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As to performance out of the box - at the 2004 "Press launch" which featured the 220 hp 9-5 Arc and the 9-3 CV - the (standard shift) 9-3CVs would run and hide from the 9-5s (that were mostly, if not all, A/T). I was fortunate to be allowed to drive one of the CVs from the press launch to the SOC that was the next week, and the CV *never* felt short on power to me. Note that the CV is a couple or three hundred pounds heavier than the SC. That said, the V-6 is awesome. No two ways about it.
As to longevity, both engines are designed off the same page. In terms of bearings, rods, pistons, block, valves, etc. the reliability will be identical. The differences are the V-6 features a variable cam timing mechanism (potential maintenance issue, especially if you push the envelope on oil changes), the V-6 has three cam chains but no balance shaft chains, (multiple simple-path chains are more relaible than a single chain with a more complex path) the balance shaft chain in the 4 cylinder drives the water pump and the cam chain drives the power steering pump. Don't know what goes on in the V-6. The V-6 is definitely a tighter fit in the engine compartment, but major repairs usually involve dropping the powertrain in either case. I wouldn't worry about the reliability of Trionic 8 versus Motronic. Trionic 8 avoids the one weakness of Trionic 7 and 5: the capacitive discharge coil drive circuitry. CD enabled neat tricks, like multi-spark during starts and burst-of-sparks during shut down to burn off deposits. It also introduced a high-voltage (400 V) control transistor that has proved to be less reliable than one would wish for and expect. Hence the C9-3/9-5 recall...
As to customization: the 4 cylinder features Saab's trionic engine control (you knew that) and there are upgrade options from the usual sources available now. The 4 cylinder uses the same turbocharger that now gives 260 hp stock from the 9-5, while who knows how much growth potential there is in the stock V-6 turbo, and its unique dual scroll inlet has to limit options for alternative turbochargers. There is plenty of growth potential in the V-6 - in its current state of tune it's peaking at .6 bar, versus .8 for the 2.0L and up to 1.2 bar for the older engine family. You should be able to boost it right up to tranny-busting levels.
Finally there's the Saab philosphy - small motor and big boost for both sprightly performance and excellent fuel economy. Having been brainwashed into that mode of thinking, the V-6 just doesn't do it for me personally.
posted by 24.28.3...
, Wed, 21 Dec 2005 08:40:42
, Sun, 25 Dec 2005 16:00:41, Wed, 21 Dec 2005 08:54:12, Sat, 24 Dec 2005 08:16:56
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