SAAB 9000 Turbo

[BOOST]

[Black Knight]

sem da ih shvatim...

[sw.brick]

Zahvaljujem se, nisam znao da delovi u motoru mogu toliko puno da izdrze.

Svedi
oni tako standardno prave vec u serijskim motorima, znaci ono sto italijani i nemci zovu ekstra tuning (u smislu kvaliteta materijala) to je kod Saab /Volvo standardni paket vec iz salona.

recimo nasao sam tekst koji opisuje razvoj Volvo N familije modularnih motora ugradjjivanih u Volvo 850 sa sve opisom konstrukcionih detalja kako i zasto bas to i to i sa opisom odabranih materijala i njihovim tretiranjem pa ako ima interesa kao informativni materijal da prenesem.

[*Egon*]

Zahvaljujem se, nisam znao da delovi u motoru mogu toliko puno da izdrze.

Svedi
oni tako standardno prave vec u serijskim motorima, znaci ono sto italijani i nemci zovu ekstra tuning (u smislu kvaliteta materijala) to je kod Saab /Volvo standardni paket vec iz salona.

recimo nasao sam tekst koji opisuje razvoj Volvo N familije modularnih motora ugradjjivanih u Volvo 850 sa sve opisom konstrukcionih detalja kako i zasto bas to i to i sa opisom odabranih materijala i njihovim tretiranjem pa ako ima interesa kao informativni materijal da prenesem.

Pa mislim da su to vrlo interesantni tekstovi za sve nas.

[Black Knight]

naravno!

[sw.brick]

tekst je 15 stranica pa cu samo izvode za koje mislim da su bitniji.

The cylinder block and lower crankcase
are manufactured of highpressure
die-cast aluminium. Based on
FEM (Finite Element Method) analysis
and simulation, the block has been
designed to produce a compact and
rigid engine, featuring extremely low
noise and vibration emissions. The
lower crankcase, with its integrated
cast-in reinforcements in the main
bearing caps, and cylinder block together
form a very compact and rigid
unit. Furthermore, the walls of both
sections have been given a reinforced
ribbing structure in order to minimize
panel vibrations and the transmission
of noise.
The grey iron cylinder liners are
cast-in during the high-pressure diecast
process of the cylinder block. The
liners offer high wear resistance and
reduce the risk for leaks. The production
process is also cost-effective
and environmentally friendly.
The slots between the cylinders at
the upper edge of the block have been
specially machined to minimize the
risk for ovality in the cylinders as a
result of thermal expansion.
The lower crankcase has reinforcements
of cast nodular iron in
the main bearing caps. This minimizes
the increase of clearance in the
main bearing that can be caused by
thermal expansion.
During the manufacturing process,
the main bearing bores are machined
with the block and the lower crankcase
bolted together as one unit. In order
to ensure that the unit is tight and
stable, a liquid gasket is applied bet
ween the two parts. They are then
joined to each other with yield-point
tightened bolts during final assembly.
Oil channels and coolant ducts are
cast in during the production of block
and lower crankcase. This obviates
the need for subsequent drilling and
machining of the channels. This design
principle is very cost-effective
and well suited for series production.
Cylinder head and cam- shaft bearing housing Figure 6 The cylinder head is made of chillcast
aluminium to ensure a homogenous
material. The combustion
chambers is of the pent-roof type with
four valves per cylinder. The valves
are set at a relative angle of 58 degrees
and flank the centrally located
spark plug (figure 7). By selecting
this valve angle it has been possible to
obtain an extremely compact combustion
chamber, allowing for coolant
ducts between the valves and the
spark plug.
The camshaft bearing housing has
integrated upper bearing halves and
forms the top part of the cylinder
head. The lower bearing halves are integrated
in the cylinder head.
The camshaft bore is machined
with the camshaft bearing housing
and cylinder head assembled. In final
assembly, a liquid gasket is applied
between both parts in order to obtain
a tight and stable joint. Oil and coolant
ducts are produced in the same
way as with block and lower crankcase.
The double overhead camshafts
and cam profiles have been designed
with the aid of computer calculations
and simulations in order to minimize
torsional vibrations in the camshaft
while at the same time retaining excellent
gas flow properties. The cams
offer maximum 8.45 mm lift. At 0.1
mm lift the overlap is 24 crankshaft
degrees between the exhaust valve
closing and the inlet valve opening.
Valve diameters are 31 mm for inlet
valves and 27 mm for exhaust
valves. The valve stems are chromium-
plated and has a 7 mm diameter.
The valve guides are cast iron. Hydraulic
maintenance-free valve tappets
are used.
The cylinder head is bolted to the
cylinder block with yield-point tightened
bolts and a head gasket which,
like all other gaskets in the engine, is
asbestos-free.

[sw.brick]

The rigid crankshaft
runs in six main bearings
and has ten counterweights.
It is made of forged vanadium-
steel and is precipitation
hardened. The thrust bearing is placed
at the fifth main bearing from the front
to minimize both engine overall length
and crankshaft rear end movements.
FEM analysis has been used to optimize
the crankshaft and the vibration
damper in combination with the engine
block under simulated dynamic
conditions, thus giving long service
life and good comfort.
The main and big end bearing surfaces
are induction hardened, with pressrolled
fillet radii for maximum fatigue
strength. The crankshaft nose incorporates
two sets of splines, to drive
the oil pump and the vibration damper
hub. Theses splines, and the end
thread, are all rolled in a single operation,
thus combining high strength
with cost-effective production. The
bearing surfaces are finally ground in
a data controlled point measurement
grinding machine, which stops machining
automatically once the correct
dimensions have been obtained.
The main bearing shells are aluminium
while big-end shells are leadbronze.
Figure 10
Figure 9
Connecting rods and pistons Figure 9 The connecting rods are forged from
vandium alloy steel with an effective
length of 139.5 mm. High strength is
achieved through a precipitation hardening
process. The rods have a 1$0
degree thrust face against the crankshaft
by virtue of the fact that the
bearing caps are 0.7 mm narrower
than the big end of the rods.
To achieve exact radial control between
con rods and con rod caps,
these parts have ground serrated joints
employing yield-point tightening
bolts without nuts.
The connecting rod small and big
end weight is controlled and kept
within very narrow tolerances by
means of a special machining operation
in order to minimize engine vibration.
The pistons are made of aluminium
with cast-in steel expansion control.
The piston ring package consists of
two compression rings and one oil
scraper ring.
Camshaft drive Figure 10 Camshafts and water pump are driven
by the vibration damper hub on the
crankshaft by a toothed belt. For optimal
engine performance it is necessary
to ensure extreme accuracy in
camshaft timing during assembly.
This is achieved by fixing the crankshaft
and camshaft positions with special
locking tools while the drive is
fitted and adjusted. The belt is automatically
tensioned by means of a
spring-loaded piston assembly which
is hydraulically damped, to maintain
constant tension and compensate for
wear and temperature variations.

[sw.brick]

Lubrication system The oil is circulated by a rotor oil
pump of the crescent-type and has a
maximum capacity of 70 litres per
minute at 6000 rpm and 80° C oil temperature.
The inner rotor of the pump
is driven directly by splines on the
crankshaft. The pump design permits
a compact installation, with the oil
pump at the front end of the cylinder
block.
The oil sump (figure 11) is manufactured
in high-pressure die-cast aluminium
and is equipped with cast
baffle plates and a steel windage tray
to ensure a constant oil supply and to
minimize foaming when driving hard.
Cooling system The water pump is designed to meet
high demands for reliability and compactness.
The housing is integrated in
the engine block and the pump is
driven by the crankshaft via the camshaft
belt. It has a capacity of appr
160 litres per minute at 6000 rpm.
Shaft sealing is based on a ceramic
ring and a sintered carbon ring to
eliminate leakage.
The cooling fan is electrically powered
with two speeds, regulated by the
engine's control or climate system.
Auxiliary drive and installation Figure 12 Auxiliary units such as alternator,
power steering pump and air conditioning
compressor, are grouped together
on the left side of the engine in
a very compact and rigid installation.
The left side was chosen in order to
protect the auxiliaries from the exhaust
heat. The compactness makes it
possible to use the same installation
for both transverse and longitudinal
engine installations. Thanks to the rigidity
of the system, high strength and
low noise is achieved.
Drive is by a six-groove Poly Vbelt
and tension is maintained at a
constant level by a friction damped
belt tensioner. The installation is very
cost-effective with one one tensioner
and one idler. The same components
are used for version with or without
AC-compressor. The only difference
is additional belt length.
Figure 11

[sw.brick]

Air inlet system
Inlet air is taken ahead of the radiator
and passes through the air filter and air
mass meter of hot-fim type. The air
temperature is thermostatically regulated
to a minimum of +10° C by mixing
with warm air taken from the exhaust
manifold. The inlet air then
passes through the throttle housing.
Air inlet manifold
Figure 14
The geometry of the inlet manifold
was designed with the aid of simulated
unsteady compressible air flow. Dynamometer
testing confirmed the computer
models and the result is V-VIS
(Volvo Variable Induction System). VVIS
consists of a conventional plenum
chamber with twin inlet ducts to each
cylinder, parallel but of different
length. The compact "roll" shape
achieves good space and use of material
at minimum weight.
The shorter ducts are closed by a set
of electro-pneumatically controlled
valves when the throttle is more than
80 per cent open and with engine speed
lying between 1500 and 4100 rpm. At
smaller throttle opening, or at other
revs, the valves remain open and form
part of the wall of the short ducts in order
to minimize flow losses. Figure 15
shows the calculated volumetric efficiencies
with open and closed control
valves.

[sw.brick]

With closed control valves a negative
wave, caused by the descending piston
and the inertia of the gas in the longer
duct, accelerates the air column in the
duct. At resonance rpm the inertia
causes the air to ram into the cylinder
just before the inlet valve closes. This
results in a considerable gain in volumetric
efficiency and hence increased
torque.
Figure 16 shows the calculated instantaneous
pressure variation at the
inlet valve antler full load and resonant
rpm with open and closed control
valve. The increase in pressure between
BDC and inlet valve closing is
clearly visible.
The V-VIS system thus provides a
major increase in engine torque in the
most used medium range of engine
speed during normal driving. The system
requires an absolutely tight closure
of the valves to work effectively.
This is achieved by using stainless
steel valves with soft heat resistant
rubber sealing lips. These form a tight
seal against the cast wall of tine ducts,
thus avoiding expensive internal machining
of the ducts.
Control information is fed from the
throttle potentiometer and the ignition
system to a solenoid valve which controls
the vacuum driven servo unit to
operate the split valve spindles via a
torque balanced beam. This also to aid
tight valve closure (

[sw.brick]

Figure 18 The exhaust manifold is a welded extractor
design. Five separate pipes,
each with appr 400 mm length, combines
performance with low weight
and short light-off time. The choice of
materials is a combination of ferritic
and austenitic stainless steel qualities.
The manifold is connected to the exhaust
system by a flexible joint and
springloaded bolts. The system has
one main silencer and a combined
catalytic converter and silencer. The
location of the main silencer is in the
middle of the exhaust system to ensure
good attenuation at low frequences.
The silencer inside the catalytic
converter is located behind the
catalytic area for the same reason.
The entire system has been fine-tuned
in order to retain an "appealing" engine
sound which enhances the experience
of driving pleasure but suppress
noise. The tail pipe ending is of
large diameter pipe and straight.

[sw.brick]

Engine control systems
The B5254F-engine is controlled by
t wo advanced electronic control systems,
the LH 3.2 fuel injection system
and the EZ 129K ignitlon system.
These systems are further developments
of the well known systems used
in the current four-cylinder Volvo
cars.
The development goal has been to
produce a completely integrated system,
based on the current components,
which is less expensive, more flexible,
more reliable and more efficient. A
new cable harness concept is used,
and the engine control units include
the functions of a number of electronic
relays to reduce the number of
components (figure 19).
Fuel injection system
L H3.2
The system has a new air mass meter
of hot-film type. Together with an angular
position throttle potentiometer,
it gives an accurate air mass measure
at low cost. It has a closed-loop lambda
control and an idle speed control,
both with adaptive functions.
Previously each system in the vehicle
has had its own temperature sensor
for coolant temperature. On this
engine, however, there is only one
sensor of so-called NTC-type. This
signal is used by the LH3.2 to form a
period-time modulated signal to all
other systems which need this information.
While the electronic control unit
has been moved from the passenger
compartment to the engine compartment,
the fuel pump relay has for safety
reasons been replaced by an electronic
type. It is kept triggered by the
control unit with a constant pulse
train, instead of just a "high" or "low"
signal. This is also for safety reasons
to avoid the possibility of petrol leakage
in the engine compartment caused
by a broken fuel pipe and a running
fuel pump after a crash.
Ignition system EZ129K
To measure the engine speed and angular
position, a flywheel speed sensor
of inductive type and a camshaft
position sensor of Hall-effect type are
used. The system has two knocksensors
for best performance of the ignition
timing regulation of each cylinder,
with adaptive functions. The
electronic control unit also controls
the V-VIS system plus the air conditioning
compressor and the electric
cooling fans.

[Black Knight]

ko da sam procito neki dobar SF strip...oni nisu normalni...

[sw.brick]

pokusacu da prenesem i slike jer one govore bise nego mnogo reci.

rankok, to je sve pisano pre 15+ godina, ti motori su u upotrebi od avgusta 1990. godine.
sada su razvili nove motore koji imaju i dijagnostiku u****, odnosno vakuuma preko racunara, znaci racunar u****

[BOOST]

Hehehe.. brick.. standardne procedure "negde"