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Last time (last week?) I was struggling to get consistent running. Now that is "in the bag" and I'm gearing up to face the California Air Resources Board!
What’s new:
… 9000 Charcoal Canister and Purge Valve installed & wired
… 9000 Rear O2 Sensor installed & wired
… Camshafts from a 2.1L NA (removed G6 cams & lash caps)
… 3.0 FPR from a 2.1L NA (removed G6 rising rate adjustable FPR)
Yesterday I drove down to San Jose to visit the Swedish Auto Factory and hook up the car to the Tech2 device. If you have a Trionic Saab (1994+) this is the $$$$ electronic diagnostics tool they use to read codes, troubleshoot, etc.
We found 4 codes stored in the ECM: 1) brake light input circuit open 2) front O2 sensor heater, 3) rear O2 sensor heater. 4) long term fuel trim out of spec.
The first one is easy because I didn’t hook up the brake signal to the ECM. I don’t want boost limited when I’m left-foot braking – I want full power!
The second and third codes were easy too – a blown fuse. I had put in a 5A to run *both* O2 heater circuits, which apparently is not enough. I replaced it with a 10A and it should be fine.
The fourth code is related to the mismatch of 2.3L Aero ECM/injectors and the smallish 2.0L c900 motor that it is hooked up to. The long-term fuel trim was steady at MINUS 46%! We read injector pulse width at idle and it was 2ms. The Trionic manual says normal 2.5-3.5ms. We read injector pulse width over several full throttle acceleration runs and the highest reading was 14ms. The book says 18ms is normal. The good news is that the car runs smoothly and idles nicely with these “oversize” injectors. Also that there is a lot of headroom left in the fuel system for boost and power improvements down the road!
We also found that my front O2 sensor was dead – you can monitor the signal directly on the Tech 2 - it had a signal, but it was flat line when it should have been oscillating. S.A.F. had a used O2 sensor to plug in, and that worked great.
Timing has been a concern of mine, because the placement of the crank position sensor has not been externally verified. The Tech 2 allows real-time viewing of the timing, which was between 6 and 9 degrees BTDC at idle, which is fine. The book says idle may vary from 0-10 degrees BTDC at idle. I forgot to get readings during the road test.
On the highway, the car (like most Saab turbos) is really in its element. Wanna be 1/4 mile ahead of somebody? Just squeeze on the power and (if the clutch doesn’t slip) you’ll be there in no time. The acceleration at 70-110mph was phenomenal, I’m really happy with it. It was always fast, but it was fast and bitchy. Now it is fast and smooth.
Next up: Monday morning 8am I have an appointment at the California “Referee” Station. The project qualifies as an “engine replacement” or “fuel injection replacement” which has to be inspected by the state to be street legal. Hopefully I will get the waiver so I can renew the about-to-expire registration! For the inspection I have to remove the atmospheric HKS dump valve and install a blocker plate, and I might experiment with some smaller (2L Turbo or 2.1L NA) injectors just so the system doesn’t have such huge negative adaptation (which may trigger a CEL over time).
2003 projects/wishlist: Track time and maybe a dyno run. Maptun (or SQR) Trionic upgrade, 9000 front brake calipers, Water Injection, PU A-arm bushings, front adj. spring perches, Electric Water Pump, Ericksson big-pinion bearing upgrade for the tranny. The Lesco super-motor is due in April/May timeframe. DS
posted by 63.207.93...
, Fri, 20 Dec 2002 22:22:05
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