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Discussion Starter #1
To be honest: they're completely different than I expected. I thought it was going to be, er, hairy, given the porting, the valves, the intake, given that it might not be possible to program the amalgam of older technology that got to work together under Saabine's bonnet to give as smooth a torque curve as the likes of Hirsch, Maptun or Saab themselves can do with Trionic.

However, what came out looks positively like an OEM torque/power curve to me. In fact, had I've been given the results below and told that they were of a 2004 9-5 Aero, I'd believed it.

Here we go:

RPM [email protected] [email protected] torque factor
.....wheels..flywh...Nm
2000 46.00 56.12 268.09 46
2250 62.00 75.64 321.18 62
2500 78.00 95.16 363.66 78
2750 85.50 104.31 362.39 86
3000 93.00 113.46 361.33 93
3250 98.50 120.17 353.26 99
3500 104.00 126.88 346.35 104
3750 111.00 135.42 345.01 111
4000 118.00 143.96 343.85 118
4250 126.00 153.72 345.56 126
4500 134.00 163.48 347.09 134
4750 138.00 168.36 338.63 138
5000 142.00 173.24 331.03 142
5250 146.50 178.73 325.25 147
5500 151.00 184.22 320.01 151
5750 150.00 183.00 304.07 150
6000 149.00 181.78 289.45 149
6250 74.50 90.89 138.94 75
6500 0.00 0.00 0.00 0
6750 0.00 0.00 0.00 0
7000 0.00 0.00 0.00 0

Notes: The Forge MBC did not work well according to Frank, so he had made something else which resulted in boost dropping off from 1.2 to 1.0 bar from 5,000 rpm. I guess this is a function of the stock wastegate actuator not being able to keep the wastegate shut from that rpm level, but not having seen Franks boost control method, I'm guessing.
Taking max boost to 1.5 bar resulted in 270 hp peak, but also way too much torque for the gearbox and even some clutch slip (four puck copper AP disc on stock pressure plate), hence they ended up with the figures above.
The reground cams proved troublesome (apparently they pushed the lifters down to below the point that they were still getting oil, which was one part of the noisy top end problems - the other was bearing caps put on the wrong way round(!) so a couple of lifters did not get any oil), and they were replaced by a set of 9-5 cams. Hence the lower rpm range for peak output (power dropping completey off above 6,000, rev limiter set accordingly at stock 6,250).
 

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Whats the cost of a cheap flight to the Netherlands?
That must be tremendous fun- have you had it on the road yet?
 

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Discussion Starter #3
Nope -she's still at Beek Auto Racing. Overdue for her MOT (more to the point the Dutch equivalent thereof) so that needs to be sorted first. Interior (lower dash) has to be put back together, too.

After that's all sorted I can enjoy my
!
 

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The onset of torque between 2000 and 2250 RPM is quite pronounced
. But after that, the maintenance of that torque is unbelievably even. Quite impressive Eric
.
 

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Bring it to me I will put her through the APK. In case of doubt take a test run.

I'm very curious how she drives. BTW are the problems over 5000 RPM sorted??? And wasn't she supposed to do 7000 RPM?
 

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Discussion Starter #6
Originally posted by Injectie:
[qb]Bring it to me I will put her through the APK. In case of doubt take a test run.                  
[/qb][/b]
Er - thanks, but no thanks

[qb]I'm very curious how she drives. BTW are the problems over 5000 RPM sorted???[/qb][/b]
Yes, problems were sorted the session before. Otherwise she would have made 0.0 hp at 5250 rpm and beyond.

[qb]And wasn't she supposed to do 7000 RPM? [/qb][/b]
Yes - rev limiter was at 6,800 rpm on the Speedparts chip and they could have reprogrammed that to 7,000 or 7,200 should they have found any useful power there.

That's why I said the results were completely different from what I expected. I did not expect her to reach peak power until 6-6,500 rpm (that's why peak hp is comparatively 'modest'). Conversely, I did not expect the thing to do anything useful before 3,500 rpm either and I surely did not expect such a smooth and broad-shouldered torque curve. I'd say the cam swap to the 9-5 stockers might have to do with that, although it's entirely possible that the turbo sizing might not have allowed the curve to extend far past 6,000 at this level, either.

Oh well. I was expecting her to be hairy and somewhat tempremental, and what I got was smooth. Methinks I'll have to count my blessings.
 

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Pardon my ignorance if I missed you mentioning it before, but what are the specs of the turbo that you have fitted Eric? Am I correct in guessing that you are using a hybrid? The length of the beginning and end point of the torque curve is quite wide for a standard unit. At the same time, that immense 2000-2250RPM velocity increase would indicate slightly bigger blades than say a T28.
I am just curious .
 

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Discussion Starter #9
It's an upgraded T3. Turbine side is stock .48 A/R, compressor looks like a Cossie 55 trim jobbie, (~44 mm inducer) but with the blades angled to aid high rpm flow. 360 Degree thrust bearings, o' course.
 

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Those figures are a lot like mine. Very nice curve indeed. And in a car that weighs easily 300 lbs less! Must be a bunch of fun to drive! Wish my C900 had the power the Viggen does ...

Dubbya~
 

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Discussion Starter #16
No, just the latest version ('91-'93). That's why they stopped at 360ish Nm...

Felix and others have been driving around with this kind of peak torque for years - it's about in the range of a Speedparts Stage 3 conversion too. The higher hp number on my car versus these is because of the torque curve not tapering off as much.

Personally I reckon that despite all talks about 'weak' c900 gearboxes - which comparatively speaking they are - if you have too much torque for the gearbox to take (reasonable driver sanity assumed) you also have too much for the front wheels to cope with...
 
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