1985-1998 [Subscribe to Daily Digest] |
Major improvements were made in 1994. Copy and pasted from the now-defunct Quasimotors website (link to mirror below):
Major points:
The inner end of the axel has a three-roller "fist" (tripod joint) that goes into the driver cup on the transmission. These tripod joints/driver cups come in two sizes. The axel end tripod joint size must match the driver cup size. See the "Inner Driver" column of the chart
A major design change took place in '94:
Synchronizer added to reverse gear
First/second gear synchronizer totally redesigned
Three-ring sandwich for each gear instead of a single synchro ring
Larger diameter input shaft
94 and later transmissions will NOT mate to '93 and earlier engines
Different mounting bolt pattern
Larger diameter input shaft and clutch splines
94 and later transmissions are the best design
Much smoother, more positive action
Much tougher synchros on 1 - 2 gears
Note, however, that Eriksson says that the 3rd gear snap ring on the input shaft is a failure item on these transmissions. Saab did a mod to include a thrust washer, but no one knows when. Eriksson can do the mod for around $50 labor plus $50 parts
Michael Smith reports that this snap ring failed in his 97 Aero at 74000 miles
My 94 Aero had this failure at 97000 miles
Symptoms are loud noises in reverse and/or a "clunk" of varying intensity in neutral - when it gets bad enough, it should scare you sufficiently to admit that yes, you really do have a serious problem and it's time to fix it. The symptoms are caused by the gear cluster moving axially (back or forward), causing the meshed gears to bind and then violently release, and it is perceived as a binding-up of machinery. The hell of it was that it only happened very occasionally at first and, fortunately, only in reverse and neutral. The most reasonable fix is a rebuilt transmission from Erikssen. Apparently this is not a widespread problem, as it is not reported as a common failure item.
Final drive ratios
Higher numerical ratio is a lower effective gear ratio
Higher number/lower ratio = quicker, more revs per mile
Lower number/higher ratio = less quick, better gas mileage, quieter highway cruise
Non-turbo transmissions have a very low final drive ratio
Necessary for non-turbo acceleration
86 - 92 turbo transmissions have a pretty low final drive ratio
Very quick off the line
93 and later turbo transmissions have a higher final drive ratio
Very "long-legged" on the highway. Less blitz, but better mileage, quieter highway cruising
88 - 93 trans have a dip stick to check fluid level
(although the fluid is so clear that it makes the usefulness debatable)
94 and later have no dip stick; they have fill, level-check and drain plugs
posted by 68.105.18...
http://jope.fi/saab/www.quasimotors.com/buying.htm
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