Saab part pulling
#1
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Saab part pulling
So I just pulled a turbo from a 99 Saab 9-3. I know I've heard a ton of people say go for a larger turbo because its not worth it but from the stats I've been seeing it'll push me over 200 while staying right in the comfy range where I shouldn't need to rebuild my engine
I only pulled the turbo due to time and frustration but everything else is still there as well. My question is what else should I get off that 9-3 to go with the turbo? I've heard exhaust manifold but what else would you guys recommend?
Also on a dumb note: will the turbo from a 99 Saab 9-3 even work? The age worried me but I jumped on it anyways....
Thanks for any help!
I only pulled the turbo due to time and frustration but everything else is still there as well. My question is what else should I get off that 9-3 to go with the turbo? I've heard exhaust manifold but what else would you guys recommend?
Also on a dumb note: will the turbo from a 99 Saab 9-3 even work? The age worried me but I jumped on it anyways....
Thanks for any help!
#11
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ill be running the IAT on the intake charge pipe going into the turbo, ive found that in boosted setups you can more accurately control fueling with the changes of the seasons and weather by measuring how it comes into the turbo/supercharger first rather then measuring at the intake manifold which is more susceptible to heatsoak from the engine. There is a smaller degree of variation in the IAT's in the manifold vs the IAT's coming through the intake and it lets the car make changes for air density better measuring that way. This mainly goes for car's that were designed to read that way as well.
#13
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Im sure someone will tell me im an idiot on here but what ive experienced previously with car's that are originally NA and get boosted seems to verify this fact. You have to take two things into consideration, 1) the compensation tables that adjust fueling for the car to operate within its normal A/F ratio year round without needing much adjustment from the fuel trims is specifically designed for a IAT that is reading in the intake charge. 2) Say you boost your car, and your IAT in your manifold is 100 degrees in the winter (this is assuming post blower/turbo heatsoak) and 130-140 in the summer time during a WOT pull, these compensation tables are designed to assume fueling requirements for ambient temps, however since the actual air charge coming into the blower/turbo is either 20 degrees, or 90 degrees, the air density is actually significantly different then what the car believes it is which results in a more wild fluctuation in AFR if you arent tuning it on a regular basis to allow for that or, completely rewriting the IAT compensation tables to adjust for fueling requirement tables for that winter to summer swing in your in manifold IAT temps. So in one sense, yes the IAT is more accurate to what the engine is breathing in, but the ECU isnt tuned for reading that way.
On my boosted b series I would see fluctuations from 12:1 in the summer at WOT on 8psi to almost 13.5:1 in the dead of the winter with no tune changes using the IAT in the manifold. Vice versa for winter to summer, I would tune the car for 12:1 in the winter and wind up being 10.5:1 in the dead of the summer. It wasnt until I put the IAT in the intake charge pipe that I was actually able to stabilize the afr swing to about .5 from winter to summer. Tuning IAT compensation tables isnt fun nor easy either lol having to take the car out and dial in the IAT multiplier every time it hits a certain temperature.
On my boosted b series I would see fluctuations from 12:1 in the summer at WOT on 8psi to almost 13.5:1 in the dead of the winter with no tune changes using the IAT in the manifold. Vice versa for winter to summer, I would tune the car for 12:1 in the winter and wind up being 10.5:1 in the dead of the summer. It wasnt until I put the IAT in the intake charge pipe that I was actually able to stabilize the afr swing to about .5 from winter to summer. Tuning IAT compensation tables isnt fun nor easy either lol having to take the car out and dial in the IAT multiplier every time it hits a certain temperature.
#15
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No problem, it could be a bit different when dealing with a maf/map car vs just map but like i said this is just what ive experienced with na jap cars going to boosted. Hptuners is way more program then i ever had to work with before, the options are almost endless and gm basically builds these things to be tuned. Gm cars are the only cars ive been able to use narrowband o2 mv and get good afr on both boosted and na vehicles without the need of a perminent afr gauge install as well. Lol
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On an off note what would the general consensus be for using a t25 turbo with a lower HP build? I'm shooting for 230-250 whp to have a bit of back roads fun while keeping reliability. I heard it will give a ton of torque in the low end but not so much in the high end, but would it really be that bad up high?
I just did a 2.4 TB and IM swap on my 2.2 so I can't imagine to much being as bad as the stock 2.2 high end.
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