alex b
@alex-b
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Hej! Jag var ute och tittade på Sweedspeeds främre rör . Jag har 44mm konor. Några frågor till den som har monterat dessa: Som det ser ut , går rören ner i befintliga hål? Är systemet komplett med flänsar så att det bara är att skruva på plats ? Om inte komplett, vad måste köpas till? Med vänlig hälsning Sven-Erik
Then it would even be better to use a 38 DGAS. I read on the Dutch forum about someone with a 1854 engine with that carb. Had better gas response than a 36 DCD, and the advantage of the same dimensions of a 32-36 DGV.
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverIf you don’t care too much about about being visually vintage with a dizzy, cut out the whole thing and convert to something more modern like Megajolt or (even more modern) Nodiz. Here’s the link to my Megajoltp project: http://www.saab-v4.co.uk/speedball/topic.asp?TOPIC_ID=3795&SearchTerms=Megajolt. When you Google on ”Saab v4 Megajolt” you’ll find some extra links and pictures, also some pictures that don’t show in the linked article anymore.
Of course you need the lower part of the dizzy to keep the oilpump going, but when you saw off the top part you get enough room for the rear carb.
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverCheck your windshield wiper shafts, they can leak through the inside when the rubber seal is old and crackled.
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverNever even think about a Solex if you want easy acces to spare parts, which you do. A 32/36 DGV should do up to about 120hp. Of course you can easily go 36/36DCD, it has the same bolt pattern; throttle response is likely to be quicker, but mileage will probably go down.
I have driven my Sonett with a DGV since I bought it in 1999 and am very satisfied with it. With fuel in the float chamber it coldstarts within a second (no kidding), just as long as you have a strong spark, meaning something more advanced than points and a stronger coil.
I haven’t come as far as changing cam shafts, but I know somebody with a trimmed engine in his Sonett with a 7.6 cam and he describes it as an on/off engine; maybe fine on the motorway but probably a bit of a pig on idle and low revs. If I were you I’d go for a 7.2 on a 95.
Just my 2 öre :).
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverApart from the open deck versions of the engine block that were used in the early V4 years there is not much difference between blocks, if any. When you go tuning you need a closed deck version, which your engine will be if it is from the same model year as the car. With the supersats you already have some of the goodies that makes the engine stronger than standard. I believe the camshaft is not stock either in that setup. Is it a 7.2? Of course you can opt for a 7.6 but the question is if you’ll be having much fun with the old-women speed limits in lille Norge. I know someone who ownes a Sonett with a highly tuned engine with a 7.6 cam and he says it is a blast to drive, but it is a bit of an on-off affair.
As the old saying goes: speed costs money, how fast do you want to go? Of course you can start with having the block bored up to 93 or 94mm, but you need porting of the heads and inlet manifold as well, complemented with bigger valves; the engine needs breathing. If you go for stiffer valve springs you need metal gearwheels; the standard fibre wheels do not like high revving, nor high loads as a result of stiffer springs. A high flow oil pump would do nicely. I don’t know much about Solex 2 port carbs, but the general consensus is that once they start to wear out the best thing is to replace them. I wouldn’t bet on them if I wanted to go over 100hp. Go for either Weber 32/36 DGV, 36/36 DCD or 40 DFI. If you really want something special, opt for a special manifold for either a single Weber DCNF or two. Last but not least, update ignition, it is the easiest power gain to get. If you haven’t got rid of old fashioned points, start there and convert to Pertronix or similar. When you really want a boost go for something modern that can be programmed, like Megajolt, 123 or Nodiz. If you search for Megajolt in the project section you may find the thread with the links to my Megajolt conversion.
This was only a short overview of the first things that came to mind. Hopefully the experts with tuned engines will give their 2 öres.
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driver@Morsole wrote:
Egentligen skulle man väl göra som på äldre bilar; göra tändningen ställbar, så man kan ändra från förarplatsen?
Said it before, saying it again: use a Megajolt: http://www.saab-v4.co.uk/speedball/topic.asp?topic_id=3795
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverHi Mats,
How is performance of the TG cam at lower revs, meaning between 2500 and 3000rpm? I am looking for another cam for my Sonett to rev beyond 5500 rpm but don’t want to suffer too much between 2500 and 3000rpm in 4th gear. After I installed a programmable Megajolt ignition the engine got quite a bit livelier at Iower revs and now I am able to start to overtake at 70km/h in 4th without having to shift down to 3rd (where it is basically over and done at 5500rpm).
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverI replaced mine with the motor from Parts for Saabs. Works great. A handy link to the procedure: http://saab9000.com/procedures/ventilation/blower/blower.php. It is not the nicest job to do but not the worst either.
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driver@Sabbe wrote:
Fungerar bättre än Weber förgasare på 1700 motor med 7.2 kamaxel.
What is the jetting you use?
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverBijl in Haarlem http://www.detelefoongids.nl/bijl-radiateuren-vof/18945051/5-1/?what=Bijl+radiatorenservice&where=Haarlem.
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverIn Holland. Where is the sensor to the electric fan located?
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverHow old is the radiator? If it still has the original cooling block it is time for a recore. I had the rad of mine redone with the core used in a 99 Turbo as preventive maintenance 14 years ago; still works like a charm.
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverDepends on how far you want to go. The DGV is the more modern design. When you look at size from small to large the sequence is 28/36DCD, 32/36DGV, 36/36DCD. The 36/36DCD has synchronously opening butterfly valves, while the other two are two-stage (register). The choice to make may be between fuel economy and power/responsiveness. A guy on Saabnet.com wrote about his experiences with DGV’s and 38/38DGAS’s, where the DGAS gave better throttle response. From own experience I can say that a DGV doesn’t feel slow in response, but maybe a DCD is quicker. I don’t know if jettings are known for DCD’s but if Misab doesn’t have info you may be able to find these on British Saabsites, there are quite a few people there who use DCD’s.
According to Jack Ashcraft’s book about performance V4’s a 32/36DGV can supply power up to 120hp. That should do for most trimming. Plus of a DGV is that cold idle can be set at higher revs, which is afaik not possible with a DCD.
I have a had a DGV on my Sonett since I bought it and am very satisfied with it. Recommend it without hesitation.
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverA leaky vacuum hose can bugger up things quite badly, so change it at once. If there is no positive progress from that then next is to turn in the tomgang adjustment screw a bit, a half till a complete turn to start with. As the engine is running with use of the choke it looks as if the mixture screw is opened far enough, but you could give that a quarter till a half turn out when opening up of tomgang doesn’t work.
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driverTry these links:
http://www.saab-v4.co.uk/speedball/topic.asp?topic_id=4090
http://www.saabforum.nl/viewtopic.php?f=11&t=135065&start=75
http://www.saabforum.nl/viewtopic.php?f=11&t=44704&p=1515207&hilit=weber#p1515207
You can use vinkellänk 5mm
with a bit of gängstång in between. It will look a bit like this:
Here a picture of the 32/36 DGV I converted my 96 to:
Both pictures are of a different type of Weber than you are converting to, but the principle is the same. At the carb side you can make the link between the throttle shaft and the vinkellänk with a piece of at least 2mm thick steel sheet. Have it angled at least 45 degrees to the right, if not you might get a problem with getting the throttle fully opened.
Lykke til :wrench .
Alex
'75 96; very long-term project
'83 99; after 12 years of use gone to donor heaven
'94 9000 Aero; after 12 years of use about to be donor
'02 9-5 Aero; daily family driver
'96 9000 Aero; pappa's daily driver
