Actually, though I'm relatively new to motorcycles (bought my 2000 KLR650 on my birthday in 2009, and my JH600 in spring of 2010), and I've owned only three cars in my life, the first two cars were VW's pioneering Type III Squarebacks. The first was a 1968 model that I bought in 1977 for $350 in Sebastopol (the engine was in the mud next to the car), and the second was a 1971 model, barely running, which I bought in 1982 for $600. What was pioneering about the Type III? VW offered an optional electronic fuel injection system, called D-Jetronic and made by Bosch, which was one of the first commercial EFI systems when launched in 1967. It's described in Wikipedia thusly:

Bosch developed an electronic fuel injection system, called D-Jetronic (D for Druck, German for "pressure"), which was first used on the VW 1600TL/E in 1967. This was a speed/density system, using engine speed and intake manifold air density to calculate "air mass" flow rate and thus fuel requirements. This system was adopted by VW, Mercedes-Benz, Porsche, Citroën, Saab, and Volvo. Lucas licensed the system for production with Jaguar. Bosch superseded the D-Jetronic system with the K-Jetronic and L-Jetronic systems for 1974, though some cars (such as the Volvo 164) continued using D-Jetronic for the following several years.
The Type IIIs all had the Porsche-inspired air-cooled 1600cc "pancake" engine, a four-cylinder answer to the BMW boxer design, squirreled away behind the rear wheels in a seemingly impossibly small space, and, since the engine was secured to the differential by just four bolts and weighed less than I did, I could have it out of the car in just 15 minutes. I did so on the side of the street in San Jose one time when I sucked a valve and had to do an on-the-fly rebuild to get all the shrapnel out of the case.

The Bosch EFI system was very very well designed, with various temperature sensors in addition to the manifold air intake density sensor mentioned above. Wires all led to a black box -- the ECU -- mounted inside a rear quarterpanel. Imagine! I had a central processing unit running my fuel system back in the 1970s! It was not user serviceable, and the only adjustment you could do was mess with the spark timing in the distributor, which employed a vacuum system to advance the spark. (I once jury-rigged a part from a soda can pull tab (yes, they were not yet banned back then; we still have them here in China)



to keep the vacuum advance plate working properly.)

Otherwise, the only service was to clean or replace the injectors as they became fouled. Being a cheapskate college student, I relied on rebuilt injectors.

To make a long story short, those two cars were brilliant -- super reliable, fun to drive, could carry a ton of gear and home-made roof racks (see image below), had a big trunk up front where people thought the engine should be. Oh, and gas mileage. I never got less than 42 miles per gallon (5.6 liters per 100 km)! So I'm a huge fan of EFI, especially Bosch (and have high hopes that our JH600 stalling problems will be resolved with Bosch's help).