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Saab  Engine Information

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The following technical bulletins were published by AERA.


                                                    Engine Oil in Coolant For
                                           1995-2000 Saab 2.5 & 3.0L Engines

The AERA Technical Committee offers the following information regarding engine oil in the coolant on 1995-2000 Saab 2.5 & 3.0L engines. This addition of oil to the cooling system often causes engine overheating as it reduces the effectiveness of the system. Excessive crankcase engine oil level reduction may also cause engine damage. Vehicle owners adding oil or experiencing higher than normal coolant temperatures should investigate to reasons why. 

The cause of engine oil entering the coolant in most instances has been a faulty engine oil cooler, located underneath the intake manifold. In some cases, vehicle owners did not even realize the engine used an oil cooler.

Replacement oil cooler can be purchased from the dealer under Part #4770988. The washers used to seal the plumbing to and from the oil cooler should also be replace with Part #4620324. Those washers are steel with a rubber inner seal; previous washers were a copper design.

                                                                               The AERA Technical Committee


                                              Abnormal Combustion On
                                       Saab 2.0L B201 & B202 Engines 

AERA members have reported engine damage from abnormal combustion in Saab automobiles equipped with the 2.0L B201 and B202 engines. The resulting damage has ranged from premature head gasket failure to piston damage shortly after remanufacture of the engine.

After machining the deck surface of the cylinder head, it is important to chamfer the combustion chamber edges.  If left unchamfered, the sharp edges may act as a heat sink during the normal combustion process and start to glow.  This glowing or hot spot may increase the possibility of abnormal combustion, in
particular premature ignition of the air/fuel mixture, leading to a component failure.

Removing burrs, nicks and sharp edges from the combustion chamber
will result in longer engine service.

                                                                        The AERA Technical Committee


       Revised Cylinder Head Gasket & Retorque Procedure 
            on 1981-88 Saab 900 & 9000 Series Engines

Saab-Scania of America has released a new cylinder head gasket and installation procedure for all 1981-88 Saab 900 & 1986-88 Saab 9000 series engines.  This new procedure applies to 8 and 16 valve cylinder head engines produced after 1981.

The revised cylinder head gasket no longer requires retorquing of the cylinder head bolts after the engine has been started and warmed up for the first time.  Furthermore, retorquing of the cylinder head bolts after the first 1000 miles of service has also been eliminated.

Use the following chart to determine if the cylinder head needs to be retorqued:
        Engine Series                           Part Number *               Procedure

 1981-88 900 Series 8-Valve            75-85-037                   do not retorque
 1981-88 900 Series 16-Valve          75-61-301                   do not retorque
 1986-88 9000 Series 16-Valve        75-61-301                   do not retorque

  before 1981 900 Series 8-Valve    75-05-217                        retorque
  before 1981 900 Series 16-Valve  75-16-529                        retorque

* Saab-Scania cylinder head gasket part number

Engines manufactured before 1981, using head gasket part #75-05-217 or #75-16-529, must be retorqued as before.

                                     The AERA Technical Committee


Cylinder Head Torque Specification For 1991-93 Saab 2.1L VIN E Engines 

The AERA Technical Committee offers the following information concerning cylinder head torque specifications for 1991-93 Saab 2.1L VIN E engines. Information contained within the Saab head gasket sets shows inaccurate torque values. 

The torque procedure cards included in the B212 cylinder head gasket kit, Part # 93-21-597 and B212 cylinder head gasket, Part # 87-87-111 should be ignored if it does not match the steps listed below. To correctly torque the cylinder head to the block, Saab offers the following information for the cylinder head torque. Refer to Figure 1 below for the tightening sequence.

            Step 1: Torque all bolts in sequence to 44 ft/lbs. (60 Nm).
            Step 2: Torque all bolts in sequence to 59 ft/lbs. (80 Nm).
            Step 3: Rotate all bolts in sequence an additional 90°. 

AERA is currently not aware of an aftermarket supplier for this head gasket. 

The AERA Technical Committee


                                                   Oil Consumption On 
                                      Saab 2.0L 16 Valve DOHC Engines

The AERA Technical Committee has become aware of another possible cause for abnormally high oil consumption on Saab 900 DOHC application.  Usually, oil consumption can be traced to piston ring, valve guide and/or valve seal wear.  An additional cause may be a reversed one way check valve for the crankcase ventilation system on turbo charged engines.

It is also possible for oil to enter the PCV system because of a slight distortion of the camshaft bearing cap to bolt mating surfaces.  At operating temperature, it is possible for oil to spray from underneath the bolt into the PCV system inlet.  Oil is then drawn into the PCV system and engine air intake system.

Although engine oil passes only through one of the camshaft bearing cap bolts, a sealing washer, Part #91-14-885, should be installed under all bolts to maintain equal pressure on the bearing cap.  Each bolt should be torqued to 11 lbs.ft. during assembly.

                                                                         The AERA Technical Committee


                                    Excessive Oil Consumption On
                                 1986-94 Saab 2.0L DOHC Engines

AERA members have reported excessive oil consumption on 1986-94 Saab
2.0L DOHC engines.  The source of this oil consumption has been traced to the engine's positive crankcase ventilation system (PCV).  Apparently the original camshaft cover allows excessive amounts of oil to enter into the induction system.   

A modification was made to the camshaft cover Part #8788135 during the 1994 production year to reduce the amount of oil mist reaching the PCV system.  The part number for the cover, however, did not change.  The identification of the revised cover, requires removing it from the head and inspecting it for the additional tube shown in the illustration below.

                                                                    The AERA Technical Committee


                     Flywheel Specifications

The AERA Technical Committee suggests referring to the following
flywheel specification chart when re-surfacing flywheels.

                    Type of 
Manufacturer        Flywheel  Specs          Comments

Allis Chalmers      Cup       1.437         D17,D19,190XT
AMC                 Cup       .125          2.5L (GM engine)
Alpha Romeo         Cup       .878
BMW                 Step      .013-.015     320i
Caterpillar         Cup       2.937 +/-.005 #9N2646 Cast Number
Chrysler/Mitsubishi Cup       .600-.605     2.0L DOHC, #9801
                                             Cast Number
Chrysler            Cup       1.00          3.7L engine
Cummins             Cup       2.925    
Cummins             Cup       2.937         2 piece clutch
DDC                 Flat      1.582         8.2L, Minimum
Fiat, Spider        Step      .018          1600 engine
Ford, Falcon        Cup       1.00          6 Cylinder engines
Ford, Courier       Cup       .285
Ford                Cup       .310
Ford, Ranger        Cup       .003          V6 Cylinder engines
Ford Truck          Cup       1.500         534 CID Truck
Ford Truck          Flat      .965          New Thickness
Ford                Cup       1.140-1.160    Model A 
GM, OHC Brazilian   Flat      .750          New Thickness
GM                  Cup       .125          2.5L, & Vega
GM, Buick           Cup       .125          V6 Engines
GM, Spirit          Cup       .195
GM, Sprint          Cup       .1969         Chevrolet/Suzuki
Honda               Cup       .030          Small cup
Honda               Cup       .030          #K4SC16AG Cast
Honda               Cup       .100-.104     
Honda               Cup       .785          Long alignment pins
Honda               Cup       .900           Short alignment pins
Honda, Accord       Cup       .615          1986
Hyundai, Excel      Flat                     Mitsubishi engine
Isuzu               Cup       .010-.017     Trooper, Pup
Isuzu, Diesel       Cup       1.691-1.695   6BD1, 6BDT engines
Mack Midliner       Flat      1.260 Min.    Measure from
                                             crank/mount to disc
Mazda               Cup       .062          RX2 Rotary engines
Mazda, RX7          Cup       .310
Mazda, 2.2L, 1987   Cup       .785          Hyd. Clutch,
                                             Segmented wheel
Mazda, 2.0L         Cup       .805          Hyd. Clutch, .020
Mercedes, 240D      Cup       .885
Navistar, 404/446   Flat      .750          New thickness
Navistar, 6.9L      Flat      1.410         Minimum thickness
Navistar 9.0L       Flat      1.585         Minimum thickness
Nissan              Flat                     With groove
Nissan, Maxima      Flat                     With groove, #425
                                             Cast Number
Nissan, (Datsun)    Step      .003-.005     No groove
(Sentra,Stanza)     Step      .006-.010     1.6L & 2.0L engines
Nissan, B2000       Cup       .807 new      Max stock removal
Nissan,(Datsun)240Z Step      .010          With groove
Renault             Step      .021          1.4L Alliance
Saab, 96            Cup       .656
Subaru              Cup       .830           Justy
Subaru              Cup       .875
Subaru              Cup       .905           4X4 Brat
Suzuki              Cup       .070
Suzuki              Cup       .197          1.0L, 3 cyl
Toyota              Step      .018-.022     Large alignment pins
Toyota, 22RE        Step      .018-.022     #627 Cast Number
Toyota              Cup       .055          Small cup
Toyota              Cup       .965-.970     Tercel, large cup
Toyota              Step      .040          Tercel, step
Toyota              Step      .020          Land Cruiser
VW                  Cup       .945          Air cooled, 6 Volt
VW                  Cup       .913-.918     210MM Clutch
VW                  Cup       .830-.835     Rabbit/Golf/Scirocco
Vanagon             Cup       .982          Water/Air cooled bus
VW                  Cup       .830          Air cooled engine   
VW                  Cup       .885          Air cooled engine

Specifications listed for Step type flywheels refer to the
height of the wear surface above the pressure plate mounting
surface.  Specifications for Cup type flywheels refer to the
height of the pressure plate mounting surface above the wear

                                     The AERA Technical Committee

June 1992 - TB 677R 
(Please destroy TB 677)



                 Import Engine Bearing Problems

The addition of many aftermarket main bearing sets for import automotive engine applications has caused a frequent complaint that the thrust bearings cannot be installed.

The reason is that in most import engine applications, the flanged bearing length is increased with the undersize of the bearing.  This means those grinding the crankshaft must grind the thrust face of the crank to accommodate the increased bearing length and secure proper clearance of the crankshaft end thrust.

A typical example may be found with the 1.5L and 1.7L Saab engine utilizing a common aftermarket main bearing set:

The .010 undersize is .004 oversize length.  
The .020 and .030 undersize has a .010 oversize length and 
the .040 undersize has a .020 oversize length.

                                                                            The AERA Technical Committee


                                         Crankshaft Specifications For
                                      1997-2001 GM 3.0L VIN R Engines

The AERA Technical Committee offers the following information on crankshaft specifications for 1997-2001 GM 3.0L VIN R engines. It has been reported that various forms of published service information supplied incorrect rod journal dimensions.

The correct dimension for the connecting rod journal is 2.1248-2.1256 (53.971-57.990 MM). Casting numbers reported for this engine?s crankshaft include 90499243 and 1255069.   

Location                  Dimension                                         Oil Clearance

Rod Journal     2.1248-2.1256 (53.971-57.990 MM)      .0005-.0024 (.013-.061 MM)
Main Journal    2.6763-2.6770 (67.978-67.996 MM)      .0006-.0017 (.015-.043 MM)
Stroke              3.3464 (84.999 MM)

NOTE: The main bearing halves in bearing caps 2 and 3 have no oil-ways.

Undersize bearings available for the crankshaft include .010 (.25 mm) & .020 (.50 mm) for both rod and main locations. These bearings are currently available from the vehicle manufacturers network or GM. 

Note: This engine is also used in various Saab and Opel vehicles beginning in 1995.

                                                                           The AERA Technical Committee

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