I see I have lost my old photo's due to photobucket,
quick reminder, I bought this:
Stripped down to this:
[/IMG] [/IMG] [/IMG]
Started to rebuild:
After quite a few months of not working it, I am finally getting around to rebuilding the Saab V4 engine, 1.7 Crank fitted with new main bearing shells, 1.7 pistons going in with new big end shells and rings. 7.6 Rally camshaft fitted.
Lovely work, wonderful cars having had a 99 Turbo, a classic 900 non turbo, and latterly a 9 3 sportwagon (all gone now) I still miss the first 2; spot on cars for their time the last one was just not as good as the current crop of cars from Japan or Korea starting the 1.9 TID was an art in itself. Keep up the good work.
Thanks for taking the time to re upload your photos. The Saab is my favourite car and if I had the money and was doing less mileage I would get one. Please keep the photos coming for the car dreamers like me on the forum.
I had a 1984 900 16v turbo s, a 9000 2.3 turbo, a 9-3 2.0 turbo and still have a 9-5 2.3 aero. and always fancied a 96 back when I had an Escort Mexico. I too loved the early saabs, later ones nice, but not as quirky or high quality.
All 4 pistons assembled with new rings and big end shells - a cheap piston clamp makes it an easy job:
Mains and big ends torqued up as per my original Saab manual
New Burton high pressure oil pump fitted:
Where did you get the rings and shells? Did you have to have the crank ground or polished?
I'm not sure if it makes much of a difference, but I use the slightly bigger MANN W916/1 oil filters.
Hi @melle I used F W Thornton http://www.fwthornton.co.uk/ for rings, big ends and main bearings and Malbrads for balance shaft bushes http://malbrad.co.uk/cart/
I measured up the journals and they had very little wear, so did not feel worth getting reground and just gave them a light polish and checked with plastigauge. I bought a batch of standard filters a few years ago, so will look into bigger when I have used them up, thanks for the tip.
Good to hear about the journals, I remember they looked clean and the bearings didn't look bad either, but I never measured them. How much play did you measure with the old bearings? Or did you want to replace them anyway as a precaution?
For some reason I get email notifications for some threads and not for others, like this one.
I had bought new bearings for my 1.5 standard crank, the 1.7 crank was around 5 microns larger diameter so just used them on the 1.7 crank.
Love it, old Saabs are so funky...
Despite seeing no play in the balance shaft bearings of my old Saab v4, I decided to replace them: on removing the balance shaft they did not look good:
so turned up a tool on the lathe to press out the old and fit new ones:
Front bearing not great
Rear bearing worse:
Shiny new bearings to fit:
How did I get anything done before I had a lathe
Balance shaft bearings look familiar unfortunately... You may have to hone the new ones to size, I have installed a few and found sometimes they were quite tight, which can be advantageous with used balance shafts. Since you have a lathe: if you keep the old shells, clean them up and buy some Babbitt/ white metal, you can pour your own bearings and turn them to size. I've yet to try it, but it should be good fun.
Don't forget to also check the cam bearings!
My dad served his time as a motor mechanic back in the day when big ends had to be re-white metaled and scraped, still has a few scrapers in his toolbox.
Cam bearings do not have a mark on them.
I once had a cam shaft break. Not sure what has been leading to what, but the engine had a lot of sludge and two of the cam bearings had completely stripped. I had the car less than a week and its particularly fine running V4 was one of the reasons for buying it. The "bang" was surprisingly quiet and it took me a while to figure out what had gone wrong.
Well thats the new balance shaft bushes fitted: decided to use a 1.5 balance shaft rather than the heavier 1.7 version as Saab recommended in their Sport and Rally tuning guide.
New steel alloy timing gears fitted to replace the standard fibre gears:
Will be a bit noisier, but safer the the failure prone fibre gears.
Shiny! However, I don't think the fibre gears are prone to failure. The balance shaft bearings are the problem and if they go they're bound to strip the balance shaft gear, preventing further damage. I don't want to know what happens with steel gears in that case... The only thing you shouldn't do with fibre gears, is turn the engine with a socket/ spanner on the balance shaft pulley if it has spark plugs fitted, as this puts a lot of strain on the teeth.
Did you compare the 1.5 and 1.7 balance shafts? I'd be curious to know how they differ in weight and design. If the sump's still off, can you see a part number on the balance shaft? When I'm in the workshop I'll see if I can dig out my collection of balance shafts and weigh/ measure them and do a write-up for the V4 forum. Inlet manifold will be on its way to Scotland soon!
I had some broken teeth on my cam gear when I striped the engine, no idea of its history though. I am using stiffer V6 valve springs which will put more load on the gears than standard.
The 1.5 balance shaft was 1.88 Kg and the 1.7 2.0 Kg, I asked for advice on what balance shaft to use and was told that there is a big variation in weights such that it does not really matter.
Thanks for the twin choke manifold.
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