Trollhattan Saab has changed!
The site you're viewing now is the original Trollhattan Saab weblog, though it's now an archive only and no new material is posted here. As of February 2009, all new material is posted at our new site - Saabs United.
Please join us at Saabs United and get your daily Saab fix from Saab sources all around the world.
In earlier instalments we covered the following:
Part 1 – the 9-3 and some of it’s deficiencies, and the Viggen Rescue Kit
Part 2 – suspension mods so you can control the power
Part 3 – intake and exhaust
Now, in this final instalment, I’ll look at getting the big power boost via ECU.
I’ve also included a number of links to the various tuning and parts companies that have been mentioned throughout this series.
Software = grunt!
And so we end up at the place where a lot of people start – the engine control unit, or ECU.
Saab 9-3 Viggens and Aeros use Saab’s own engine management software – Trionic7. Like all manufacturers, they set their engine software to the lowest common demoninator. They have to assume that the owner is going to follow the recommended oil change schedule rather than more frequent changes. They have to assume that the owner is going to buy a cheaper grade of fuel.
In short, the car is set up for Joe Average, but is capable of a lot more – and this is where tuning software comes in.
Tuning software does all sorts of magic tricks with fuel delivery, timing changes and all sort of other things (see, I’m technical, huh?) to get the most out of your engine hardware. It’s not uncommon to take a basic Saab turbocharged engine putting out 150hp, apply some software changes and get 50+ horsepower extra with an even bigger boost in torque.
Higher output engines don’t neccessarily such a great proportional increase, but appropriate hardware and software combined can easily result in 300hp-plus outputs (at which point you’ve got to start considering the internals of your engine).
The simplest software solution is without doubt the PPC software solution from BSR. The BSR unit connects with your engine management system via a cord plugged into a jack down under your steering wheel. The new tuning information is stored on the PPC unit and transfers to your vehicle’s computer, replacing the original factory tune. The original tuning information is stored on the PPC and you can revert to the factory tuning at any time – and go back and forth between tunes as you please.
BSR also post updates from time to time and these are downloadable via the web and free to PPC owners.
Other ECU tuning options are available from companies such as Nordic, Maptun, Abbott, Speedparts and others. These generally involve the owner having to swap their ECU for a tuned ECU. Getting an ECU in and out of a 9-3 isn’t a difficult process (see “Installation…”), but it’s not as convenient as the plug-n-play option like that from BSR.
——
Stages
Most of these tuning houses sell tuning options in stages.
Stage One will generally be software only and it goes up from there. Stage Three will often include an exhaust system and air filter. Higher stages will include fuel pressure regulator and bigger injectors. The options are endless.
All of these assume, however, that you’ve got those suspension and handling options sorted first.
——
Finally, a word of caution….
Saabs can be tuned up to be absolutely monstrous four cylinder vehicles, but it’s going to cost money, and you’ve got to make sure you do it in a balanced way. When you crank these things up you increase the stress on many components so you’ve got to be careful and be prepared for adverse consequences should they arise.
And always ensure that your engine is running well at stock configuration before you consider doing serious upgrades.
——
Tuner links:
Elkparts – UK (and much appreciated site sponsor)
Abbott Racing – UK
Genuine Saab (Taliaferro) – USA
Speedparts – Sweden
Nordic – Sweden
Maptun – Sweden
Jak Stoll – USA
BSR – Sweden
–
13 responses so far ↓
1 Markac
// Jan 12, 2009 at 8:44 am
Good one Swade. You could also mention diverter valves and blow off valves, as well as performance air filters to go with the other mods.
For those of us that own RHD cars, I should mention the rather delicate topic of Bulkhead/Firewall separation that can plague RHD NG900s and OG9-3s.
It is wise to get this checked if you plan some serious modding. In fact, it’s probably wise to get it checked anyway even if you don’t.
2 ColorCode252
// Jan 12, 2009 at 9:06 am
Regarding T7, I read somewhere that the ECU adapts very nicely to higher octane fuels, max torque is attained and held longer. For a 2.3L T7 car, Viggen or Aero, I would love to have a customized stage 1 tune that incorporates a better-flowing intercooler to keep the intake temps and EGTs lower while conservatively bumping up the torque. For a Viggen, this would be ideal.
3 Markac
// Jan 12, 2009 at 9:13 am
When it comes to performance air filters, I quite like the Pipercross Induction kit for T5 cars. Anyone got any experience with this?
There are similar offerings for T7 cars. If you don’t want yor upgrade to be visible, there are plenty of performance filters that will fit in the existing filter box for T5 and T7 cars.
4 Trip Taylor
// Jan 12, 2009 at 11:02 am
There has been an interesting thread on Saab Central forums with a fellow who has found a way to make a boost controller work with a fairly simple electronic mod. Looks like he might be onto something. Could be a nice option instead of an electronic tune.
Also MP has an ECU mod that is getting good reviews. mpperformance.com
Note: not affiliated in any way and have not tried any of these myself. Just trying to add to the discussion of options.
5 Joe Lobo
// Jan 12, 2009 at 11:38 am
I would not touch MP Performance under any given circumstances, not even with a 40 Foot pole. !!! These guys are novices and do not understand the basics of being in business let alone conduct business on the very basics levels. I can relate my experience but 90% of the products they advertise are non existent. Beware !!!
6 Jono
// Jan 12, 2009 at 3:39 pm
Anywhere in Aus?
7 VI99EN
// Jan 12, 2009 at 4:55 pm
Hi Swade, I just wanted to offer my sincere thanks for putting this guide together. No doubt you spent a fair amount of time working on this and it will surely be of great benefit in turning vi99en into a controllable little beast.
You’ll be proud to know that I gave my credit card a work-out this afternoon and placed an order through GS and PFS for some steering/suspension upgrades. In around 10 days time I should have installed:
1) Billet Bulkhead clamp and Brace (PFS)
2) 2 Point Sub-frame brace (GS). I was going to go the 6 point however apparently there are issues with that brace when a larger turbo dump pipe is installed…and a dump pipe is certainly on my wish list of engine upgrades.
3) 22mm Rear Sway bar (GS)
4) Front inner and outer track control arm polyurethene bushes (GS).
That pretty much makes up a whole VRK (plus the rear sway bar) except i’m missing the upgraded support arm bearings as shown on the abbott racing site…If anyone knows where I can get these from that would be great. I couldn’t seem to find a listing for them on any of the sites (unless offcourse they are known as some other name).
I’m Still up in the air with regard to the shocks but I’m leaning toward the Koni’s based on your recommendation. I’m Just waiting for confirmation from PFS that they are compatible with my car as on some listings they state they work with all 9-3′’s except for Aero and Viggen???.
Hopefully all this should do the trick in keeping the Viggen glued to the ground. I’ll probably invest in upgrading all bushes to poly standard where available.
Next is the engine. I haven’t really had much time to give it thought but I do have some numbers in mind. I’m aiming at anyhwere between 300 – 350 horsepower and 400 – 450 nm torque. I think this is achievable based on what I have seen so-far but the only unknown is whether the rest of the drivetrain can handle that sort of power.
Anyway, thanks again for putting this together. I’ll be sure to keep you posted.
8 AEROPILOT
// Jan 12, 2009 at 9:20 pm
Info on 9-3 Viggen and Aero’s.
All OG 9-3 MY 2001> have Trionic 7 and the newer Eco-power engine from the 9-5 !
Older cars incl all Viggen’s (ended MY 2000) all have the old engine type with Trionic 5 -and red DI-Casette- motormanagement.
So only Aero’s can have the new -and better- engine and management !!
9 swade
// Jan 12, 2009 at 9:25 pm
Sorry Aeropilot, but my Viggen had Trionic 7, as I’m pretty sure all Viggens do.
10 mackan
// Jan 12, 2009 at 10:12 pm
Swade, you forgot the DIY tuning way
http://www.ecuproject.com
and
http://trionic.mobixs.eu/
Takes a while longer to understand what is what and of course you have noone to blame but yourself if anything goes wrong…
11 Bernard
// Jan 12, 2009 at 11:22 pm
Swade,
I would like to add my “first law of tuning” to your list: fix the issues you have, not the issues you’ve read about.
I’ve met quite a few people who’ve spent thousands on upgrades that do not address any problems that they’ve experienced on their own cars.
Intake and exhaust mods on cars that don’t need them, lowered suspensions on cars that already handle well, aftermarket wheels on cars that come from the factory with high-quality, very light wheels, billet pop-off valves on cars to replace fully functional stock valves, etc, etc.
All of the mods that I’ve made have addressed issues that I’ve actually experienced.
The bigger rear ARB fixed understeer on long sweepers.
The steering brace fixed steering issues over bumps.
The bushings (front outer only) fixed the worn-out stock bushings.
The best mod that I’ve done was to replace the all-season tyres with high quality summer and winter tyres.
12 Johan
// Jan 13, 2009 at 8:07 am
“Like all manufacturers, they set their engine software to the lowest common demoninator. They have to assume that the owner is going to follow the recommended oil change schedule rather than more frequent changes. They have to assume that the owner is going to buy a cheaper grade of fuel.”
All R engines are mapped for high octane fuel. But like all modern engines the engine can handle lower octane grades (it detects knock, and reduce ignition advance accordingly). Oil schange schedule has more to do with how you use you car, not engine mapping.
“In short, the car is set up for Joe Average, but is capable of a lot more – and this is where tuning software comes in.”
Engine tuning by software modification is like taking a shortcut, yes it might get you there faster but you also risk fall into a hole you didn’t knew about.
Trionic 7 is a torque demand based control system. In other words, when you push the gas pedal the control unit translates this into a torque demand, which is translated into airmass/combustion and the engine control unit adjusts the throttle opening and boost pressure to achieve this torque output (airmass/c). So when you want to increase the output from the engine the first thing you have to do is to increase the torque demand, which in turn means a higher boost pressure and a higher turbocharger speed.
To increase power a tuner can also increase the ignition advance at high loads, which then mean that the engine must use high octane fuel to get this power boost. More ignition advance also means higher combustion pressures and a greater risk of engine knock, and some tuners have ’solved’ the latter issue in a very bad way; reduce the knock sensitivity. Reduced knock sensitivity, which means that Trionic will accept more knock until it takes action, and the increased ignition advance at high loads can cause very high combustion pressures. This is a root cause for piston failures in Trionic 7 equipped engines.
The higher turbocharger speeds that are associated with software tuning may also become an issue, remember that Saab had turbo issues with B235R due to too high turbo speeds already with the original software. If the owner rarely uses full power it may never become an issue, but if full power is used for long durations this can certainly become an issue.
“Regarding T7, I read somewhere that the ECU adapts very nicely to higher octane fuels, max torque is attained and held longer. For a 2.3L T7 car, Viggen or Aero, I would love to have a customized stage 1 tune that incorporates a better-flowing intercooler to keep the intake temps and EGTs lower while conservatively bumping up the torque. For a Viggen, this would be ideal.”
No, it will not adapt to higher octane fuels. A too low octane fuel will however decrease engine performance.
Yes, a better intercooler should be very high on a Saab owners list of to do things when they tune a B205/B235 engine. If it’s a B205R or B235R engine, the turbo air intake from the M06 and later Aeros should also be high on this list. This is far more important than the exhaust from the catalyst and back often included in “stage II” tunings.
“You could also mention diverter valves and blow off valves, as well as performance air filters to go with the other mods.”
Things like blow off valves and performance filters are often actually downgrades, rather than upgrades. The stock charge air bypass valve is a very fast responding device that can handle boost pressures of 2.5 bar absolute without difficulty. Aftermarket units often respond too slow for proper function, so stick with the original unless you plan for a substantial power increase.
Better flowing airfilters decrease filtration, which is bad, but can decrease the pressure loss before the compressor which is good. Use the stock airbox to avoid dirty and hot air. An open filter is likely to have a negative rather than a positive effect on the engine.
“There has been an interesting thread on Saab Central forums with a fellow who has found a way to make a boost controller work with a fairly simple electronic mod. Looks like he might be onto something. Could be a nice option instead of an electronic tune.”
Sure, that is an option if you would like to find out how fast you can destroy your engine.
“Sorry Aeropilot, but my Viggen had Trionic 7, as I’m pretty sure all Viggens do”
All Viggens have the B235R engine (Trionic 7), initially with 225 hp. 9-5 Aero later got the engine from Viggen.
13 mackan
// Jan 13, 2009 at 10:52 pm
…
Johan: You demand airmass (mg/c).
Torque is used for different limiters.