slate blue

Hi this is the custom intakes I came up with after being totally dissatified with the factory originals that are fitted to the S2. As we know the S2 has a torque peak at 4100 rpm while the original S has it at 4500 rpm. One of the possible reasons for this is the runners. They are over 4 to 5 cms different in length depending on the runner. The runners in the picture are comparable runners.

Also the early intakes don't have the squash down restriction near the injector. So all in all I believe the early runners will be beneficial. Here's some pics to illustrate the point.



This one shows the conversion needed for the electronic injector.



This one shows the small area you need to build up, I haven't finished with the Dremel yet but it has been honed and is greatly improved as far as the internal finish is concerned.



I will finish these off shortly, so many jobs.

Carl Fausett

The longer runner will have better throttle response and mid-range. A shorter runner pulls harder at WOT.

Because they changed the inner diameter of the runners for more peak HP, they probably lost some mid-range throttle response, and lengthend the runners a tad to get it back.

There are more differences between "euro" and US items, I have found.
fuel line sizes (CIS)
fuel distributor flow (CIS)
Central plenum
and msot everybody knows about the Euro cams and throttle body

Here are some pictures...

slate blue

Hi Carl thanks for posting those pics, both the runners I have shown are Euro runners. The one on the left is the S2 obviously and the one on the right is a Euro S runner also. It is just that it came off a CIS car and has been modified. The only time we had the US style stuff was in 78 and 79 with the 4.5 liter low compression engines that were rated at 240 hp here.

My point with this mod and others I'm doing is to move the torque curve up higher. This is for two reasons, one I hope to be able to get atleast the same torque as before but because the same power or torque occurs higher it means, I produce more power.

I also have another engine project that is shelved at the moment and it's capacity will be in the region of 5.7 to 6.0 liters, so if the torque curve moves up on a smaller engine it means it should be able to feed the bigger engine also however the rpm where the torque peak occurs will drop in that engine due to its bigger capacity.



The above photo shows what I started with and what needs to b e done to convert the older style runner over to electronic injector. These early runners should flow better due to the fact they are straighter and don't have those almost 180 degree bends in them.

Cheers Greg

FlyingDog

Greg, do you have a picture of how far a stock electronic injector protrudes into the intake? I'm curious how recessed the short nozzle Ford injectors would be.

slate blue

The stock electronic injector doesn't extend out like the CIS version. It sits inside and is recessed by almost 10 mm. I will take a photo if you still want it but I thought the measurement was more valuable to you.

Cheers Greg

FlyingDog

The measurement is good, thanks.

Carl Fausett

Are you worried about the electronic injector being shrouded if it is recessed like that? The mechanical injectors are placed down into the air flow for optimum pickup and to avoid condensation of the atomized fuel on the manifold.

A short injector may condensate on the sides of the hole and drip....

FlyingDog

I am a little concerned, that's why I asked. I asked Bruce at Five-O about using shorter injectors in place of longer injectors and he said he has had no problems with it on Chevys. Since ours are already recessed that concerns me a bit more. I'm going to try to find spray patterns for the 4 nozzle Ford injectors. If the 4 nozzle injectors won't work, I'll either go with 1 nozzle Fords, or leave them stock for now.