MFI question: S on E?
 

Will a stock S MFI set-up, the entire thing, run properly on an E? Both are 69, 2.0s.

Hi Shaun, I think that there will be a mis-match between ~36 mm S throttle-body size and the 32 mm intake port size. I don't know for sure how much of an impact this will have, but it most likely won't be great. I suspect that it will work, but it might be prone to a flat spot in the torque curve or something like that.

- John

Hi John, thanks for the input. I may end up putting S heads/cams on the E motor, tough call right now.

It'll work, but won't perform great.

I don't know Shaun. I don't get the impression that 2.0S's are as nice to drive on local roads as the E version is. Especially since compared to the 2.2S and 2.4S, the 2.0S has a pretty large port cross-section. If it were me who was going to merge a 2.0E and a 2.0S, I'd use S pistons with E heads and MFI (which is what I've got right now). To make it a little sportier, I'm pretty sure that S cams would work in that configuration too. You might give away a little bit from 7000-7500 RPM, but you'd most likely be stronger from 3500-7000 RPM compared to a stock E, while the E will be stronger from 1000-3500 RPM. The extra CR seems to make a noticeable difference in my E in regards to tractability during part throttle driving. You're welcome to do a back-to-back comparison between my car and yours some time to get a sense of the difference.

Along those lines, Camgrinder can take those E cams and regrind them for a different lobe center spec that can bump low-end torque and high RPM HP a bit. It basically broadens the powerband without requiring port work and really does provide the best of both worlds. I did this with my Solex cams and love the results.

Thanks guys, interesting options.

My 2 liter 'S' is always a blast to drive and compares favorably to the closest 'E' car I have driven a 2.2. Shaun, give me a ring anytime if you want to chat.

Not to get into an argument -- but heck -- this is a BBS!

I'm sure that the S is fun to drive around in. My point is that a 2.0E will outperform a 2.0S (MFI) from 0 to 4500 RPM. The S is stronger 5000 RPM on up. Knowing the region where Shaun lives here in the Greater Boston area, there are relatively few places to stretch an engine past 4500 RPM. A lot of our roads are 30 MPH suburban roads, unless you plan on spending a lot of time driving in 2nd gear, you're just not going to reach 4500 RPM. Really the only place to stretch the engine beyond 4500 is on highway entry ramps.

Personally I think that a small-port S would be cool since it should handily outperform an E from about 4000 RP up past 6500 RPM, and not lag too far behind in the around town 3000-4000 RPM range.

It will be interesting to see what Shaun chooses to do and how it works out.

Kenik, will do, thanks.

John, when I had my 84 on the road, I rarely had it below 4500, and drove it everywhere. Now the E is a much different car, but there's plenty of driving going up to Walden Pond, Storrow Drive, etc. to keep it up in revs, etc. In fact, since it's so nice out, just got off the bike zinging around at 6-9K for fun.

the E injection, complete, is going up for sale. Older Eurometrix stamp in them. always drove great.

Any idea on value? would rather sell it than eBay it.

I'd call Matt Blast at Eurometrix about getting a read on the used MFI pricing. Depending on the condition, anywhere from $500 for the whole system in unrefreshed condition, up to maybe $1500-$2000 for something that had recently been completely refurbished. By unrefreshed I mean an old pump, leaky throttle bodies and loose linkages.