Full Version: before and after
Like many of us.. you've been busy transforming a car to your tastes over the years... why not post some before and after photos and tell us the story of what you changed and why....
Project Luxobarge to Cruise Missile.
The problem with the 9000 2.3 T Griffin was that it looked horrific, old, and very very American… oh and it handled like a meringue on jelly on it’s silly little 15’’ cross spoke wheels.
But underneath I just knew there was a beast waiting to break out.
For those of you who don’t know what a Griffin is, it’s the top of the range company director model, all wood, leather and toys, and indeed my Griffin was no exception in that case.
) .
But it because clear that the automatic gearbox just wasn’t up for this kid of torque and soon the gearbox gave up it’s struggle for life. So the last job I did on the car was to have the gearbox removed and completely re-conditioned by ATS in Den Haag.
The car was perfect again… but then I saw an Audi/Porsche RS2 for sale.. and bought that… selling the car to Maarten (Hirsch 900)’s father. The RS2 is a story for another day!
So final specs were :
1992 Saab 9000 2.3 CD Turbo Griffin.
2.3 Litre, 4-cly, 16 valve with balancer shafts, turbo charged with intercooler. Direct Ignition with Automatic Performance Control. Electronic Throttle, ABS, TCS. Auto.
Max Power : circa 265 Horse Power. Max Torque : 400NM Torque.
Engine
Abbott Racing Motorsport gas flowed cylinder head.
Abbott Racing Motorsport DI-APC ECU upgrade.
Abbott Racing Motorsport up rated turbo wastegate actuator.
Abbott Racing Motorsport fully re-built engine with new balancer shafts, cam pullys, chains etc.
Abbott Racing Motorsport uprated engine mounts.
Abbott Racing Motorsport uprated gearbox mounts.
Forge Motorsport re-circulating turbo by-pass valve.
JR Performance air filter.
Exhaust
3” JT Superflow sports turbo down-pipe
3” JT Superflow full sports exhaust.
Suspension
Abbott Racing Motorsport lowering springs
Abbott Racing Motorsport uprated rear anti-roll bar
Abbott Racing Motorsport uprated anti roll bushings
Abbott Racing Motorsport uprated wishbone bushings
Koni adjustable sports dampers
Wheels
Saab 16” two-tone aero wheels and Bridgestone Pole Position S-03 tyres in 205/50zr16.
Brakes
TSL Stage 2 Group N braking kit, 4 x Brembo Grey Iron Disks, vented front, solid rear, with Ferodo DS-2500 brake pads and Goodridge steel braided brake lines.
Body & Lighting
Speedparts white front indicator/sidelight clusters
Smoked indicator repeaters
Philips Super Vision H4 blubs.
Interior
VDO Single Slot CD Player and RDS Radio
VDO 1.5 BAR calibrated turbo boost gauge.
Nokia hands free telephone installation and window antenna.
Living large at the 'ring...
More photos here :
http://www.saabphotos.com/gallery/album181?page=1
The problem with the 9000 2.3 T Griffin was that it looked horrific, old, and very very American… oh and it handled like a meringue on jelly on it’s silly little 15’’ cross spoke wheels.
But underneath I just knew there was a beast waiting to break out.
For those of you who don’t know what a Griffin is, it’s the top of the range company director model, all wood, leather and toys, and indeed my Griffin was no exception in that case.
) .
But it because clear that the automatic gearbox just wasn’t up for this kid of torque and soon the gearbox gave up it’s struggle for life. So the last job I did on the car was to have the gearbox removed and completely re-conditioned by ATS in Den Haag.
The car was perfect again… but then I saw an Audi/Porsche RS2 for sale.. and bought that… selling the car to Maarten (Hirsch 900)’s father. The RS2 is a story for another day!
So final specs were :
1992 Saab 9000 2.3 CD Turbo Griffin.
2.3 Litre, 4-cly, 16 valve with balancer shafts, turbo charged with intercooler. Direct Ignition with Automatic Performance Control. Electronic Throttle, ABS, TCS. Auto.
Max Power : circa 265 Horse Power. Max Torque : 400NM Torque.
Engine
Abbott Racing Motorsport gas flowed cylinder head.
Abbott Racing Motorsport DI-APC ECU upgrade.
Abbott Racing Motorsport up rated turbo wastegate actuator.
Abbott Racing Motorsport fully re-built engine with new balancer shafts, cam pullys, chains etc.
Abbott Racing Motorsport uprated engine mounts.
Abbott Racing Motorsport uprated gearbox mounts.
Forge Motorsport re-circulating turbo by-pass valve.
JR Performance air filter.
Exhaust
3” JT Superflow sports turbo down-pipe
3” JT Superflow full sports exhaust.
Suspension
Abbott Racing Motorsport lowering springs
Abbott Racing Motorsport uprated rear anti-roll bar
Abbott Racing Motorsport uprated anti roll bushings
Abbott Racing Motorsport uprated wishbone bushings
Koni adjustable sports dampers
Wheels
Saab 16” two-tone aero wheels and Bridgestone Pole Position S-03 tyres in 205/50zr16.
Brakes
TSL Stage 2 Group N braking kit, 4 x Brembo Grey Iron Disks, vented front, solid rear, with Ferodo DS-2500 brake pads and Goodridge steel braided brake lines.
Body & Lighting
Speedparts white front indicator/sidelight clusters
Smoked indicator repeaters
Philips Super Vision H4 blubs.
Interior
VDO Single Slot CD Player and RDS Radio
VDO 1.5 BAR calibrated turbo boost gauge.
Nokia hands free telephone installation and window antenna.
Living large at the 'ring...
More photos here :
http://www.saabphotos.com/gallery/album181?page=1
So, perhaps I had some kind of 30s crisis or something.. or perhaps I just fancied something different.
) and the other is because without it the second lambda sensor would throw a ‘check engine’ light for out of spec emissions.
) and the other is because without it the second lambda sensor would throw a ‘check engine’ light for out of spec emissions.
Sporty 900 Turbo 16S coupe.
I’d always wanted a T16S. And when Rob at Saabconsult told me about a lovely Talladega red 1990 example with reasonable miles for sale at a reasonable price, I couldn’t resist.
The car had leather, a sunroof, air conditioning (which didn’t work), electric windows, electric mirrors and 15’’ tear drop wheels.
The first modification I made was to swap the 15” wheels for 16” aero wheels on Toyo Proxes T-1S, which pumped up the looks no end and replace the APC unit for a red APC.
This particular car was an Italian import, so it had absolutely no rust and was legally a non-cat car with 185HP. The car had been well looked after and serviced regularly. So after a good service, a good wash and polish it was looking pretty good!
With it’s standard exhaust it boosted to the end of the yellow and drove well enough, but it was pretty tame and not particularly sporty and it sounded pretty quiet.
So… you can see where this is going…
After a quick call to Elkparts, Julian sold me a 3’’ JT sports exhaust with one silencer and a JR sport filter. After fitting, the car boosted well into the red and sounded rather fantastic. Actually I found it pretty loud, but was willing to try it out.
The car started to smoke quite a bit on deceleration and so I started to cure the issue. Firstly, I replaced all the vacuum lines with silicone lines and also replaced the PCV valve. The car still smoked. Perhaps it was the turbo seals. So an Elferink supplied new fully re-conditioned TE-05 turbo was fitted over Saabconsult by Rob and the timing advanced checked. The car smoked a lot less.. but still a little.
It was now becoming clear that the chassis and brakes were pretty tired… and so on the eve of the Saabscene TD04 trackday at Angelsey I decided to kill two birds with one stone and book the car into Abbott’s for some good old fashioned fettling.
The springs were replaced with Abbott sports springs, the dampers were replaced with Koni sport items, the disks were replaced all round with Abbott drilled and slotted brembo discs and Mintex 1144b pads and the icing on the cake was a new intercooler pipe with an atmospheric open twin-piston Forge dump valve.
Well now the car stopped, changed direction and went like I always hoped my T16S would. And the TD04 trackday? Fantastic! However… two items became clear… one was brake bias. The car was outbraking on the rear and locking it’s rear wheels up. The Mintex pads on the rear were too aggressive. So after replacing them with standard Saab OEM pads all was well in the braking department.. in fact at the Zolder trackday (which is very heavy on brakes) the brakes held up brilliantly. The other niggle was how loud the exhaust was. I needed slightly quieter, but same power. So I replaced the JT system with the Abbott Stainless Steel system. The car was now perfect.
So final specs were:
1990 Saab 900 2.0 Turbo 16 Valve Coupe.
Max Power : circa 200 Horse Power. Max Torque : 320NM Torque.
Engine
Saab Motorsport RED APC upgrade.
Forge Motorsport re-circulating turbo by-pass valve.
JR Performance air filter.
Exhaust
2.5” non cat Abbott motorsport stainless steel exhaust.
Suspension
Abbott Racing Motorsport lowering springs
Koni adjustable sports dampers
Wheels
Saab 16” aero wheels and Toyo Proxes T-1S tyres in 205/50zr16.
Brakes
Abbott motorsport braking kit, 4 x Brembo Slotted/drilled grey iron disks, vented front, solid rear, with Mintex 1144b brake pads (front) Saab OEM pads (rear) and Goodridge steel braided brake lines.
Body & Lighting
Philips Super Vision H4 blubs.
I’d always wanted a T16S. And when Rob at Saabconsult told me about a lovely Talladega red 1990 example with reasonable miles for sale at a reasonable price, I couldn’t resist.
The car had leather, a sunroof, air conditioning (which didn’t work), electric windows, electric mirrors and 15’’ tear drop wheels.
The first modification I made was to swap the 15” wheels for 16” aero wheels on Toyo Proxes T-1S, which pumped up the looks no end and replace the APC unit for a red APC.
This particular car was an Italian import, so it had absolutely no rust and was legally a non-cat car with 185HP. The car had been well looked after and serviced regularly. So after a good service, a good wash and polish it was looking pretty good!
With it’s standard exhaust it boosted to the end of the yellow and drove well enough, but it was pretty tame and not particularly sporty and it sounded pretty quiet.
So… you can see where this is going…
After a quick call to Elkparts, Julian sold me a 3’’ JT sports exhaust with one silencer and a JR sport filter. After fitting, the car boosted well into the red and sounded rather fantastic. Actually I found it pretty loud, but was willing to try it out.
The car started to smoke quite a bit on deceleration and so I started to cure the issue. Firstly, I replaced all the vacuum lines with silicone lines and also replaced the PCV valve. The car still smoked. Perhaps it was the turbo seals. So an Elferink supplied new fully re-conditioned TE-05 turbo was fitted over Saabconsult by Rob and the timing advanced checked. The car smoked a lot less.. but still a little.
It was now becoming clear that the chassis and brakes were pretty tired… and so on the eve of the Saabscene TD04 trackday at Angelsey I decided to kill two birds with one stone and book the car into Abbott’s for some good old fashioned fettling.
The springs were replaced with Abbott sports springs, the dampers were replaced with Koni sport items, the disks were replaced all round with Abbott drilled and slotted brembo discs and Mintex 1144b pads and the icing on the cake was a new intercooler pipe with an atmospheric open twin-piston Forge dump valve.
Well now the car stopped, changed direction and went like I always hoped my T16S would. And the TD04 trackday? Fantastic! However… two items became clear… one was brake bias. The car was outbraking on the rear and locking it’s rear wheels up. The Mintex pads on the rear were too aggressive. So after replacing them with standard Saab OEM pads all was well in the braking department.. in fact at the Zolder trackday (which is very heavy on brakes) the brakes held up brilliantly. The other niggle was how loud the exhaust was. I needed slightly quieter, but same power. So I replaced the JT system with the Abbott Stainless Steel system. The car was now perfect.
So final specs were:
1990 Saab 900 2.0 Turbo 16 Valve Coupe.
Max Power : circa 200 Horse Power. Max Torque : 320NM Torque.
Engine
Saab Motorsport RED APC upgrade.
Forge Motorsport re-circulating turbo by-pass valve.
JR Performance air filter.
Exhaust
2.5” non cat Abbott motorsport stainless steel exhaust.
Suspension
Abbott Racing Motorsport lowering springs
Koni adjustable sports dampers
Wheels
Saab 16” aero wheels and Toyo Proxes T-1S tyres in 205/50zr16.
Brakes
Abbott motorsport braking kit, 4 x Brembo Slotted/drilled grey iron disks, vented front, solid rear, with Mintex 1144b brake pads (front) Saab OEM pads (rear) and Goodridge steel braided brake lines.
Body & Lighting
Philips Super Vision H4 blubs.
Project: Swift, economical, business car.
It’s the winter of 2000/2001 and I’m in the market for a swift but economical business car. Saab has just launched the 2001 model year uprated 125hp TiD and after a drive in an SE demonstrator I decide to buy a new silver coupe S.
8 weeks later it’s delivered. Cloth, aircon, AS2 stereo and 16’’ aero wheels it was pretty good. Until I drove to Scotland with it and it was clear that not only was it slightly lacking in power, it was also very lacking in chassis.
I opted for Eibach pro springs at first and duly fitted on this new car the initial feeling was quite disappointing the car bounced badly and felt quite uncontrolled over undulating roads, The car looked great though.
So the next thing I needed to do was change the dampers. Koni adjustable sport dampers were fitted and the viggen suspension geometry settings were used as set-up. It made a huge difference.
Now I needed to cure torque-steer and add more power. So..,. the car was booked on a ferry to Abbott Motorsport’s place for some TLC.
First thing fitted was the Viggen Rescue Kit (the bushes, brearings and steering rack clamp), then the Viggen exhaust back-box and lastly one of the first versions of the Abbott TiD upgrade electronic box. I also replaced the paper element air filter with a JR sports drop-in filter.
Can’t say I noticed much in the way of power increase at that point.
But the car sure did handle. A number of trips to the Nurburgring showed that the car had loads of grip and handled pretty neutrally,
Next upgrade was the wheels. 17’’ phase 1 9-5 Aero wheels were fitted, firstly with Michelin Pilot Sport tyres. They were terrible. I blame them for the lift off oversteer crash I had at the Abbott Motorsport trackday in 2003.
Talking about the Abbott Motorsport trackday.. The day before I emailed Abbott to bring another TiD electronic box with them, because I was sure mine had never worked. They replaced it during driver briefing and when I first drove it.. wow! What a difference! At the Saabforum.nl rolling road day, we dyno tested it with and without the box. It made 20 wheel hp more with the box on.
So with decent tyres on the 17’’ 9-5 Aeros (Yokohama AVS Sport) it was coming together. I also added the Elkparts SAS thicker rear anti-roll bar. That’s a really great upgrade. It actually improves ride, improves turn-in and makes the car a wee bit more exiting.
But the car really smoked during acceleration. After doing some research I became clear that it was a lack of air in the mixture (it ran too rich on acceleration). I tried various solutions, including a home-made open cold air intake, but they didn’t cure the smoke problem.
So most of the time I drove the car without the box switched on.
I started to turn my attention to the interior of the car. Marky from Belgium sourced a lovely leather interior for me, AS3 amp and door speaker upgrade. My wife bought me a Saab airbag sports steering wheel and gearknob/gaiter for our anniversary. And that together with Boston FX3 and Infinity Reference speakers really lift the interior. The last modification was a carbon dash. (It seems I should have just bought an SE!!!). Talking about the SE…
I needed the SE Airflow side skirts, front lip and rear bumper valance. Marky again sourced a set for me and fitted them for me. The car now really looked, drove the part. And was a joy to be in during the daily traffic jams I drive. The cockpit really was a nice comfy place to be.
But then in it’s fourth year of ownership it started to get very expensive to own it.. with a total of 10 weeks off the road during it’s life with me and some 5K in things broken (including the hugely expensive electronic precision bosch fuel-pump (2K alone!!!).
So all told:
2001 Saab 9-3 2.2 TiD 16 Valve Coupe (125hp version) S.
Max Power : circa 125 Horse Power. Max Torque : 280NM Torque. Box off or 155 Horse Power. Max Torque : 340NM. Box on.
Engine
Abbott Racing TiD upgrade.
JR Performance air filter.
Exhaust
2.5” Saab motorsport axel back stainless steel exhaust (Viggen tip).
Suspension
Eibach Pro lowering springs
Koni adjustable sports dampers
Elksport SAS uprated rear anti-roll bar
Abbott motorsport Viggen Rescue Kit
Wheels
Saab 17’’ 9-5 ph1 aero wheels and Yokohama AVS Sport tyres in 225/45zr17.
Saab 16” aero wheels and Bridgestone Potenza S-03 PP tyres in 205/50zr16.
Brakes
Standard… cause they are good enough for 150hp.
Body & Lighting
Philips Super Vision H4 blubs.
SE colour coded front lip, skirts and rear valance.
Interior
Saab Carbonfibre dashboard
Saab aero leather sports steering wheel
Saab leather gearknob and gaiter
Saab SE leather interior
Saab AS3 amp and HK door speakers
Boston FX3 dash tweeters
Infinity Reference rear speakers
Saab floor mats
It’s the winter of 2000/2001 and I’m in the market for a swift but economical business car. Saab has just launched the 2001 model year uprated 125hp TiD and after a drive in an SE demonstrator I decide to buy a new silver coupe S.
8 weeks later it’s delivered. Cloth, aircon, AS2 stereo and 16’’ aero wheels it was pretty good. Until I drove to Scotland with it and it was clear that not only was it slightly lacking in power, it was also very lacking in chassis.
I opted for Eibach pro springs at first and duly fitted on this new car the initial feeling was quite disappointing the car bounced badly and felt quite uncontrolled over undulating roads, The car looked great though.
So the next thing I needed to do was change the dampers. Koni adjustable sport dampers were fitted and the viggen suspension geometry settings were used as set-up. It made a huge difference.
Now I needed to cure torque-steer and add more power. So..,. the car was booked on a ferry to Abbott Motorsport’s place for some TLC.
First thing fitted was the Viggen Rescue Kit (the bushes, brearings and steering rack clamp), then the Viggen exhaust back-box and lastly one of the first versions of the Abbott TiD upgrade electronic box. I also replaced the paper element air filter with a JR sports drop-in filter.
Can’t say I noticed much in the way of power increase at that point.
But the car sure did handle. A number of trips to the Nurburgring showed that the car had loads of grip and handled pretty neutrally,
Next upgrade was the wheels. 17’’ phase 1 9-5 Aero wheels were fitted, firstly with Michelin Pilot Sport tyres. They were terrible. I blame them for the lift off oversteer crash I had at the Abbott Motorsport trackday in 2003.
Talking about the Abbott Motorsport trackday.. The day before I emailed Abbott to bring another TiD electronic box with them, because I was sure mine had never worked. They replaced it during driver briefing and when I first drove it.. wow! What a difference! At the Saabforum.nl rolling road day, we dyno tested it with and without the box. It made 20 wheel hp more with the box on.
So with decent tyres on the 17’’ 9-5 Aeros (Yokohama AVS Sport) it was coming together. I also added the Elkparts SAS thicker rear anti-roll bar. That’s a really great upgrade. It actually improves ride, improves turn-in and makes the car a wee bit more exiting.
But the car really smoked during acceleration. After doing some research I became clear that it was a lack of air in the mixture (it ran too rich on acceleration). I tried various solutions, including a home-made open cold air intake, but they didn’t cure the smoke problem.
So most of the time I drove the car without the box switched on.
I started to turn my attention to the interior of the car. Marky from Belgium sourced a lovely leather interior for me, AS3 amp and door speaker upgrade. My wife bought me a Saab airbag sports steering wheel and gearknob/gaiter for our anniversary. And that together with Boston FX3 and Infinity Reference speakers really lift the interior. The last modification was a carbon dash. (It seems I should have just bought an SE!!!). Talking about the SE…
I needed the SE Airflow side skirts, front lip and rear bumper valance. Marky again sourced a set for me and fitted them for me. The car now really looked, drove the part. And was a joy to be in during the daily traffic jams I drive. The cockpit really was a nice comfy place to be.
But then in it’s fourth year of ownership it started to get very expensive to own it.. with a total of 10 weeks off the road during it’s life with me and some 5K in things broken (including the hugely expensive electronic precision bosch fuel-pump (2K alone!!!).
So all told:
2001 Saab 9-3 2.2 TiD 16 Valve Coupe (125hp version) S.
Max Power : circa 125 Horse Power. Max Torque : 280NM Torque. Box off or 155 Horse Power. Max Torque : 340NM. Box on.
Engine
Abbott Racing TiD upgrade.
JR Performance air filter.
Exhaust
2.5” Saab motorsport axel back stainless steel exhaust (Viggen tip).
Suspension
Eibach Pro lowering springs
Koni adjustable sports dampers
Elksport SAS uprated rear anti-roll bar
Abbott motorsport Viggen Rescue Kit
Wheels
Saab 17’’ 9-5 ph1 aero wheels and Yokohama AVS Sport tyres in 225/45zr17.
Saab 16” aero wheels and Bridgestone Potenza S-03 PP tyres in 205/50zr16.
Brakes
Standard… cause they are good enough for 150hp.
Body & Lighting
Philips Super Vision H4 blubs.
SE colour coded front lip, skirts and rear valance.
Interior
Saab Carbonfibre dashboard
Saab aero leather sports steering wheel
Saab leather gearknob and gaiter
Saab SE leather interior
Saab AS3 amp and HK door speakers
Boston FX3 dash tweeters
Infinity Reference rear speakers
Saab floor mats
Right.. so those are my recent and current projects. I may post about my old Audi/Porsche RS2... but that's it... so what about you????
Wow, nice series of posts Mark. Nice one mate
Regarding the Scooby:-
1) Aren't the new discs fitted incorrectly, left and right swapped, judging by the orientation of the grooves?
2) With all the mods, wouldn't it have been cheaper to buy a Ferrari F355?
1) Aren't the new discs fitted incorrectly, left and right swapped, judging by the orientation of the grooves?
2) With all the mods, wouldn't it have been cheaper to buy a Ferrari F355?
1) On point 1 - No the disks are marked Left and Right from the factory for orientation... also they were fitted by infinitely more capable people than me.
2) On point 2 - I doubt a F355 is as reliable, has a three year warranty, has better build quality or to be honest is as quick on most of the roads I drive. Also I highly doubt that I could pick up a good F355 for the same cash I've spent in NL. I also weighed up getting another 911, etc but I just want to turn the key and it works... both on the track and going to work without having to wonder if it's losing oil or if I'll be faced with a huge servicing bill I wasn't expecting (My RS2 used cost 1000 UK pounds on every trip to the dealer... which was regularly).
2) On point 2 - I doubt a F355 is as reliable, has a three year warranty, has better build quality or to be honest is as quick on most of the roads I drive. Also I highly doubt that I could pick up a good F355 for the same cash I've spent in NL. I also weighed up getting another 911, etc but I just want to turn the key and it works... both on the track and going to work without having to wonder if it's losing oil or if I'll be faced with a huge servicing bill I wasn't expecting (My RS2 used cost 1000 UK pounds on every trip to the dealer... which was regularly).
Quote:
Regarding the Scooby:-
2) With all the mods, wouldn't it have been cheaper to buy a Ferrari F355?
I'm wager that the running and modification costs of all of the above cars wouldn't come close to the running costs (excluding modification) of a Ferrari F355?
Interesting about the discs. I don't recall seeing any others fitted that way around (i.e. with the grooves leading rather than trailing). I fitted a set that way around by accident to a chum's 9000. It made an interesting noise. I learn something new every day.
And I thought that Porsche's were supposed to be reliable with reasonable running costs.
And I thought that Porsche's were supposed to be reliable with reasonable running costs.
Here is the installation manual : http://8.7.96.35/tech_info/manuals_bbk/I...0G_08-19-05.pdf
Reasonable running costs are of-course relative. Including depreciation, an EVO magazine contributor's costs for running a Lamborghini Murcielago over the last 12 months equated to nearly 80 thousand pounds! Which although clearly excessive, stands at around 40% of the purchase price of the car!... which sounds a good guideline to budget for in my experience for higher-end sports cars that get used regularly.
Reasonable running costs are of-course relative. Including depreciation, an EVO magazine contributor's costs for running a Lamborghini Murcielago over the last 12 months equated to nearly 80 thousand pounds! Which although clearly excessive, stands at around 40% of the purchase price of the car!... which sounds a good guideline to budget for in my experience for higher-end sports cars that get used regularly.
Quote:
Regarding the Scooby:-
1) Aren't the new discs fitted incorrectly, left and right swapped, judging by the orientation of the grooves?
The orientation of the grooves varies with different manufacturers on different cars. There doesn't seems to be any "rules". What really counts is the orientation of the internal ventilation channels, as shown on the pic below from AP Racing:
All very interesting chaps, thank you.
Am I correct in thinking that most standard discs have radial rather than curved cooling ducts?
Am I correct in thinking that most standard discs have radial rather than curved cooling ducts?
I think they all should be curved, just like a fan to help draw air in at the centre and outwards.
I think both Mark B and Bubbles are correct on this.
To draw the air through the disc I suspect a spiral curved path is better, but a straight radial path is probably cheaper and easier to make. As the hole at the outside of the disc passes the 'stationary' air at a greater speed than the holes on the inside of the disc, the Bernoulli effect will give a pressure drop between the outer and inner edge, allowing the air to flow. I suspect the longer the tract that the air passes through the greater the cooling ofthe disc.
Also the spiral vents probably don't lead to the dreadful judder you can get when the discs approach their limit.
As with most things I suspect their is a specialist/manufacturer cost balance.
To draw the air through the disc I suspect a spiral curved path is better, but a straight radial path is probably cheaper and easier to make. As the hole at the outside of the disc passes the 'stationary' air at a greater speed than the holes on the inside of the disc, the Bernoulli effect will give a pressure drop between the outer and inner edge, allowing the air to flow. I suspect the longer the tract that the air passes through the greater the cooling ofthe disc.
Also the spiral vents probably don't lead to the dreadful judder you can get when the discs approach their limit.
As with most things I suspect their is a specialist/manufacturer cost balance.
Fascinating set of articles, thanks very much!
You must have money to burn though!!
Would love to post similar about my car when I've had a few more bits done, maybe I will sometime.
Sum of stuff done so far:
Bilstein shocks
Kilen springs
cat removed by previous owner
silicone hosing in engine compartment
boost guage fitted
clear side repeaters
tweaked base boost
Pagid fast road pads on front
16" deep dish polished rim Aero wheel with 195/50 R16 Toyo Proxes T1-R tyres
As of Friday (fingers crossed)
Performance APC
JT 3" exhaust/downpipe
Aiming for 200bhp
You must have money to burn though!!
Would love to post similar about my car when I've had a few more bits done, maybe I will sometime.
Sum of stuff done so far:
Bilstein shocks
Kilen springs
cat removed by previous owner
silicone hosing in engine compartment
boost guage fitted
clear side repeaters
tweaked base boost
Pagid fast road pads on front
16" deep dish polished rim Aero wheel with 195/50 R16 Toyo Proxes T1-R tyres
As of Friday (fingers crossed)
Performance APC
JT 3" exhaust/downpipe
Aiming for 200bhp
McScooby
Nice Subaru!
How do you feel it compare to a UK STi/PPP, both in terms of grip, handling and performance? What about cost?
Cheers
Nice Subaru!
How do you feel it compare to a UK STi/PPP, both in terms of grip, handling and performance? What about cost?
Cheers
When I went Subaru buying, I did consider buying an STI over a regular WRX, but being a bit unprepared, I didn't realise just how different an STI was over a regular WRX - I didn't appreaciate the fact that the STI had a longer/wider track, had much better brakes, had a far stronger 6 speed box, a driver controllable electronic centre diff, stronger engine modifications, a different turbo, a different intercooler etc etc etc.
All I saw was a car that looked broadly the same, had the same HP as a PPP WRX and cost more than Euro 14,000 more.
I sometimes kind of wish I had just bought the STI with PPP.
All i'd have needed to do was change the standard pads for better ones on the STI and that's that.
Don't get me wrong I'm enjoying the WRX. With 5 gears, it pulls long and hard - has a great revy nature and with the modifications I'm making is everything a Subaru should be. But clearly all I'm trying to do is build mine into being something close to what an STI already is.
All I saw was a car that looked broadly the same, had the same HP as a PPP WRX and cost more than Euro 14,000 more.
I sometimes kind of wish I had just bought the STI with PPP.
All i'd have needed to do was change the standard pads for better ones on the STI and that's that.
Don't get me wrong I'm enjoying the WRX. With 5 gears, it pulls long and hard - has a great revy nature and with the modifications I'm making is everything a Subaru should be. But clearly all I'm trying to do is build mine into being something close to what an STI already is.
I've got an 05 STi UK PPP:
I'd always been told the WRX PPP was a better all round car than the STi, and until my dealer let me take a std STi for 24hrs, I'd always (naturally) agreed! After 3 Impreza Turbos, 1 Bugeye WRX PPP, 1 Blobeye WRX 5Dr, and 1 Blobeye WRX PPP, the STi's in a different league. Power/torque may be the same as a WRX PPP but it offers so much more - better brakes, handling, roadholding and the 6 speed box keeps the engine on cam. The PPP takes it to another level, but I'm sure you've heard it all before. Totally reliable too!
Cheers
I'd always been told the WRX PPP was a better all round car than the STi, and until my dealer let me take a std STi for 24hrs, I'd always (naturally) agreed! After 3 Impreza Turbos, 1 Bugeye WRX PPP, 1 Blobeye WRX 5Dr, and 1 Blobeye WRX PPP, the STi's in a different league. Power/torque may be the same as a WRX PPP but it offers so much more - better brakes, handling, roadholding and the 6 speed box keeps the engine on cam. The PPP takes it to another level, but I'm sure you've heard it all before. Totally reliable too!
Cheers
Ah! " Prodrive Performance Pack" - I thought PPP was something to do with health insurance - although with the kind of power you guys are talking about that mightbe no bad thing....
lol
lol at trollbooster.
NICE STI (very nice colour choice!!!) Toonman. Coming to TD-06 with it ? I'll be there with mine. Of course I'm claiming mine is a Saab 9-2x Saloon with Subaru badges....
NICE STI (very nice colour choice!!!) Toonman. Coming to TD-06 with it ? I'll be there with mine. Of course I'm claiming mine is a Saab 9-2x Saloon with Subaru badges....
Quote:
I'm claiming mine is a Saab 9-2x
Lol
If TD6 is Croft, I had put my name down, but we're away that Weekend. Shame as Croft's about 6 miles from where I live.
Cheers
My first experience of the Ring was as a passenger in McScooby's "executive barge 9k", and his driving skill combined with a sorted car resulted in a fast ride. Anyone claiming Saabs can not get 'round a track needs such a ride, certainly inspired me.
I imagine Mark will be much quicker in his hot Scooby, look forward to seeing it in action next month at the Ring.
I imagine Mark will be much quicker in his hot Scooby, look forward to seeing it in action next month at the Ring.
Very nice, as a "potential" Saab owner
I'vbe been getting the "its an old mans car" bllx
very street
love it !
I'vbe been getting the "its an old mans car" bllx
very street
love it !
Here's my 1998 9-5 on the day I bought it four years ago,
It was a bog standard model with cloth seats & that horrible grey plastic dash.
Four years on & its had the Aero treatment, side skirts, front & rear spoilers, new wheels, leather door cards & leather seats, loads of engine work & a few mods too!
This is how it looks today,
Still one or two jobs to do, I love this car!
It was a bog standard model with cloth seats & that horrible grey plastic dash.
Four years on & its had the Aero treatment, side skirts, front & rear spoilers, new wheels, leather door cards & leather seats, loads of engine work & a few mods too!
This is how it looks today,
Still one or two jobs to do, I love this car!
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