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Posted by Dean (more from Dean) on Sat, 25 Aug 2001 17:12:07 Share Post by Email
In Reply to: Dean: additional feedback on 2.3's, please, Allen K, Sat, 25 Aug 2001 16:18:13
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Low octane fuel has more energy of combustion than today's high octane fuels. This is because of the use of alchohols and other oxygenates. The oxygen so incorporated is not free. Think of it as some half burn hydrocarbons. The alchohols have roughly 1/2 the heat of combustion of the gasoline base stocks. In a cat converter closed loop control system, the ECU simply uses a bit more fuel which negates the whole silly premise for these fuels. They only benefit old clunkers. Meanwhile the rest of the fleet on the road uses more fuel. So CO2 production is higher all around, and a few clunkers produce a smaller amount of CO and unburnt hydrocarbons. So we get to burn a bit more fuel that is much more expensive. Ain't America great!

The reason why a vehicle might get higher hiway miles on high octane fuel is because the engine is knock sensitive, and the higher octane fuels are alowing the ECU and knock sensors to deliver more advanced igniton timing which improves the efficiency compared to low octane fuel. This could easily be true for the Saab 2.3 NA engine. Combustion chamber deposits will accentuate this. This is called aquired octane requirement.

Turbo engines need to be lower compression ratios to prevent general destruction. So hiway miles will go down because of the lower compression ratios. Some turbo Saabs get better mileage on mid octane. The ECU copes well with this. But this is not considered an option when turning up the boost with a modified ECU or an MBC.

For the same given fuel, a cleaner combustion chamber can allow for better igniton timing. Poor spray patterns can also promote poor mixtures and knocking condtions which will lead to ignition timing de-tuning.

Poor injector spray patterns are responsible for most hard starting complaints and well as poor idling.

The cylinder walls will not be fouled unless the rings are stuck. So the techron will not do much for that. Get Techron at parts shops or Walmart. There are 16 and 20 OZ bottles. Make sure that is says concentrate. The other Techron products are made to compete with the run of the mill products. Techron is made by Chevron.

Sticking rings occur when engine oil gets cooked and turns to coke. The rings get stuck and thing go bad from there. When such an engine is rebuilt, the rings are taken out with a hammer and a screwdriver. The rings are broken out one piece at a time. If part of the ring sticks and others are free, the rings can crack in service leading to scored cylinder walls. Today's oils are much improved. True synthetic oils will prevent rings from sticking, and will free sticking rings and clean up the engine in older vehicles. Snake oil that claims to free sticking rings often can work well. Certainly cheaper than a rebuild. A smoking pig of an engine can be turned to to a low oil consumption clean running machine. ... not always...

Use Mobil 1. Castrol synthetic is not a true synthetic oil, but is severly hydro cracked base stock. And they market the product at the same prices as the vastly superior Mobil product.

The direct ignition on the turbo units is very fussy about spark plugs. The NA engine will run well on many plugs if they are the right gap, resistance and heat range. If the orginal spec NGK's run well, stick with them. If they run dark, switch to lower heat range number to get better deposit burn off.

The 2.3 NA engines in the NG900 models use the same K&N 33-2663 filter as the turbos. You can remove the 15" snorkle tube by pulling and twisting, and prying and warming etc. Get a lone black funnel from the parts store and cut it off, and post form the end to a diameter which will fit over the boss on the air box. It looks like the ones that I see lately are made of PVC. The one that I got was polypropylene and very heat stable and a very difficult job. The PVC units should be very easy. Yes, remove the air box to do this!



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