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Discussion Starter #1
Just as a bit of an interesting starter... how do you go about building the best "fast road" c900 engine... :roll:

I'll start and we'll go from there... (but stick with proven methods)


- Forged pistons (although I seem to remember that they can cause piston slap on some occasions)

- 8.5 compression ratio (lots of boost, little bit less det.)

- balanced crank, flywheel, and con-rods

- alu flywheel

- lightened crank (I've also heard that too much lightening can be bad)

- Ported and gas-flowed cylinder head
 

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Discussion Starter #6
- Forged pistons (although I seem to remember that they can cause piston slap on some occasions)

- 8.5 compression ratio (lots of boost, little bit less det.)

- balanced crank, flywheel, and con-rods

- alu flywheel

- lightened crank (I've also heard that too much lightening can be bad)

- Ported and gas-flowed cylinder head

- Better spark and ignition timing (i.e. D.I.)
 

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Any questions? :D



'91 B202 block
92 mm forged Sweedspeed/Cosworth pistons, weighted at 481.5 g
shot peened and weighted rods
shot peened and fully balanced crank
Piston oil cooling jets


T7 (9-5) 16v cylinder head, modified to fit B202 block
Gas flowed
Bigger valves
Stock T7 cams
Custom Sweedspeed intake manifold

Sweedspeed full race modified T03 turbo; stock .48 A/R turbine, bigger compressor with 'angled' blades; 360 degree thrust bearing

Sweedspeed built air/liquid IC (converted from '85 all-alloy 900 IC)
Custom heat exchanger in front of engine coolant rad (54 x 15 x 3,9 cm core); Davies Craig electric water pump; Simota cone air filter relocated to inner fender; stock T16 AMM-turbo pipe; M89- 90T16 alloy turbo-IC pipe; custom IC-TB pipe

Trent Saab/FSE atmo dump valve, originally meant for Scooby WRX (classic shape) Group N rally car

Custom 3" downpipe, no front silencer; 2.5" Simons half system w/ twin tailpipe

LH 2.2, Eprom modified at Beek Auto Racing, 7,000 rpm rev limt
346 cc 9000 2,3T injectors (Bosch 0 280 155 009)
Trent Saab/FSE rising rate fuel pressure regulator

M88 9000T DI system, Eprom modified by Beek Auto Racing
Black DI cassette
 

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Eric van Spelde said:
Any questions? :D



...Eric's *****in' engine specs...
Hmm, would love to have that in that real stiff 2-door model, for example a completely galvanised and restored Silver arrow!! :D
 

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Eric van Spelde said:
Any questions? :D
Just one: why bother with an ignition system that you can't tune yourself?

DI and Trionic both require expensive trips to an engine tuner for remapping.

I just don't see the point retrofitting DI or Trionic into a 900. Sure the DI cartridge looks cool and OE, but that alone's not worth the wallet-clearout whenever you need to get the thing tuned. Just go for an aftermarket system: wide usage, DIY mapping, easy install (with instructions! :lol: )

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thanks. I'm not familar with air/liquids ICs but i assume the water is pumped though then to a heat exchanger mounted in place of the AC infront of the rad?

Megasquirt would be good if it could control DI (coil on plug) and make use of the stock knock sensor. Perhaps Ultra Megasquirt will have this functionality.
 

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Matthew said:
Just one: why bother with an ignition system that you can't tune yourself?
Because I wouldn't want to do it myself anyways. A few hundred Euro spent at the best and most experienced engine management specialists around, is money well spent IMO.

The proof of the pudding is in the eating: this car was turned into a finished product with OE-standard idling and driveability over the complete operation range in three sessions, including one where it was found out the head was knackered. Since, the engine has behaved impeccably from an engine managemnt side of things on road and track. I'm at a stage now where I want to enjoy the thing rather than tinker before/after any drive (before I get too old to enjoy it!). I've never seen/heard of a Saab with aftermarket management that has reached *quite* that stage yet, and some have been at it for a couple of years now. I don't have that time and inclination.

Much along the same lines, one session at Beek Auto Racing has sorted out the handling to a level that I wouldn't ever have reached by myself, either.

[Oh, that and the fact that DI is a WAY more advanced ignition system than any of the usual aftermarket systems can offer...]
 

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leadfoot said:
thanks. I'm not familar with air/liquids ICs but i assume the water is pumped though then to a heat exchanger mounted in place of the AC infront of the rad?
Yes, except that this car did not have A/C in the first place, and that I reckon it wouldn't be too hard to mount the heat exchanger (covering the width of the rad, but only 15 cm high and 39 mm deep) in front of an A/C condenser in front of the rad. :)

The pump is a Davies Craig auxiliary water pump.
 

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There is a problem in the UK in that people who can map the DI unit are few and far between. The availability of mappers for some of the other aftermarket systems is far greater.
 
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