Salutations:

Grunff wrote:
Well brother Grunff - your published advise to this point would indicates
otherwise - I have yet to see a post from your node that I felt was heading
in a wrong direction whereas I can point to several of mine that most
certainly were..

While I don't know if it's possible in a SAAB (which is why I asked) or
advisable for this situation - I've had a couple of seals done on another
machine with the head on by bringing the piston in question to TDC -
removing the spring and cap - then carefully removing and replacing the
seal (dental tool helps greatly).. The procedure counts on doing it fast
and making enough compression on the valve seats/rings to hold the valve in
place..

However - I still am not sure that the seals aren't just half the problem
for brother Evans (and this is where SAABs start to suck the joy of life
out of you if you are not careful)..

A bank of cracked seals at the published mileage might indicate that the
head has been (or is being) overheated - thusly - while I would spring for
the leak down just to make sure, I think that the head gasket is almost
certainly weeping and perhaps the head itself has been damaged (although
less likely).. But - while I also think the water cooled turbo is a lot
tougher than it's given credit for - all that steam could indeed be a
squeaked turbo bearing/seal as well as the valve seals..

Unfortunately - there are almost endless possibilities on this one and why
I was suggesting a good leak down test across the system(s)..

I have always felt heat was a sort of achilles heel for SAABs - they, like
all good things and people nordic, seem to have very little engineered
tolerance for excessive heat - which is fair enough - that little 2.0l is
working very hard for the money.. Heck, I start flopping around the studio
and making steam every time it gets above 80F around here myself.. ..

I wonder if they ever did an all aluminum block for special application
when they still had a racing team?..

--

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Dexter J wrote:

You're too kind <blush>.


Just looked in my Bentley, and it does explicitly describe a
procedure for doing the seals with the head in situ.


Very true - it could easily be a combination.


It would certainly eliminate/confirm the possibility of the
smoke being coolant derived.


I'll never forget my first 900 (83 twincarb), which blew a
headgasket in a major way, such that only two cylinders were
firing. It still managed to get us home from Devon to London
(200+ miles) chugging along at 40mph on the motorway. Took many
hours, but we were very proud of it. Needless to say that way
the end of that engine.


Dunno, I've never heard of one, but you never know.

--
Grunff

Salutations:

Grunff wrote:
Thank you - filed for reference as I wasn't sure..

If the Canadian dollar ever recovers and I can find a long term shell for
my current 9000T engine - I think it may be time to update my library..

You never really forget your first one. I still have the key on my chain..
..


I'll bet they did one for rally - but it is very probably holding up the
corner of a card table in at GM marketing or over at the Scania Aircraft
factory running a pony generator..

--

J Dexter - webmaster - http://www.dexterdyne.org/
all tunes - no cookies no subscription no weather no ads
no news no phone in - RealAudio 8+ Required - all the Time

Radio Free Dexterdyne Top Tune o'be-do-da-day
Peter Frampton - Do You Feel Like We Do
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I'm following all this with great interest. Andy

=== Andy Evans ===
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