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Re: Performance Mods
Posted by David Prantl - http://saabnet.com/tsn/forms/e.php3 (more from David Prantl - http://saabnet.com/tsn/forms/e.php3) on Tue, 18 Nov 2003 16:39:55
In Reply to: , Kok Chen, Sat, 17 Dec 1988 12:00:00

> I have a '94 9000, 5 speed, turbo motor,

> Is there any benefit to milling the head a bit to slightly bump
> compression,

Judging by what the biggest SAAB tuning shops are doing these days to the
B234 turbo engine, no. Besides, the engine has a static compression ratio of
9.25:1 from the factory, which is very high for a high-pressure (14+ psi)
turbocharged engine.

> Anything to be gained by opening up the intake/exhaust ports?

Again, the prominent tuners are not selling it, so probably not.

> On a slightly different topic, where does the aero
> model get it's increase in h.p.? Computer? AFM? Turbo? Exhaust?

First, note that it's only a 25hp (8lb.ft) increase (10% or so combined), so
it's not a very big deal. Also note that the power bump applies only to Aero
5-speed cars, not Aero automatics (which get the same 200hp as your car).

It's done with a slightly different turbocharger (Mitsubishi TD-04 versus
your Garrett T25), and a slightly differently programmed ECU (Trionic
computer controlling fuel, ignition and boost simultaneously). The exhaust,
intake, and all other physical engine-related bits are identical. The
reprogramming in the ECU requires the use of at least 'Premium' gas,
according to the '94 owners manual. Later manuals specify 90.5 octane (AON)
minimum for 225hp cars. The '94 manual also says that base boost is set 0.05
bar higher on 225hp engines, but the Factory Service manual specifies the
standard value (0.40 +/- 0.03 bar). I'm inclined to believe the service
manual. The '94 owners manual is also wrong about the compression ratio,
reporting 8.5:1 instead of the correct 9.25:1. 8.5:1 is the figure for the
first-generation B234 turbo engines ('91-'93).

Trionic doesn't use an AFM instrument. It computes air-mass-flow from MAP
(manifold absolute pressure) and IAT (intake air temp) sensors.

> Are these parts directly swapable with my car?

If you found a '94 Aero 5-speed, with the same throttle system as your car,
you could swap the turbocharger and ECU to instantly gain the extra 25hp.
The throttle system can be either Electronic (cars with TCS), or standard
cable-operated butterly valve. I suspect that most, if not all 1994 USA 9000
turbos came with the standard throttle.

Folks have reported a gain in power from just replacing the ECU with an Aero
unit while keeping the stock Garrett T25 turbocharger. Since the Mitsu
turbos tend to be expensive, even from junkyards, the Aero-ECU-only swap
would be your cheapest option.

But IMO it's a lot more rewarding to go with a proper tuning package. I have
personally tried Speedparts stuff in two different 9000 cars ('97 2.3 turbo
and '97 2.0 LPT). Both worked beautifully. The 2.3 upgrade ran better hp on
a dyno than a stock 2.3 Aero. I haven't had the 2.0 on a dyno, but it's
definitely very close to where a 2.3 Aero would normally be. Both of these
received the Stage-1 upgrade, which involves nothing more than a reprogrammed
ECU and a free-flow air filter insert. If the car is originally an LPT, is
is necessary to add the boost control valve and hoses as fitted to the
full-pressure models at the factory.

http://www.speedparts.se

Their USA agent is http://www.taliaferrosaab.com


These are both very knowledgeable, friendly and customer-oriented
establishments.

If you've got the budget for a new 3' exhaust system and an upgraded
turbocharger (and a few other little bits), you can comfortably squeeze 309hp
(362lb.ft) from your engine. This is Speedparts Stage-4, and costs about
$3000. If you want better control of all that power, and you have another
$1500 burning a hole in your pocket, Speedparts has a limited-slip
differential for your 5-speed gearbox !

These are just off-the-shelf upgrades mind you. There are much more extreme
9000 turbos out there. For example, at least one de-stroked (2.3 engine with
2.0 crank) insanely over-boosted truck-intercooled CSE with about 500
street-friendly hp...

Alternatively, Stage-1 will take you to 235hp (296lb.ft) for only about $450.
Notice how much more torque (i.e. low-end hp) you get with this setup over a
stock Aero. This is mostly because the Aero ECU keeps maximum boost pressure
below a rather conservative 15 or so PSI, while I've verified that the
Speedparts Stage-1 ECU routinely allows boost pressures in the low 20s. And,
although I haven't tested it, the speed limiter (149mph for all stock CSE
turbos and Aeros) is probably deleted as part of this ECU upgrade. I highly
recommend it !

Cheapest would be Aero-ECU swap only, yielding an output somewhere between
200hp (244lb.ft) and 225hp (252lb.ft). Even at full Aero level (technically
requiring the Mitsu turbocharger and premium gas), notice the mediocre boost
in torque. The cost of a junkyard Aero ECU would probably be about $200.

David Prantl
david_prantlno39sdcx6spamx782hotmail.com

'84 900S, 5M, 210kMi, RIP as of 2/98
'89 900, 3A, 116kMi, restored and SOLD on 3/24/01
'97 9000CSET, 5M, 63kMi, Speedparts Stage-I, SOLD on 10/11/02
'93 9000CSET, 5M, 84kMi, SOLD on 3/8/03

'86 9000T, 5M, 200kMi
'88 9000S, 5M, 142kMi
'90 9000S (B202I), 4A, 161kMi
'94 9000CSE (B234I), 4A, 165kMi
'68 97 Sonett V4, 4M, 76kMi, #000467
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Posts in this Thread:

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