder 20a. Similarly, exhaust valve stem 41, extending along centerline 43, can be seen within cylinder head 16a. A cylinder head cover 80 extends over the cam covers 40a, 40b and other cylinder head components.

(20) Intake air travels through the intake runner 24a as shown by the direction of the arrows therein, enters the intake passage 38a, and thereafter enters the cylinder 20a upon retraction of the intake valve face 47 from the opening that leads into the cylinder 20a. Fuel is injected into the stream of air prior to its entry into cylinder 20a by a fuel injector 48, the coupling of which to fuel rail 28a will be described further herein below. Although only one intake passage 38a and fuel injector 48 are shown herein, it should be understood that the same assembly is provided at the cylinder above or below the one shown in FIG. 3, and that a mirror image of the assembly is provided in the opposite cylinder bank 19b. In fact, referring to FIGS. 1-3, a plurality of fuel injectors 48 are coupled to the first and second fuel rails 28a, 28b and are vertically spaced from one another with respect to each fuel rail 28a, 28b such that a receiver cup 50 of each fuel injector 48 in the plurality of fuel injectors is associated with a respective cylinder 20a, 20b. Each receiver cup 50 includes a sealing surface for an o-ring around the fuel injector 48 and provides means for clamping the receiver cup 50 to the outer surface of the cylinder head 16a or 16b.

(21) Returning to FIG. 3, each fuel injector 48 has a nozzle end 59 that extends into a respective intake passage 38a, 38b corresponding to a respective cylinder 20a, 20b. The nozzle end 59 of each fuel injector 48 communicates with a respective intake passage (e.g., 38a in FIG. 3) and thereby injects fuel into the intake passage 38a upstream of the intake valve. The nozzle end 59 of the fuel injector 48 may fully extend into the intake passage 38a, or could instead be located in a side passage 39 within the cylinder head 16a that connects to the intake passage 38a. In the example shown herein, a portion of the nozzle end 59 extends into the intake passage 38a, while the remainder of the nozzle end 59 is located within the side passage 39. In any case, the engine 12 therefore operates using indirect injection, as fuel is injected into the air stream upstream of the intake valve. After the fuel-air mixture from the intake passage 38a enters the cylinder 20a, a spark plug 49 ignites the mixture, which upon combustion causes a piston 51 within the cylinder 20a to be pushed toward the crankshaft 53 (FIG. 2) of the engine 12. The pattern with which such combustion events take place is known to those having ordinary skill in the art, and in this example is a 4-stroke pattern, although engines that operate according to a 2-stroke pattern are contemplated within the scope of the present disclosure.

(22) According to the present disclosure, the first and second fuel rails 28a, 28b are integral with either the first and second cylinder heads 16a, 16b, respectively, or with the first and second air intake manifolds 25a, 25b, respectively. For example, FIGS. 1-3 and 8-9 show various examples of fuel rails being integrated into the intake manifold 25a or 25b, while FIGS. 4-7 show examples of fuel rails being integrated into the cylinder head 16a or 16b. Various connection structures, geometries of the fuel rail, and other details of fuel delivery systems will be described herein below. Each of the below examples depicts and describes a plurality of feeder tubes, each feeder tube in the plurality of feeder tubes corresponding to a respective fuel injector 48, wherein the feeder tubes couple the fuel injectors 48 to the first and second fuel rails, respectively. In the examples shown herein, the fuel injectors 48 are top-feed fuel injectors, but the designs could be modified to work with side-feed fuel injectors instead. Additionally, note that according to the layout of the remainder of the fuel delivery system 33 shown in FIG. 1, fuel flows from respective bottom ends of the first and second fuel rails to respective top ends of the first and second fuel rails, such as from bottom ends 29a, 29b to top ends 31a, 31b of fuel rails 28a, 28b.

(23) FIG. 4 shows an alternative embodiment of a portion of a fuel delivery system according to the present disclosure, including fuel rail 128 having bottom end 129 and top end 131. Receiver cups 150 are coupled to the fuel rail 128 and spaced from one another with respect to a rail center axis 130 such that each receiver cup 150 is associated with a respective cylinder (not shown) in a cylinder block having four vertically stacked cylinders. Thus, the structure shown in part is the cylinder head 116 on the port side of a V-8 engine with two banks of four cylinders each. Although the cylinders are not shown, the intake passages 138 associated with each cylinder are shown for purposes of orienting the viewer. Each receiver cup 150 has a respective feeder tube 152 that extends between the respective receiver cup 150 and the fuel rail 128. The feeder tubes 152 are individual feeder tubes that can be integral with or connected to the receiver cups 150. Fuel injectors 148 are respectively coupled to the receiver cups 150. In this example, the fuel rail 128 is provided between the cam area and the fuel injectors 148, and is integral with the cylinder head 116. FIG. 5 shows a top view of the embodiment of FIG. 4, including the location of a port 165 between the feeder tube 152 and the receiver cup 150. The receiver cups 150 each have a fitting (such as a barbed nipple) to mate with the feeder tube 152, an interface 151 to rigidly attach the receiver cup 150 to the cylinder head 116, and an interference or snap-fit feature 149 to engage and retain the fuel injector 148.

(24) FIGS. 6 and 6A show an embodiment very similar to the example of FIGS. 4 and 5. Note that the fuel rail 128 is integral with the cylinder head 116 on the port side of a V-8 engine, which includes intake runners 124 of intake manifold 125. For example, the fuel rail 128 can be located on the outside edge of the cylinder head 116, running vertically along its height. A fuel delivery line 162, which is ultimately in communication with a fuel pump (see 36, FIG. 1) delivers fuel into the cylindrical fuel rail 128. The delivery line 162 is connected to the bottom end 129 of the fuel rail 128, and fuel flows from the bottom end 129 to the top end 131 of the fuel rail 128. Fuel is fed to the injectors via receiver cups 150, which receive the fuel via feeder tubes 152. A service port connection and air bleed location 166 is located at the highest point along the fuel rail 128, at the top end 131. The fuel rail 128 in this example is rotated slightly from the example shown in FIGS. 4 and 5, such that the feeder tubes 152 do not need to be bent to connect to the appropriate location on the receiver cup 150. It should be understood that the orientation of a given fuel injector and its receiver cup 150 can be changed to fit the space limitations of a particular engine, and the feeder tube 152 can be manipulated or bent as required to connect the fuel rail 128 to the receiver cup 150.

(25) FIGS. 7 and 7A show another example of a fuel rail 228 that is integral with the cylinder head 116 on the port side of a V-8 engine, which includes intake runners 124 of intake manifold 125. A fuel delivery line 162, which is ultimately connected to a fuel pump (see 36, FIG. 1) delivers fuel into the cylindrical fuel rail 228. The delivery line 162 is connected to the bottom end 229 of the fuel rail 228, and fuel flows from the bottom end 229 to the top end 231 of the fuel rail 228. Fuel is fed to the injectors via receiver cups 150, which receive the fuel via feeder tubes 252, at least for the lowermost fuel injectors. That is because in this example the fuel rail 228 extends vertically alongside only a lower subset of the cylinders in the respective cylinder bank 119. The top end 231 of the fuel rail 228 ends about halfway up the cylinder bank 119. Feeder tubes 253 and 254 extend from the top end 231 of the fuel rail 228 and connect to the receiver cups 150 for each of the uppermost fuel injectors in the cylinder bank 119. Thus, the feeder tubes 253, 254 corresponding to an upper subset of the cylinders (here, the uppermost two cylinders) in the cylinder bank 119 extend from the top end 231 of the respective fuel rail 228. Feeder tube 253 is shorter than feeder tube 254, as it extends less far. In another example, the lower subset of cylinders includes the lower three cylinders, while the upper subset of cylinders includes just the uppermost cylinder. The opposite grouping may also be made, with the lowermost cylinder being the lower subset along which the fuel rail 228 extends, and the three upper cylinders being the upper subset fed by longer feeder tubes. In another example, the longer feeder tubes connected to the receiver cups 150 and feeding the upper subset of cylinders are connected not to the top end 231 of the fuel rail 228, but to the side of the fuel rail 228.

(26) With reference to FIG. 7A, the example shown herein has a tube 264 that extends from the top end 231 of the fuel rail 228 and that provides for a service port connection and air bleed location 266. This is the highest point in the fuel system and where the air will be located. In another example, this location 266 is at the top end 231 of the fuel rail 228. The feeder tubes 253 and 254 and tube 264 can be connected to the top end 231 of the fuel rail 228 by way of a specially designed end cap, O rings, and/or barbed nipple-like fittings.

(27) FIG. 8 shows an example in which the fuel rail 228 of FIGS. 7 and 7A is integrated into the intake manifold 125 instead of the cylinder head 116. More specifically, the fuel rail 228 is integral with a flange 127 of the intake manifold 125 that is bolted to the cylinder head 116. The fuel rail 228 can be located on the intake manifold flange 127 between the intake manifold 125 and the cam cover (not shown here, but see FIG. 3). Shorter feeder tubes 252 and longer feeder tubes 253, 254 are connected to opposite sides of the receiver cups 150, but otherwise the assembly is much the same as that shown and described with respect to FIG. 7.

(28) FIGS. 9 and 9A show an example in which a fuel rail 328 is also coupled to the flange 127 of the intake manifold 125 instead of to the cylinder head 116. Here, the fuel rail 328 has a diameter that decreases from the bottom end 329 of the fuel rail 328 to the top end 331 of the fuel rail 328. Compare diameter D1 with diameter D2. In fact, in the example shown, the diameter of the fuel rail 328 decreases approximately halfway along a height of the respective fuel rail 328. Compare total height H of the fuel rail 328 shown in FIG. 9A to half of the height H/2. Note that the diameter change could occur anywhere between the locations where feeder tube 352 (connected to the second from bottom receiver cup 150) and feeder tube 353 (connected to the third from bottom receiver cup 150) are connected to the fuel rail 328, and the design would still achieve the same objective and provide the same functionality. Thus, approximately halfway along the height encompasses anywhere between these two connection points. Depending on the orientation of the upper portion or half of the fuel rail 328, the feeder tubes 353 leading to the upper receiver cups 150 may need to be longer than the feeder tubes 352 leading to the lower two receiver cups 150.

(29) FIG. 10 shows another example of a fuel rail 428 in which the diameter decreases from the bottom end 429 to the top end 431. Here, there are three steps down in diameter, from D1 to D2, from D2 to D3, and from D3 to D4. Again, the feeder tubes 452 might need to increase in length as the diameter decreases, depending on the orientation of the fuel rail 428 with respect to the receiver cups 150. Note also that the portion of the fuel rail 428 having the diameter D4 could instead be a feeder tube, similar to the embodiment shown in FIGS. 7 and 7A.

(30) The decrease in diameter in each of FIGS. 9 and 10 and the use of longer feeder tubes in FIGS. 7 and 8 is achievable because the fuel flow requirements decrease as fuel is delivered to each fuel injector 148 in turn. While the fuel rail generally provides a common fuel volume that stabilizes accumulated pressure, the flow requirements at the top of the fuel rail are much less than those at the bottom, where enough fuel must flow to reach each of the above fuel injectors. Stepping down the diameter of the fuel rail or using feeder tubes that branch off the top end of the fuel rail allows the overall engine assembly to be narrower near its top, which helps comply with cowl pull-off requirements. Said another way, the overall height of the fuel injector is decreased when measured along the axis of the injector.

(31) In each of the above examples, the feeder tubes are flexible tubes, such as for example made of plastic, and more specifically of nylon. This allows for the receiver cups 150 to be positioned with respect to the cylinder head 16, 116 independently of the fuel rail. The fuel rail and the receiver cups 150 can both be provided with a barbed nipple-like fitting that leads into the respective passage through which fuel is to flow. The feeder tubes can be slid over the barbed fittings, one end of the feeder tube on each barbed fitting, to make the connection between the fuel rail and the receiver cups 150. An example of the barbed fittings is shown in FIG. 3 at 66 and 68. The barbed fitting 66 can be molded as part of the receiver cup 50 or can be installed as a separate piece. The barbed fitting 68 can be molded as part of the fuel rail 28a or can be installed as a separate piece. In either case, the thin walled nylon feeder tube 52 will fit snugly over the barbed fittings 66, 68 without fuel leakage. The flexibility of the feeder tubes also allows the connection of the feeder tube 52 to the fuel rail 28a to be in a different horizontal and/or vertical plane than the connection to the receiver cup 50, thereby reducing design constraints. This same characteristic and resulting benefit applies to all of the examples noted herein above.

(32) Thus, as a result of the specific geometry, components, and layout of the above-mentioned fuel delivery system 33, the problem of spatial integration of a fuel rail assembly including a fuel rail, fuel injectors, electrical connectors, and associated mounting hardware and interfaces, either into and/or between base engine components, peripheral components, and cowl components can be solved. While a given distance needs to remain between the nozzle end 59 of the fuel injector 48 and the face 47 of the intake valve in order to provide enough distance for the fuel to mix with the intake air before entering the cylinder 20a, 20b, the distance shown herein has been tested and proves to be sufficient for good fuel economy and acceptable emissions.

(33) In any of the above examples, the electrical components can be integrated into the fuel rail and associated components. For example, ribbons of electrically conductive material are disposed on the fuel rail frame along with integral connectors to interface with each fuel injector 48, 148 and a wiring harness connector.

(34) Note also that in each of the above examples, the fuel injectors 48, 148 are top-feed fuel injectors. This means that the fuel rails shown herein are not in-line with the receiver cups or fuel injectors, and fuel enters each fuel injector 48, 148 from an end opposite its nozzle end 59. However, despite the fuel injectors being top-fed, the feeder tubes connect to the receiver cups 50, 150 at the side, not the top, of the receiver cup 50, 150. For example, each feeder tube is coupled to a respective fuel injector receiver cup 50, 150 perpendicular to a longitudinal center axis of the respective fuel injector. Fuel therefore flows into the receiver cup 50, 150 in a first direction, and then flows through the injector 48, 148 in another direction, perpendicular to the first. This change in fuel direction allows the fuel injector, receiver cup, and feeder tube assembly to have a low profile, meaning the cowl 14 can be closer to the engine body and the outboard motor is minimized in width. The flexibility of the feeder tubes also allows for the connections to the sides of the receiver cups 50, 150.

(35) Finally, note that although the different embodiments of fuel rails are shown with respect to only one cylinder bank of the engine, a mirror image of a given fuel rail is provided on the other cylinder bank.

(36) In the above description, certain terms have been used for brevity, clarity, and understanding. No unnecessary limitations are to be inferred therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes and are intended to be broadly construed. The different systems described herein may be used alone or in combination with other systems. It is to be expected that various equivalents, alternatives and modifications are possible within the scope of the appended claims.