Information on T5 install into a LH 2.2 1988 900t - Page 5 - SaabCentral Forums
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C900 Performance, Mods & Tuning Covers Tuning & Performance modifications for the Classic 900 (C900)

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  #81  
Old 10th November 2011
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It must be placed before the throttle body. The IAT must meter the air pre-throttle plate to work correctly. IC pipe works best.

I routed my harness exactly like LH2.4. To the untrained eye nothing looks out of place except for the DI.
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  #82  
Old 13th November 2011
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Measured the gap today, it's only 1mm now. Thought it was more.
Now started wiring the all harness. It much bigger job than I had in mind.
What about the main relay? Has to be more powerful than the original is? (want to have all the units powered from there. IAC, Injectors, DI)
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  #83  
Old 30th November 2011
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Default Wiring up the relays....

There have been lots of issues with people using the relays as set up for LH2.2. Don't do this. I used a set of relays on a bracket and wired them just as they are done for a '94 9000. ( I used seat belt relays found under the back seat of 900's with auto seat belts ) Look at the wiring diagram for a 9000 and you will see that it is different then the set up for LH. Mine have worked flawlessly for 50 k miles. You are putting in a T5 system. Wire the relays as it was intended for T5. You can see all the pin outs on my write up for a '88 900t as a sticky.
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  #84  
Old 6th December 2011
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Quote:
Originally Posted by 99sven View Post
There have been lots of issues with people using the relays as set up for LH2.2. Don't do this. I used a set of relays on a bracket and wired them just as they are done for a '94 9000. ( I used seat belt relays found under the back seat of 900's with auto seat belts ) Look at the wiring diagram for a 9000 and you will see that it is different then the set up for LH. Mine have worked flawlessly for 50 k miles. You are putting in a T5 system. Wire the relays as it was intended for T5. You can see all the pin outs on my write up for a '88 900t as a sticky.
I assume that I can use the fuel pump relay as it is in LH2.2 but I have to use more powerful main relay? Still can use the same stand for the relays but just need to find a bigger relay for main to power the injectors, IAC, DI etc.
LH2.2 has 2 x 30W relay, what does the T5.5 need?
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  #85  
Old 8th December 2011
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Quote:
Originally Posted by KT100 View Post
I assume that I can use the fuel pump relay as it is in LH2.2 but I have to use more powerful main relay? Still can use the same stand for the relays but just need to find a bigger relay for main to power the injectors, IAC, DI etc.
LH2.2 has 2 x 30W relay, what does the T5.5 need?
You also need larger diameter wires. Main relay has 4,0mm^2 wire. It splits to three sections after relay, DI, injectors and EVAP. DI and injectors need 2,5mm^2 wire and EVAP 0,75mm^2.

You can leave EVAP out, but you need to disable it in software.
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  #86  
Old 25th February 2012
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Where is the tachometer signal coming in C900? If I've removed the ignition amplifer where the original signal is taken from where could I find a new source for my tacho? From T5 ecu directly?
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  #87  
Old 25th February 2012
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Quote:
Originally Posted by KT100 View Post
Where is the tachometer signal coming in C900? If I've removed the ignition amplifer where the original signal is taken from where could I find a new source for my tacho? From T5 ecu directly?
Yes, you can wire the rpm signal directly from the T5. I used the original wire as much as I could by cutting it behind the big connector 152B and pulling it out and then used the speaker holes to get it close to the ECU.
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  #88  
Old 25th February 2012
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Quote:
Originally Posted by Megro View Post
Yes, you can wire the rpm signal directly from the T5. I used the original wire as much as I could by cutting it behind the big connector 152B and pulling it out and then used the speaker holes to get it close to the ECU.
Thanks. Looked into C900 wiring diagram and it shows that originally the tacho is sourced from distributor into ingnition amplifer and then to the tacho. Just for knowledge.
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  #89  
Old 25th February 2012
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Quote:
Originally Posted by KT100 View Post
Thanks. Looked into C900 wiring diagram and it shows that originally the tacho is sourced from distributor into ingnition amplifer and then to the tacho. Just for knowledge.
Is the car Lucas, Bosch LH2.2 or 2.4?
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  #90  
Old 26th February 2012
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It was a LH2.2.
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  #91  
Old 26th February 2012
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Concerning electricity, I've instaled T5 too and I've made schematic diagram of my instalation. Yopu can find it inside scanned service manuals, as they are at 900 workshop - first sticky thread. Go into 3:2 - schematic diagrams and search. Page is named Saab 900 CV Trionic 5.5 by Misu, page number is 84.
This modification works well, more then 3000 kms with just a one problem, caused by poor soldering.
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  #92  
Old 26th February 2012
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on my 1993 vert, i ran a wire directly from the t5 ecu, to pin 7 of the ignition amp.

worked well,

Mike d
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  #93  
Old 26th February 2012
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Mike on LH 2.4 there is a 4pin connector right above where the LH ECU lives that holds the speed signal, tachometer, CEL, and "shift up" light. It is much easier to use this connector than to run separate wires for each one you might want.
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  #94  
Old 27th February 2012
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Hi,

Anyone could tell if the stock injectors on my c900 LH 2.2 and c900 Lucas c14 will work on a Trionic engine management or do I need to get the injectors along with all other Trionic component off the donor car?

Thank`s!
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  #95  
Old 27th February 2012
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I've took injectors from Trionic car. For me it was easy, because I haven't any old one, so no problem of choice - keep original from LH or buy Trionic injectors.
But I am sure Lucas will not fit, because of different voltage and current specification - remember that big golden resistor on right fender.
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  #96  
Old 27th February 2012
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Lucas injectors are low independence injectors. LH injectors will work but you need to correct the software for them. More work than getting Bosch redtops!
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  #97  
Old 27th February 2012
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Agree. You are better off starting with trionic injectors than dealing with the hassle of programming for smaller injectors.
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  #98  
Old 27th February 2012
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OK, tnx guys ... well noted. I was just wandering if it`s necessary to spend extra money for another set of injectors or am I good with existing (at least in the case of LH 2.2).
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  #99  
Old 6th March 2012
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Default Dumb Question

Dumb Question:

Instead of the mock sensor bracket behind the flywheel, why cant one just take the crank seal housing from a 2.1 NA that has the crank mounted sensor, use a crank sensor, 2.1 crank pulley and just swap the 2.1 trigger for the 9000 trigger?

I am very green at this but the sensor whether at the flywheel or the crank pulley, isn't it doing the same thing?

PS, in my case, this will be fitted to an auto vert, so there is no flywheel. Would one suggest drilling the torque converter, or is a crank mounted sensor more practical for tht application.
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  #100  
Old 6th March 2012
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I suspect that:
- there`s no physical space for the Trionic CPS
- the trigger wheel on the EZK system has only one or two slots and it`s small compared to Trionic wheel.

Quote:
Originally Posted by B202NUT View Post
Dumb Question:

Instead of the mock sensor bracket behind the flywheel, why cant one just take the crank seal housing from a 2.1 NA that has the crank mounted sensor, use a crank sensor, 2.1 crank pulley and just swap the 2.1 trigger for the 9000 trigger?

Sensors are different, I guess EZK sensor can`t read 60-2 wheel.

I am very green at this but the sensor whether at the flywheel or the crank pulley, isn't it doing the same thing?

PS, in my case, this will be fitted to an auto vert, so there is no flywheel. Would one suggest drilling the torque converter, or is a crank mounted sensor more practical for tht application.
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