hey has anyone attempted to try a series 4 intake on a SE? I 've put it all together and switched all the sensors over to the s4 intake so the computer will recieve the same signals as before but I have hesitations about the MAF the s4 is bigger but it has different resistance on one terminal. Now just to give a little history on it thte six port sleeves have been pulled and the secondary injector holes plugged (cause the SE only runs 2) RB headers and full exhaust choke plate pulled and plugged sub zero yanked. My only real fear is that it will lean out real bad at WOT but I've also heard that the ol wankel runs better a little lean. But boy is that s4 throttle body big in comparason to the SE! I'll post when I get it going and let ya'll know if I blow it up or not.

 

The 'ol wankel has a tendency to grenade itself lean.

 

I don't think you can use the gsl-se computer with the S4 AFM... Why don't you use teh s3 AFM and run it like tha. that is what FIRE85gslse is doing... Unless I misunderstood your post./...

trevor

 

To do it 100% correct you need a s4 computer to replace your GSL-SE computer.
Keep the GSL-SE maf on the s4 intake and you'll be ok. If you get the s4 maf to run off the gsl-se computer let me know. If you gonna do it I would recomend very highly......... did I say VERY HIGHLY .......
that you send you injectors to RC. It will cost total 60.00 to clean and blue print them. My injectors are 710cc now.
My set were flowing 690 and 693 when they when in.
My back up set were flowing 630 (leaking badly) and 670. They came back flowing
703 and 705
There are 3 GSL-SE's that I know that have the s4 intake on it.

I am running the s4 housings and rotors also so basically I have an s4 mild ported
motor with an GSL-SE front cover and oil pan.


Hope this helps

 

what about s5 na intake?

 

I just installed an S5 intake on my streetported GSL-SE. I still have the stock distributer, afm and ecu. I had to change over alot of things to get it to fit. The vacuum rack had to go. I did keep 2 of the solenoids working though. 1 of them controls the vacuum signal to the distributer and the other controls the vacuum signal to the fuel pressure regulator. The S5 fuel rails are being used as the stock GSL-SE fuel rail no longer fit under the new manifold. The fuel pressure remains the same with this setup. I just have 2 injectors in the upper manifold working as plugs. They aren't hooked up. The stock GSL-SE injectors are in the primary rail. The TPS still works.

So far since the conversion I have not been able to get the car to run proplerly. It isn't even close. It does start everytime but needs to be revved up to almost 3K rpm just to keep running. Even then it isn't smooth. I held it there for a couple of minutes and the cat was glowing bright orange and smoking. It is extremely lean. The exhaust tips were still perfectly clean. Since I had to rig up an adapter to fit the stock GSL-SE afm onto the much larger 2nd gen air intake pipe, I may have some serious vacuum leak issues after the afm. The first time I tried to start it, it wouldn't. I did have a vacuum leak then. I am still working on it and will hopefully find the problem soon. Nothing was changed on the ignition side so I know the problem isn't there. I'll let you guys know if I can get it running. I am less than a month away from installing a Megasquirt ECU but I would still like to make it work until then.

 

Have you guys thought about using the s4/s5 ecu and wiring harness/ignition/injectors/crank angle senor etc.

The gsl-se computer will not compensate for the extra air you now have from the larger manifolds. You'll need to run a second gen ecu and everything along with it.

As for myself I simply ported my manifolds and my car turns off while idling in colder temps until the car has reached operating tempuratures.

Vacuum leaks are also VERY VERY important, my barely ran, and had to keep it revved up in order to even move the car.

 

OK so I did it. s4 intake on a SE. I DID run the SE MAF but I'm gonna experiment with fooling the SE computer into thinking the s4 MAF is the same as the SE's. According to my calculations you only need to wire in a 200 ohm resistor into one of the circuits. The SE as it stands now has cone filter, SE MAF, s4 intake with the choke plates pulled and plugged, secondary injectors pulled and plugged, and its filled with the OE SE sensors (AIT and TPS) ACV pulled and plugged, rats nest pulled - except for the two that control vaccuum advance and fuel pressure, A/C ripped out, air pump - WTF is an air pump anyway?! RB Headders, RB racing exhaust, Tockico Blues, short shifter, Auto Meter gauges, and it totally hauls ***.... for now. I'll post as soon as I do my little wiring project and let ya'll know how it turns out. Oh and by the way I would've love to do a s5 intake but I didn't have one lying around! - maybe on the next 7!

 

Oh i forgot to mention the car starts fine wants to die when its cold (cause the choke has been 86'd) but after its warm it idles like a kitten right at 700 rpm - KNOW THAT!!! And my injectors are gonna be sent off this winter when 7season is closed

 

Kevin Landers has a write up on this, on his web site www.rotaryresurrection.com.

 

I have an S4 intake on my SE done by Kevin Landers, motors still on break in (streetport w? S5 rotors) but ill tell you what its like in 1200 miles

 

That's the one page on his website that isn't working.

 

I found my problem. The casting is a little different between all pre '89 6 port engines vs all post '88 6 port engines. The middle S5 manifold hits the rear housing in one spot. It is very close to fitting but was just enough that there was a vacuum leak from between the middle manifold and the lower. I had to grind it down and then it fit fine. Started right up after that. I removed the thermal wax pellet though so it is hard to keep running until warmed up. The air temperature sensor is also a rigged T-II one so that needs fixing and the TPS needs to be adjusted. It's amazing what even a small vacuum leak can do.

 

Post pics when your done. I would love to ba able to run a S5 intake. I am tring to figure out the easiest way to add two more injectors and to go with a series 4 or 5 air meter. My GSL-SE air meter is holding back my S4 intake's max performance.
and if I could run some 500 something secondaries I think she would move.

 

You can't adapt the 2nd gen afm. I've tried and so have many others. I modified the 2nd gen one internally. While it seems that there is only a resistor that is needed, the 2nd gen afm runs off of 5 volts where the GSL-SE runs off of 12 volts. You also need to change the current to it. It is really strange. After you get all of these mods done which isn't that hard, the car still doesn't run good. I've actually made it work but I can't get it to work as well as the stock afm. The factory ecu just doesn't know how to comp[ensate properly for the added air. There is also no map sensor on the GSL-SE where there is one on the 2nd gens. The ecu just isn't designed to read a larger afm. I gave up after putting too much work into it. My current project is to install a Megasquirt ecu. I am building it myself and will have less than $200 when all is said and done. If you can't build one yourself, they can be had from eBay for $325 assembled. This is fully programmable fuel control. I'm already running the MSD direct fire conversion on my distributer. I feel this route is far easier in the end and well capable of more power.

 

thanks for the info rotarygod you just gave me the info I needed to sleep at night.

 

I got the S5 manifold on the stock GSL-SE ecu problem solved. Damn small vacuum leaks can be a bitch to find sometimes. All I've got to say is that this manifold is incredible. Normally I'd say that it can't be any faster because the afm is still the same small size but the tuning differences between the SE manifold vs the S5 manifold is just impressive. The longer runners on the S5 manifold make the low end much better. The S5 manifold is also shaped better to better use the effect of the return pulses from the opposite rotor. The top end is great after the VDI opens. Again this is due to pulse tuning and not the fact the intake manifold flows better. This is VERY noticable. This isn't one of those things where I "think" it is faster becasue my butt dyno says so. I know it is faster.

There was an S4 guy that bolted the S5 manifold on his car and did dyno runs with each one. He gained 15 hp chaning nothing else. This still kept his stock afm. While his is larger than mine, it did still gain power due to the VDI tuning. That is what is happening here with mine except I probably can't ultimately get as much power out of it with my afm. The car may in fact run a little leaner now but it is still fantastic.

During the 1st test drive, I took it down a big street near my house. I made a U turn slowly to come back. At 2000 rpm I broke the tires loose on dry pavement and nearly spun it all the way around. I could not have done this with the stock manifold at this low of an rpm. The power is just great. I can't wait to get the Megasquirt on and tuned. Anyone with a GSL-SE, I definitely recommend this mod. I am a big sceptic about many commonly performed mods and was actually sceptical about the potential of this system with the stock ecu and afm. This just goes to show that it isn't always how much air you can flow but rather how you use it. Manifold design is hugely important.