You can see the fuel supply fall off. It should follow manifold pressure exactly.  Still not perfect.   We had about 30psi feed to the china 044 so it was just that pump.

And the pumps  China Junk is on the left. You can even see the printing is generic dot matrix not dedicated stamp.  There  are more in the album at the link.  They did a good job but there are some distinct differences. Steel vs brass terminals, the upper crimp, the inlet size and the sound running. The china sounded weak.

Make sure you get a real one from a Bosch dealer.  There is too much junk out there from criminals that are stealing some others intellectual property.
Now we can work on plumbing the second fuel rail.

With a little less power than last year and still running that gt3071.64 first run out on the new clutch we ran an 11.26@133.4 Allright! Were on to something there. Track prep was not the greatest. We were slower to the 330 than average.  The lower compression B205 wants more turbo.   For the shakedown figured it best to have a bit lower power and just get it sorted.  The target was to get close to previous 11.33 best.

http://www.dragtimes.com/Saab-900-Timeslip-16851.html

The crank pulley 6mm bolts failed after that and we had to load it up. Got it fixed on the trailer this am.

Ride along with the gopro. Other guy was messing with him on the light. He even bogged a bit off the line.
http://www.youtube.com/watch?v=5UxyhZtS_rU

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.

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.

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!
Now the easiest method is with the proper tools. The factory tech2 is quick. But there are some alternative methods that will at least point you in the right direction.

We need to look at a few variables.  We can see them direct with the tech2. Those variables are Airmass demand per combustion cycle. (The unit is mg/comb) and calculated airmass per combustion.  The difference of these two gives us airmass deviation.  Some other key adaption data is the fuel trims both long and short term.  Now that we know what to look at we have to be able to interpret the info.

Since the amount of air in a  turbocharged engines induction system is a dynamic situation, storing more airmass under boost than at atmospheric pressure we can only test it in steady state conditions where the fewest variables are changing.  This can be anything from idle to steady acceleration on the road or holding fixed rpm on the chassis dyno.  Just make sure you are testing not in transition state.

The saab software engineers have made it easy with a dedicated page in the tech2. It is f6: total fuel correction.

Menu image

We can evaluate the fuel trims first.  Somewhere around +-5% would be acceptable. Over that and you are looking at a hardware problem.  Now for positive fuel trims it is usually an air leak blown booster etc.

The airmass deviation which is calculated in the scanner from actual Airmass and calculated airmass. T7  simultaneously calculates airmass off speed density like a t5 car by using pressure and temperature in the manifold.     If we look at the deviation with the car warm and idling the data will be steady. More than low single digits will show up with too great of fuel trims.  If we drive the car, open road is better.  You should, in a good car, see the deviation move around as throttle is added and the pressures (and resulting airmass) change but should settle down   It’s not uncommon with a failed maf to see the file trims jumping around in the teens along with deviation.

I had some dyno runs where we tried 10 MAFs in my Viggen on the dyno at ~350whp there was a 50HP difference! Eventually trionic would adapt but the difference was the raw output. Unfortunately this info was lost when the Tuning/Dyno computer was stolen.. Had recently a 400whp Viggen that had a maf that although looked normal at low loads would hit a cap at 1200MG and not read any higher, swapped maf and it was back to happy.

Click for a larger version.

Heres the video from the first drive. Grab the HD if you cant see the pedal clear.

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.