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N/A Performance Modifications for the NG900 / Old 9-3 This forum contains PERFORMANCE related Q&A's specific to NATURALLY ASPIRATED NG900 and old 9-3.

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Old 04-14-2010, 06:22 AM   #141
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the covers where probley from any auto parts store.. n the tubbing is probley from a speed shop..
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Old 08-03-2010, 03:53 AM   #142
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intake

i ordered a viggen intake from genuine saab and it sounds great
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Old 01-02-2011, 05:56 PM   #143
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I'd be willing to give one of my intake's for someone to try out for free if they can give 3rd party back to back dyno results

even better would be if you are in philadelphia, you can dyno it at my shop
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Old 01-02-2011, 08:13 PM   #144
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the covers where probley from any auto parts store.. n the tubbing is probley from a speed shop..
the tubing is probably from ebay
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Old 02-06-2011, 06:48 AM   #145
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Have anyone ever tried a "Cobra neck". That is the most efficient way to let the air flow through a bend that is over 90 degree sharp. As a quick fix on my 2.3, I saw off the stupid 1 feet long tube that goes in to the air filter box. (it look's to me like the engineer's goal was to restrickt airflow as much as possible) After that I build a "tube" that is about 7 to 8 inch long, so it doesn't breath to much hot air from the engine. A tad noiser at full throottle. If I got more power out of this I don't know? But I think I got slightly better gas mileage. About this engine in general, I have a suspicion that SAAB had a headquarter order to go 100% turbo, but they had to keep a couple of customers happy with ONE none turbo engine.

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Old 02-07-2011, 08:31 AM   #146
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Have anyone ever tried a "Cobra neck". That is the most efficient way to let the air flow through a bend that is over 90 degree sharp. As a quick fix on my 2.3, I saw off the stupid 1 feet long tube that goes in to the air filter box. (it look's to me like the engineer's goal was to restrickt airflow as much as possible) After that I build a "tube" that is about 7 to 8 inch long, so it doesn't breath to much hot air from the engine. A tad noiser at full throottle. If I got more power out of this I don't know? But I think I got slightly better gas mileage. About this engine in general, I have a suspicion that SAAB had a headquarter order to go 100% turbo, but they had to keep a couple of customers happy with ONE none turbo engine.
I have developed one to work as a great bolt on.
Some dyno data. There is lots more on the GenuineSaab.com Gallery

baseline is just a viggen rear muffler. Intake Pipe is adding the Throttle bend pipe to the stock system. When we added the Open filter it helped even more to flatten the torque.


Looks like this:

You can see that swapping to the shorter turbo inlet manifold also helped quite a bit. But the issue on a stock car is keeping the Motronic system calibration and the MAF restriction. After the header we really had to convert it to trionic to be able to properly calibrate the Ignition and fueling.

I have a custom inlet manifold project in the works right now and plan to modify the compression ratio as a second step after that.
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2.0 GOOSE 500whp + 8500rpm = 11.06 @125 E85
Viggen 439whp / 447tq 12.43 @114 on Gt2871.64, (Now 511whp Gt3076)
Nordic E85 9-3 SS Aero 320hp / 350ftlbs
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Old 02-07-2011, 05:32 PM   #147
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I have been thinking of buying the throttle bend pipe from you. I will sooner or later. Changing to Trionic is a plan to. It would be interesting to see if Trionic could remove my irritating pinging in warm weather, since they use the spark plugs as knocksensors. You have a lot of things on your site, that is on my "will buy soon" list.
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Old 02-23-2011, 05:34 AM   #148
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Forgive me for bringing this up, but I'm trying to find a flange to fit my intake I'm too poor to buy the genuinesaab one at the moment. plus shipping to me is like another 150$ lol

I've got an open filter so far. But I want to attempt to extend te intake down to the bumper area so its not all hot air that it sucks.
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Old 02-23-2011, 06:18 AM   #149
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Forgive me for bringing this up, but I'm trying to find a flange to fit my intake I'm too poor to buy the genuinesaab one at the moment. plus shipping to me is like another 150$ lol

I've got an open filter so far. But I want to attempt to extend te intake down to the bumper area so its not all hot air that it sucks.
You can buy the flange alone in the cat GenuineSaab.com

You don't want to make it that long. Will defeat the purpose of the tuned length.

My 2.3I has had a couple days on the dyno lately. Getting closer to making some decent. power. More on that in another.
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2.0 GOOSE 500whp + 8500rpm = 11.06 @125 E85
Viggen 439whp / 447tq 12.43 @114 on Gt2871.64, (Now 511whp Gt3076)
Nordic E85 9-3 SS Aero 320hp / 350ftlbs
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Old 02-23-2011, 06:32 AM   #150
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Thanks nick. I meant to ask you btw, a couple of us austraila guys were wanting to do a group buy/bulk buy from your site. And we were hoping to save on shipping or something so I was hoping we could work something out with you

and sorry I meant an adaptor for where the silencer box originally is. I was gonna get some pipes from the local store but I had a look and they didnt seem to have a suitable intake adaptor.


T5 NG900 Throttle weld flange Aluminum <--- that looks like the one that'd work though
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Old 02-25-2011, 12:45 PM   #151
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Thanks nick. I meant to ask you btw, a couple of us austraila guys were wanting to do a group buy/bulk buy from your site. And we were hoping to save on shipping or something so I was hoping we could work something out with you

and sorry I meant an adaptor for where the silencer box originally is. I was gonna get some pipes from the local store but I had a look and they didnt seem to have a suitable intake adaptor.


T5 NG900 Throttle weld flange Aluminum <--- that looks like the one that'd work though
We do the group exports quite often. Email [email protected] for a real quote those are super light parts.

Maf just uses 70mm hose fittings. Match the length of intake hoses to my car. Those are carefully selected for peak usable power.
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2.0 GOOSE 500whp + 8500rpm = 11.06 @125 E85
Viggen 439whp / 447tq 12.43 @114 on Gt2871.64, (Now 511whp Gt3076)
Nordic E85 9-3 SS Aero 320hp / 350ftlbs
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Old 03-08-2011, 02:25 PM   #152
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Looking real good on the intake runners...Can't wait to see what sort of volume that thing pushes!

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Old 03-08-2011, 02:30 PM   #153
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2.3i Head/Manifold Dyno results – TrollTuner All the power details are there.
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2.0 GOOSE 500whp + 8500rpm = 11.06 @125 E85
Viggen 439whp / 447tq 12.43 @114 on Gt2871.64, (Now 511whp Gt3076)
Nordic E85 9-3 SS Aero 320hp / 350ftlbs
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Old 03-08-2011, 05:43 PM   #154
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Well, it looks and sounds like it's capable of flowing as much air as it could possibly be expected so now, as with any N/A engine, you're likely going to want to increase the compression by planing the block and shaving the outer rib from the piston tops down to flush with the faces so that they (the pistons) can rise farther into the head without impacting it to compensate for the planed block.

Larger injectors and increased fuel flow would also be an option to take advantage of all of that increased airflow and, maybe, cutting the exhaust down from a 4 -2 - 1 to a typical 4 - 1 with equal length runners all hitting a collector that reduces to a 2.5 pipe with a single, high flow muffler, out to the rear of the car.

But you likely already know all of this, judging by what of your blog posts I've managed to read so far, so excuse me if I come across as presumptuous.
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Old 03-09-2011, 06:53 AM   #155
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Already turbo inj around 70&#37; now on 91octane. Hand-me-down 42lb Greens out of my 18t car will work great. Also shorter inj time allows better injection event timing room to match the new cams.

Header is key here. Mine on it now was for stock ecu under 6000 power peak. Outgrown it. Hope to have some time to make a new one. Larger runners and a bit shorter.

Compression. This is key to torque. Tried the t7 gasket. Was too tight. Not into milling the block or head. Not very practical to do in customer cars. So custom JE are easy. Already have the main parts. Will use 205 long rods and move the pins up to shave weight.

If it all works then we need to turn more revs might need rods. Although the stock B205 in drag car have been going to 8900.

More plenum volume to match above parts. This will be done regardless of above parts.

Off the shelf cutback. I have a used Remus 1 muffler viggen to replace the viggen system on it.

Maybe e85 1000cc, -044 pump and a 6262.64 That with a twin disk, 4.45 and Quaife would jump!

Lots of other projects to tackle first. I do have a 3door shell with no sunroof and a viggen parts car. Needs a powertrain like this.
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2.0 GOOSE 500whp + 8500rpm = 11.06 @125 E85
Viggen 439whp / 447tq 12.43 @114 on Gt2871.64, (Now 511whp Gt3076)
Nordic E85 9-3 SS Aero 320hp / 350ftlbs
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Old 03-11-2011, 12:29 PM   #156
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Quote:
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Already turbo inj around 70&#37; now on 91octane. Hand-me-down 42lb Greens out of my 18t car will work great. Also shorter inj time allows better injection event timing room to match the new cams.
Smart...Period!

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Header is key here. Mine on it now was for stock ecu under 6000 power peak. Outgrown it. Hope to have some time to make a new one. Larger runners and a bit shorter.
Larger ID exhaust runners form-matched to the intake ports' inner diameter and dimensions (>patent opportunity<) would be ideal, hence the phrase "match porting", as it would insure the immediate evacuation of spent exhaust gases, thereby keeping the head cooler and, yes, a better header design would prove beneficial as there seems to have been some confusion between concept and fabrication, though I would still stick with matching the runners' lengths, even with shortening their run overall, to a 4 into 1 collector out to a 2.5 exhaust.

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Compression. This is key to torque. Tried the t7 gasket. Was too tight. Not into milling the block or head. Not very practical to do in customer cars. So custom JE are easy. Already have the main parts. Will use 205 long rods and move the pins up to shave weight.


Improved flow coupled with increased fueling would be best served by an increased combustion area. As such, the best of both worlds would be a piston head with a well designed small dish that was proportionally matched in area and depth to the combustion chamber on the cylinder head, so you might want to reconsider your position on moving the pins up.

This (dishing) would result in a very compact and efficient combustion chamber where there is plenty of squish to cause the desirable charge motion and turbulence to have a faster more complete burn and should provide an extra 3-5HP, at the barest minimum, as swirl will decay faster with the 90 degree corners created with a flat top piston in the bore versus this same swirl which should last longer when contained in a concave dish as, with the dish, squish to bore area is reduced and the squish widow area is increased, resulting in less squish velocity over a larger squish outlet area.

This increased turbulence, combined with form configured volumetrics, will enhance initial flame kernel development that, when combined with a short burn distance just after TDC, will result in increased mass fraction burned near TDC of the power stroke, i.e., a much bigger bang for the buck.

FWIW, this is part of the other half of the equation, though it's mostly down to tweaking and just a few more mods at this stage but, yes, I understand how important it is to maintain multi, cross-platform applicability to meet the needs/desires of the average consumer market and so, it is necessary to maintain ones innovations within the envelope of mass market appeal &/or accessibility, so your efforts in this regard are both admiralble and in keeping with the core ideology.

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If it all works then we need to turn more revs might need rods. Although the stock B205 in drag car have been going to 8900.
Only trial and error will tell if they're up to the task, though I'd suggest researching some beefier H-beams, perhaps JE again?

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More plenum volume to match above parts. This will be done regardless of above parts.
At this point it is questionable whether increased plenum volume or velocity would be more so beneficial to the setup.

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Off the shelf cutback. I have a used Remus 1 muffler viggen to replace the viggen system on it.
You are truly in an enviable position as it is definitely beneficial to have the availability of various Saab models/parts to test out cross platform applicability from model year to year between one method (turbo charged) to another (N/A), whereas someone such as myself has to work with what manages to fall into our laps, like the 3" Borla exhaust I currently use that I cut off of the modified/supercharged Mustang I spanked one evening.

Quote:
Originally Posted by GenuineSaab View Post
Maybe e85 1000cc, -044 pump and a 6262.64 That with a twin disk, 4.45 and Quaife would jump!
Every car needs a Quaife in it, particularly one with that setup, lol!

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Lots of other projects to tackle first. I do have a 3door shell with no sunroof and a viggen parts car. Needs a powertrain like this.
Heheheh...I have a 3-door shell with a sunroof and a T5 donor, but not that sort of powertrain (if only!).

BTW, congratulations, 11.06 @ 125mph isn't bad at all! Not in the least bit (but we know you can do better).
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Last edited by Trollhättan Bil; 03-11-2011 at 12:40 PM.
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Old 03-11-2011, 12:37 PM   #157
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P.S. Wouldn't happen to have any video of the run would you...?
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Old 03-14-2011, 08:29 AM   #158
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There are videos on my youtube.
Tried to run the 2.3i at the strip.. Video not worth uploading.

Stock open diff didn't take the first launch on slicks.
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2.0 GOOSE 500whp + 8500rpm = 11.06 @125 E85
Viggen 439whp / 447tq 12.43 @114 on Gt2871.64, (Now 511whp Gt3076)
Nordic E85 9-3 SS Aero 320hp / 350ftlbs
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Old 07-20-2017, 01:35 AM   #159
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How much power can a na 2.3 gain???
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