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, Sat, 16 Mar 2013 10:18:41
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Nick,
if that friend of yours can get that pin out (without having your dizzy nuked into pieces), then he is a real kick-ass! Things turned out that I was not.
As for going DI route:
- all your cars are run by LH Jetronic so there's no need to go all the way to Trionic if you want a direct ignition. You can stop at DI/APC system which isn't that advanced as Trionic and yet needs LH for fueling (and those MAF sensors - which prone to failures, unlike reliable MAP counter-parts - for air-metering) and you won't get all those tuning-adjusting tools like TrionicSuite (unless I'm done with my DI/APC disassembly project), but DI/APC conversion is a bit quicker and easier than going to T5. And moreover, you can get Saab STOCK firmware from red ECU's which will boost you upto 204 bhp (for 1989-90 ECU variants) or B202R's 185 bhp (for 1991-92 ECU variants). Trust me, all those DIY'ers gain worse performance from their TrionicSuite mods considering all things total: output power vs emissions vs MPG. There is no Saab stock Trionic firmware for B202 engines.
I had to finally go with T5 variant since Valkyrie was run under Lucas EFI which does not feature Tq output signal (engine load) that is essential input for DI/APC ECU to properly run.
- as for the improvements noted... Well, the first and foremost is that there is no - and can not be - any dizzy oil leaks. If you know how that issue is annoying, then you can imagine how happy I was when had got rid of it. As for the power, MPG and other goodies - you can gain all those things with LH Jetronic and analogous C900 APC system, but you'll have to spend significantly MUCH more time on tuning and money on hardware. The only real gain which can hardly be achieved with old-school hardware is (MPG x torque smoothness under boost) combination - when engine knock occurs you do feel when analogous C900 APC system kicks in and how it reduces boost level. Yes, you can go with more fuel flow or retarded ignition, but then you'll lose on efficiency (mainly on MPG figures if you do not retard way too much; otherwise you'll lose on everything except the boost level). With DI/APC (and moreover - with Trionic) you get a smooth ride and yet a good efficiency.
The bottom line on LH+APC vs Trionic tuning and adjusting comparison: it is like... sending those telegraph messages back and forth in those good old '50s and having some skype chat nowadays.
Other pros one gains from T5 conversion are: no prone-to-failure and hard-to-find MAF sensors, no caps and rotors, no bogicords, extended diagnostics available (it is ISAT which works better with LH Jetronic, not TechII - and you can hardly find any ISAT-equipped shop nowadays; in a case of T5 there's an easy and relatively cheap CANBUS hardware that can be built or bought and from now on you can carry all the diagnostics on your own) and definitely much cooler engine look.
With T5.5 you'll have to do something on the CPS sensor, but I went with T5.2 variant which works with the same hall-effect sensor which was also used in EZK ignition in late NA C900's. But there were no T5.2 9000's offered in US so to get T5.2 ECU you'll have to search in mother metropolia ebays and uks's.
Zig
posted by 188.134.4...
, Sat, 16 Mar 2013 07:45:01, Sun, 17 Mar 2013 09:29:17
, Mon, 18 Mar 2013 10:02:34
, Thu, 21 Mar 2013 21:39:28, Mon, 18 Mar 2013 13:42:17, Mon, 18 Mar 2013 13:49:29, Sat, 16 Mar 2013 10:18:41, Sat, 16 Mar 2013 13:03:40
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