MODIFICATIONS
Now delivering 293 hp to the front wheels
ECU
John Z. Williams Performance custom ECU tune:
TURBO
Jak Stoll Performance T25/28 Turbo with a Forge wastegate actuator to hold the higher boost pressures generated by this turbo. The JSP T25 turbo upgrade is bigger than the TD04-HL18T (the compressor wheel is the same size as a T3/60). A very nice turbo dir ect bolt up unit.
INJECTORS
50 lb./hr. fuel injectors. These are ball type injectors with a 4 nozzle tip for superior fuel atomization & will support up to 370BHP at 90% duty cycle.
INTAKE
Speedparts open air intake:
INTERCOOLER
Ported turbo intake pipe Forge FMINT93intercooler:
BLOWOFF VALVE
Hyperboost bypass valve converted to blow-off valve operation
Off the car and with filter attached:
On the car:
Ported throttle body transition casting
DOWNPIPE
MP Performance 3" stainless steel downpipe with sport cat
Top view of the downpipe :
Off the car:
EXHAUST
Abbott Racing Motorsport 3" stainless catback exhaust mated to the MP Performance DP via a 6" extension of 3" ss pipe from Stainless Works and a Vibrant stainless steel male/female flange and V-band clamp, and finished off with double walled oval angle cut Magnaflow polished stainless tip.
The DP and exhaust both had 3" to 2.5" reducers, creating a bottleneck. I cut the reducers off both, butt-welded (tig) the six inch piece from Stainless Works to the exhaust side and the V-band clamp flanges to the extension piece and the DP, securing these ends with the V-band clamp. The full installation process can be found on page 9. Here is a link to the project as well.
The reducing ends cut off:
The rear section bolted into place:
From beneath the polished center resonator, the male flange welded to the DP, with the exhaust side waiting for the extension and female flange:
The center extension section butt-welded on, the female flange welded on, and the two halves connected:
CLUTCH
Swedish Dynamics 8% copper fill high performance clutch kit (900-93KvCLkit)
Stage V power has been overpowering the cable operated clutch. I have upgraded to hydraulic operation with a Viggen pressure plate and Spec Stage 3 disc:
A Wazee tempered 6061 T-6 aluminum billet idler pulley:
On the car:
STEERING RACK CLAMP
Abbott Racing Motorsports Viggen Rescue Kit (steering rack clamp and brace, polyurethane control arm bushings, and 2 point subframe brace)
The steering rack clamp is made from billet alloy, and the bulkhead brace, stainless steel. Together, these items eliminate steering rack movement and bulkhead flex under hard load, giving major improvements in steering feel, and precision. Torque steer is also further reduced. The polyurethane track control arm bushings reduce the significant fore/aft movement of the front wheels - as much as 10mm in either direction, and give road holding and torque-steer benefits.
Coming soon: Polyurethane innder tie rod bushings from GenuineSaab:
SUSPENSION BUSHINGS
Standard rubber support arm bearings at the rear of the suspension arms are reasonably stiff, but not stiff enough for more than 180Bhp, let alone the 230Bhp the Viggen delivers. The VRK bearing kit is Motorsport standard, allowing articulation in the correct axis, but with zero fore/aft movement. Improved steering precision and reduction in torque steer are the benifits.
I replaced the Abbott control arm bushings with Genuine Saab polys and an improved larger retaining bolt:
Polyurethane ARB bushings:
SAS (Swedish Auto Specialties) 22 mm rear antiroll bar, made from 4140 steel. This is the original rear sway bar upgrade.
STRUTS
Bilstein front strut inserts : 
SUBFRAME BRACE
Genuine Saab six point subframe cross brace (replacing the two point Abbott brace). This picture is of the brace as installed on another car:
Here is mine, off the car:
Magnefine inline power steering filter:
MOTOR MOUNTS
Genuine Saab solid polyurethane front motor mount:
Genuine Saab solid polyurethane right side motor mount:
TORQUE DAMPER
As seen on page 2 hereof, custom made stainless steel brackets to adapt an NRG engine torque damper to a Saab: The damper:
Custom cut Cascade aluminized mylar and foam hoodliner:
Full on view with early engine changes visible in reflection:
3/4 view, with most recent engine changes in place:
STAINLESS STEEL BRAKE LINES
Stainless steel braided brake lines on all four corners
BRAKES
ATE Powerdisc (now called Premium One) front rotors:
EBC Redstuff ceramic pads:
TRW Powerstop cross-drilled rear rotors with EBC Redstuff ceramic pads:
WHEELS & TIRES
Kumho Ecsta 225WR45's mounted on 17 x 8 Ronal Eleganz LZ1 alloys:
SPOILER
I just put on a 9-3 cconvertible pedestal spoiler.
IN CAR ELECTRONICS
GAUGES
The custom JZW tuning pretty much requires that the AFR be monitored to keep everything together. Accordingly, an Innovate Motorsports LC-1 wideband O2 sensor, controller and gauge has gone in, along with an Innovate boost gauge.
AUDIO
Stereo electronics are currently stock, with only the speakers upgraded Dash 3.5" are Boston Acoustics FX-3's:
Door 6.5" are Audiobahn AMD60Q mid-bass drivers:
Rear 6.5" are JL Audio TR650-CXi2 coaxials:
All the speaker upgrades were chosen for efficiency and broad frequency response, and work very well with the stock electronics. It certainly will not win any car stereo awards, but it is adequate for now and is a noticeable improvement over stock.
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Member of the Cardomain Club: Underground Tuner
