Some very interesting data from the dyno with my new B205 setup. Got the motor built and installed in 2 evenings. Quite a few hours on the dyno this weekend (between paying customer dyno cars) trying to sort out the oddness.
Ran the 3071.64 with the medium cams on my viggen and made 450whp, on the drag car with the 2.0 and Big cams made 540whp. Now fitted the 3076.86 on the viggen and made 480 on low boost. The 76 on the drag car made 480, whether high boot, low or at various cam timing. Could get less but never more. Thinking it was the new B205 lower compression 8.8 down from 9.2 I swapped the 3071 back on. Instantly we were back at 500. Little playing and we had 570whp Fuel for the 500 so have to sort that first. I have some ideas of what is going on looking at exh manifold pressure etc. Here is a bit of the data.
Hoping to get the fuel sorted out this week. The dual rail manifold is fitted but unused. Found out the china copy -044 is not up to the task of feeding the 1000s with raised base pressure at this boost. The injectors are happy into the higher pressures so the simple solution is new genuine -044. When I do that will also plumb the second rail of injectors. Running 465/630s low and 1000s up top. Activating the top set at 3500rpm or so and staying sequential.
New clutch is the 7.25″ Been testing the organic disks in my street car but for drag use we need the metallic disks. They sure grab! The guys also did some other mods to the car More on that later.
Got some time to check valve celarances in the new drag car motor this afternoon as steven was making pulls on the dyno. Just as I thought, there is plenty of valve clearance with this low compression. Running the same 276 enem cams. Knowing we will be overrevving this motor that was important to check. We are also running the b2x5 gasket. Not only is it modern MLS construction but it is a fair bit thinner than the old b2x4 gaskets. The displacement is nothing fancy ~2.0L. Head is std t5 with only a little grinding. We did put a new set of springs in since the last set went two years plus. More on the rest later.
Oh and since someone will ask, WHY? well I had a pile of blownup b205s here. No 2x4s.. So after tearing apart 3 cores to get enough parts a 205 it is.
New style strut bace for the Viggen and eventually the std brake 9-3 too. Although it looks simpler than the original version it is not. To get the best balance of stiffness and weight we use two different tubing thicknesses. This allows us to make it as stiff as the original double bar but lighter and cleaner looking under the hood. I got to thoroughly test this on the road and Nelson Ledges racetrack, it is ready to go. Catalog Page
One of the key diagnostic procedures on a t7 saab is checking the MAF sensor.
Maybe you notice it surging on cruise control, too little power/ too great of mileage or the opposite in the worst case it can kill a piston. Many shops will repair the symptom without rectifying the problem! Read the rest of this entry »
Sweet vintage racer, one of our long time customers. We sponsor his other racecar. Race exhaust pipe was under 2″ Broke the century mark on torque by a couple tenths. ;) You have to wonder what it would do with a ecotec turbo. Sorry no HD video this time around.
I am sure not many have seen anything like this. A Pushbutton clutch actuator that has 100% fail back to std pedal. Used it back in highschool on my -78 99 autocross car after killing my clutch knee. This one is a bit fancier, had $250 budget this time around. Co2 Tank provides around 1600 or so shifts. For now the activation switch is pretty basic and built into the shift lever. Speed regulation is 100% down and adjustable return. Works great and a quick twist of the adjuster is all it takes to match it to the conditions. Next up is a force sensor on the pedal and a simple micro controller to limit the pedal pressure. Arduino etc. Tried it with a basic Stamp in the 99 but the ignition noise from the MSD always messed it up. Also need to add a T into the line and a hose so the tires can be aired up. Also the 3/8″ air gun should be nice on the tank and stil get the job done at the racetrack.
Heres the video from the first drive. Grab the HD if you cant see the pedal clear.
New CNC aluminum keychain koni shock adjusters. Always carry the originals in pockets at the track and drives me nuts so there had to be a better way. I came up with these and steve ran a couple dozen out on the Haas. Has the damper adjustment arrow even. I tapped mine for a setscrew to leave them installed on the strut tops of the viggen. For those interested in the coming week these will be available free in limited quantity. More details on that later.
Leaning on the Rs… Will get more up soon. Red vig had a birthday on the track turned 25k , rolled 20K in Michigan coming back from the racetrack. Johnny Del’s Flickr feed
More photos from an unknown source. Left that cat in must have some meaning. http://genuinesaab.com/gallery/SOC2010TrackDay
1700miles on the truck, Sure not Viggen seats. Huge thanks to all that attended the seminar and set through it. ;) You can always email me via nick at this site. Still trying to claw out from under a an extra weeks work. Delivering another 400whp viggen today. 3full days of tuning on the dyno. Lowest air temp was 100f.
Trailer showed up friday Evening. Delivered by the builder on his way home. Paint still soft. Just a cheapie tilt. Will do the job just the same as the $7500 aluminum ones.
Slicks are on and heat cycled. Resting now. Looks MEAN with the 235s on the BBS CH.
Race Konis are mounted. Such a pain to swap on the GM900/9-3. Quite nice but with the slicks could use a bit harder springs. Not taking it apart again today so they will be fine. It is my street car anyway.
Cody finished the V2 strut braces last week. Uses two different wall thickness tubes to balance stiffness and weight. Looks clean. Black texture. He also made some Black Chrome billet parts. Will be on display at SOC.
Turns out the E85 was actually E30 or so for the original dyno. Explains quite a bit. Lots happier now even with 100f in the dyno room and 75% humidity. Consistently put out 488whp @6200 and 440whlTq @5700 Not bad for 25psi boost falling to 20 tapered it out just to keep the heat out for the track day. Have to fit the 1,000 CC Injectors after SOC then turn it on up. Timing is still a bit on the conservative side of MBT. Couldn’t make any more power or it just leans out. 13.0 gas equivalent should be fine. Thats like only 10% rich. Might try some ngk 9s also. Leaning on these BCR8ES a bit.
Picked up a set of BFG R1s. From tirerack in 235-40 17s. Should provide enough grip and be a 1/2″ shorter than the old 225-40 18s kumhos on for the street. Traded for a car years ago with BBS CH 17s to match my 18s one of my favorite wheels. Have to run those. Now with all the grip better turn down the power a bit or somethings bound to give up.
More on that later. 
Got some time to check valve celarances in the new drag car motor this afternoon as steven was making pulls on the dyno. Just as I thought, there is plenty of valve clearance with this low compression. Running the same 276 enem cams. Knowing we will be overrevving this motor that was important to check. We are also running the b2x5 gasket. Not only is it modern MLS construction but it is a fair bit thinner than the old b2x4 gaskets. The displacement is nothing fancy ~2.0L. Head is std t5 with only a little grinding. We did put a new set of springs in since the last set went two years plus. More on the rest later.
One of the key diagnostic procedures on a t7 saab is checking the MAF sensor.
Huge thanks to all that attended the seminar and set through it. ;) You can always email me via nick at this site. Still trying to claw out from under a an extra weeks work. Delivering another 400whp viggen today. 3full days of tuning on the dyno. Lowest air temp was 100f.
