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Welcome to Saabscene, David.
Yes, the numbers are significant. I'm sure I or someone else can try to dig up the ratios for you.

Offhand, I think the pre-'93 2.0T and 2.3T might have had the same final drive and perhaps the same gear ratios.
 

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I haven't got the information to hand at the moment, but the 2.3i gear ratio will probably have been lower than the 2.0T.
Does the car feel higher-geared now than it did with the original gearbox?

Do you have the numbers from the two gearboxes?
 

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There are a some, relatively minor compatbility issues to consider.

My old Carlsson had been fitted with a donor box from an 86 car before i bought it. I only actually found this out 2 years later when I took it to trent saab for a 6K service. The engineer (Lindsay) asked me if I had the dipstick for the gearbox. Well, I returned a rather blank look. He told me that early gearboxes did not have their own dipstick, the engine dipstick was used. Early 9000's will have a kinked diptick, with the kinked end intended to be used to check the gearbox oil level. I think in the past Trent's had just changed the oil regardless as the car had needed so much other work doing at the same time, they probably had told me before, I just didn't remember.

Don't know if the '87 gearbox is the same, if it is then you will need to find an engine dipstick from an early 9000.
 

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David, I've looked but can't find the information I need for the pre-'93 gearboxes. Sorry. However, I know that the later gearboxes had the final drive ratio marked on the ID plate. e.g "i=4.45" or "i=3.61". Does yours have a similar marking?

One thing you can try, though - my '87 9000T used to hit the rev limiter at just around 60mph. If your gearbox came from an '87 9000T, then your car should do the same. I know the 2.0 non-turbo had a very low final drive, but I don't know about the 2.3 non-turbo.
 

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Border Raider, I've found some more info.
The GM 65103, your original box, was fitted to MY 1990 2.3i. Your car is actually a '90 model, although it may have been sold new in late '89.
The final drive ratio was 4.45:1, which as far as I can tell was the lowest-geared transmission fitted to any 9000.

The replacement you have, GM 75401, was fitted to the MY 1988 turbo. The same thing applies about it possibly having been an early '88 model first sold in late '87. This gearbox had a final drive ratio of 4.21:1 or 4.05:1 - I've seen it listed as both - which is higher gearing than your original gearbox.

Hope this helps.
 

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conviently dropped on turbo this morning by Larry West ( and converted to x:1 ratios now)

Car Trans type Final drive 1 2 3 4 5 R

93Aero GM75701 3.61 3.38 1.76 1.17 0.89 0.70 3.21
91 T GM75403 4.05 3.38 1.76 1.17 0.89 0.70 3.21
93 i GM65103 4.45 3.38 1.76 1.17 0.89 0.70 3.21

Do you see a trend forming here

Andrew


Andrew
 

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Discussion Starter · #15 ·
Hi Guys
Thanks for all the info
and thanks for the welcome everyone.
Where do you dig up all this stuff ?

Andrew - a trend ??

Anyone mention tyre rolling radius figures ?
Certainly not me.

Back to reality! Anyone know if I can screw the dipstick from the MY1990 box straight into the MY1988 one ?

Cheers
David
 

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here's some detailed info I archived from TSN last year

Version 1:
GMT5301, GMT5401
'86-'87 2.0 turbo, no ABS
4.05:1 final drive with bushings behind spider gears
Engine-oil dipstick is notched and used to measure tranny oil level through
the fill hole.
Small inner driver.

Version 2:
GM75401, GM75301, GM75402
'88-'90 2.0 turbo ABS
4.05:1 final drive with bushings behind spider gears
Fill hole is moved to the front of the tranny case because the early rear
fill hole would be nearly impossible to get to with the ABS brake system
right above it. '88 has a cap bolt with dipstick attached to it, '89-'90
have a proper dipstick and tube.
Small inner driver.

Version 3:
GM75403
'91-'92 2.3 turbo, ABS (ABS/TC in '92)
4.05:1 final drive with bushings behind spider gears
Front dipstick for level checking and filling.
The earlier rear fill hole was not drilled anymore because it's
near-impossible to get to with the ABS brake system right above it.
Large inner driver.

Version 4:
GM75701
'93 CST, CSET and Aero
3.61:1 final drive with *needle bearings* behind spider gears
Front dipstick for level checking and filling.
Large inner driver.

Version 5:
FM751xx
'94 CST, CSET and Aero
3.61:1 final drive with *needle bearings* behind spider gears
Reverse-gear synchro, and revised synchro and selector function throughout.
Fill plug, level plug, drain plug, no dipstick.
Large inner driver.

Version 6:
FM751xx
'95-'98 CSET and Aero
3.61:1 final drive with bushings behind spider gears
Reverse-gear synchro, and revised synchro and selector function throughout.
Fill plug, level plug, drain plug, no dipstick.
Large inner driver.

Version 7:
FM750xx
'95-'97 CS LPT
3.61:1 final drive with bushings behind spider gears
Reverse-gear synchro, and revised synchro and selector function throughout.
Fill plug, level plug, drain plug, no dipstick.
Small inner driver.


The following trannies are from non-turbo cars, and have the super-short
4.45:1 final drive, and should give a 9kT the power to climb trees:
GMT5202, GMT5203 ('87 9000S)
GM65101, GM65102 ('88-'90 9000S)
GM65103 ('90 9000S 2.0 and 2.3, '91-'92 9000S, '93 CS/CSE non-turbo)
FM510xx ('94 CS/CSE non-turbo)
 

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The following trannies are from non-turbo cars, and have the super-short
4.45:1 final drive, and should give a 9kT the power to climb trees:
GMT5202, GMT5203 ('87 9000S)
GM65101, GM65102 ('88-'90 9000S)
GM65103 ('90 9000S 2.0 and 2.3, '91-'92 9000S, '93 CS/CSE non-turbo)
FM510xx ('94 CS/CSE non-turbo)[/b]
Hmm, "9000 Sprint edition" anyone?

I used to find I could light up the front wheels easier in my 2.0i than in my 2.0T Carly.
 

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Discussion Starter · #18 ·
Hi Guys

Took the motorway to work today,and yes the gearing is higher. If I understand the numbers (Thanks again chaps) it's 10% higher so it'll be interesting to see the fuel consumption on the first long run.
On the down side, maybe I'll have to start using 3rd for overtaking


Now all I need is to get the electrics sorted.

Cheers
David
 
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