The 1983-1992 Ford overhead valve (OHV) 250 x-flow intake system was largely, perhaps a 95% copy of the 1973-1988 Single Over Head Cam (OHC) 3.0 CSL, 5 ,6 and 7 series M series in line six runner six.
The Bimmer used 100 mm bore spacings, and its upper runner confluence points were the same 3.937" spacings as the lower runners. With a slant six, it dind't need no stinkin space for a brake booster.
On the Aussie EFi Falcon, it was indevelopment from the 1979 Blackwood program. Early on, it was planned to use it in the Cortina, as there was still debate about what platform the EFi X-flow engine would end up in....the Fox body, the European based Cortina/Granada, or a revised X shell like the 65-73 Mustang and 75-80 Granada Monarch/ 78-80 Versallies thing reheated.Ford Australia played its cards open with its sights set on cost reduction, and the Fox chassis looked like it wouldn't cut the mustard in terms of towing 2 ton trailers, and being treated like an F150 like boat owning Aussies always do. So they engineered that 83 EFi X flow real, real tight for space. The fact that it fits anywhere is a minor miracle.
The Cortina had an air box where the brake booster was. My mate Richard removed the Heating&Ventialtion & Air Conditioning (HVAC) system, and mounted the LE-II Bosch or EECIV Ford Vane Air Meter (VAM) into that space. The fact that it all fits perfectly is proof that Bosch and Ford Australia had really been working on making the EFi X-flow fit both under the hood, and within the confines of the HVAC.
They did that by having two center spacings, the 4.08" one at the head, and the top runners about 3.40" or so at the top. That allowed the HVAC or possible Left hand drive brake booster to fit.
http://img.photobucket.com/albums/v223/xecute/XEEFISCHEMATIC.jpg
XE Falcon Cross Flow EFi Schematic
http://img.photobucket.com/albums/v223/xecute/DSC001450.jpg
Australian Right Hand Drive 1977 TC Ford Cortina with Falcon Cross flow 250 alloy head and XE vane air meter
Edsell Ford II was the assistant managing Director at Ford Australia from mid 1977 to late 1980, and according to his last interview with the late David Robertson before he departed back to Michigan, there were plans affoot to use the Honda head on the US 250 and 200, so the EFI system had to fit
1. under the stock Fox hood,
2. away from the Fox Ford brake booster and clutch cable, and
3. clear of the Cortina HVAC.
It just about did all three things, although the 75 mm throttle body hole to the VAM makes it very tight in a Fox with a 250 six.....you can just fit it if it has the shallower 9.38" deck and the Australian engine mounts. The upper EFi runner is sloped to clear the hood rise.
By shear hard work and effort, it also fits the early spring tower braced X shells like Jack Collins 1966 Mustang hardtop
http://i1215.photobucket.com/albums...to_66_mustang_brake_booster_clearance_002.jpg
http://i1215.photobucket.com/albums...to_66_mustang_brake_booster_clearance_001.jpg
http://i1215.photobucket.com/albums...0_into_66_mustang_brake_booster_clearance.jpg
For Meth Heads, the EFi even had space to fit some Meth bottles betwee the shock towers and the intake runners, like the Mike Vine Turbo EFi kits made in Queensland. The XD/XE/XF and XG Falcons from 1979 to 1999 had a 31.1" top of shock tower width between the spring towers, for a 61" front track. They had springs around them, and tilted them inwards.
For the early X shell 1965 Mustangs, its upper shocker spacings are 34-7/16", for a 55" front track,
for all 1965-1966 Stang's thats 27-3/4" top of shock to shock inner tower width
Top of shock tower width varied from
1962-1965 Fairlane, 28.0"
1963-1965 Falcon, 28-3/8"
1966-1969 Fairlane/Torino 28¾ "
1967-1970 Stang 28-3/16",
1971-1973 Stang 29-¾",
1970-1971 Torino 30½ in
1969-1977 Maverick 25"
1975-1980 Granny/Monarch/Versallies, 25" as well.
For the early 57" track Foxes, same shocker spacings are 34-7/16" width center to center, and you can measure the spring tower inner widths.
Sooooo, you can bunch the collectors from your six, 4.08" center Independent Throttle Bodies up and over to a lessor spacing to clear the brake booster.
Toyota had the same issues with its 20 valve 4AGE with ITB's, so it used pressed steel elipsoidale collectors to get air clear to the Throttle bodies.
http://i1215.photobucket.com/albums...VE_LEAR_7MINUTES40sec_toyota_corrolla_001.jpg
http://i1215.photobucket.com/albums..._stacks_from_the_2002_Toyots_corrolla_001.jpg
Imitation is the highest form of flattery.
Turn these
upside down, and angle them into a 6 runner top collector at 3.4 inch centers or less, and you won't have any clearance problems.
As I say, you cannot screw this one up. There is so much good stuff to use, and many have found that the upper intake part of the Independent Throttle Body system is where the real power is to be had, and the more confined the quarters, the better the result if you realise that air can be bent.
Mike the Air Bender!
like an artist with a TIG torch! And I bet Mad Mike's skillz are even better than mine! Oh wait, JB Weld is too expensive for me, so I use the cheap 
