40 years of the Ford Transit...

Barspeed1975 ( snipped-for-privacy@hutmail.com) gurgled happily, sounding much like they were saying :

The Crapi certainly never had the same V4 as the Saab 95/96 and Matra DJet and M530. But it did have the same one as the Transit.
Are you actually READING any of this thread?
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I never made any comment re the Saabs V4 engine, i certainly know that the Saab V4 engine was used in the early 60's Ford Taunus because Ford of Germany had an affiliation with Saab at the time.
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Barspeed1975 ( snipped-for-privacy@hutmail.com) gurgled happily, sounding much like they were saying :

We're going to have to go back to basics here, aren't we?
Ford - they make cars. They're recognised by a blue oval badge on each end.
The Saab 95/96 used the Taunus v4 bought in from Ford. Same as Matra did. It was a Ford v4 used by Saab, not a Saab v4 used by Ford.
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The last Saab engine was the two-stroke, wasn't it?
--

Ian

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Ian Dalziel ( snipped-for-privacy@lineone.net) gurgled happily, sounding much like they were saying :

<thinks>
The v4 was Ford. The 99/900 lump was the Triumph slant four - but VERY heavily developed over the years - not much Triumph left by the time the Swedes had finished with it...
Was the 9000 lump another development of that? Or was that a different lump?
Anything newer is generic GM.
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Ex-Dolly, much evolved, IIRC.
The 600s were, of course, straight FIAT.

<ick>
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9000 was mechanically a Fiat Croma - the engine might have been a joint development, though?
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Ian

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Ian Dalziel ( snipped-for-privacy@lineone.net) gurgled happily, sounding much like they were saying :

Undersides were Tipo Quatro, but the engines were different across the four. Thinking about it, the 9k was indeed the "usual" 900 lump.
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Development engineers Ricardo designed the triumph/saab engine and saab bought them in wholesale initially in 1.7 form then in 1.85 size, saab paid Ricardo a premium for the better made engines but they still got fed up with reliability issues so the design was bought and Saab made it their own, strengthening it significantly. In traditional Saab way, they took the evolution route, electronic fuel injection in '73 (downgraded to mechanical a year later due to cost issues), 16valve head in '77 for rally purposes (mass production by '84), turbocharging also by '77, first to design proper modern style engine management by '82, and lots of other bits to send you all to sleep. Basically by the time the 9000 ended production it was unrecognisable, having grown to a 2.3 with counter rotating balencer shafts. It's still in use however in the 9-5 (cos the 9-5 is basically an updated 9k) where as the 9-3 uses a Saab strengthened version of the GM powerplant. GM are slowly showing the real reason why they bought saab, knowledge. They've 'reassigned' most of the engineers and closing the swedish factory, for example take the Vauxhall Signum 2.0t(not the best looking vehicle): Saab designed seats, saab designed trionic engine management (they even advertise it as such in the brochure), saab designed rear suspension, and the saab modded engine. It's also something like 5 grand less than the equivalent 9-3
Ken
Saabfreak 900 Turbo8 - 9000 CSE Turbo 16
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/pretty/ certain that all the 9000s that came to .uk used a transverse-mount development of the 900 twin-cam, though there //may// have been other-market versions with something else. The SAAB/FIAT/Alfa collaboration had a lot of variation in it - as witness the different front suspension in the Alfa version.
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Almost, once GM had majority share they tried putting the omega's 3.0 V6 in there (which in itself isn't a bad engine), but it wasn't a big seller cos the 225bhp 2.3T had as much torque and cost a lot less so they tried turbocharging it for a time but only very light pressure because the engine wasn't strong enough to cope with more, so even more expensive and very little gain.
Of the three type 4 cars that used the same basic body design (croma, thema, 9000) the 9k was by far the better built. Type either of the others into ebay and see how many you find. The other type4 car was the Alfa 164
Ken
Saabfreak
900 Turbo 8 - 9000 CSE Turbo 16

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3-cyl 2-stroke - probably. But that was a development of the DKW 2-cyl engine. I guess you could say that SAAB have developed half an engine during their existance (OK, half an engine twice, given their development of the Dolly-donk).
The SAAB super sport with the oil-injection 750 was intermittently fun, though.
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wrote:

Saab make _lots_ of engines, just not car-sized.
The last "Saab designed" engine was portions of the GM engine series in the Saab 9000 (even finding their way into the Astra) following their technology sharing in the '80s. The ignition and portions of the fuel system are very Saab influenced. Saab were first on the mass-market block to use one-coil-per-plug distributorless systems (they even began this with theV4 and a double-ended coils with lost sparks, like motorbikes). Saabs work on boost control of turbos also pitched up into GM products.
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Andy Dingley ( snipped-for-privacy@codesmiths.com) gurgled happily, sounding much like they were saying :

While they may (I don't know, but it doesn't seem that likely) have been the first to use a discrete coil per cylinder, that was only a very small step from the double-ended coil, distributorless, wasted-spark system that Cit had been using in the 2cv since 1948, and that the DS had at launch in 1955. Way before the V4.
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There was never a GM4pot in the 9000, it is however a GM based unit thats in the new 9-3 and after Saab had done this work was also put in other GM products (see my other posts in this topic)
(even finding their way into the Astra) following their

Their 'Direct Ignition' system as introduced in '92 - '93 (and still used) was another first and includes a cleaning spark cycle before engine start and upon shutdown
(they even began

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The UK built Capri had the "Essex" V4 2000cc engine until December 1973 (end of Mk1 production) when it was replaced by the Pinto.
The German built Capri had Taunus derived "Cologne" V4 engines in 1300, 1500 and 1700cc capacities from launch until autumn of 1972, when they were tossed out in favour of in-line engines of 1300 or 1600cc. The German 2000cc unit was also a Cologne unit, but a V6 rather than the British V4. It too was dropped in 1972 leaving 2300 and 2600cc Cologne engines, and the introduction in Germany of the 3000cc Essex V6 imported from Britain.
And as for the speed of older diesel Transits, I drove a fairly new (at the time) model that had been hired to Hertfordshire Constabulary during the Miners Strike in 1984. It was incapable of reaching even 60 mph, and on the first "shout" the rest of our convoy of petrol Transits quickly disappeared into the distance leaving our van hopelessly lost in the wilds of Nottinghamshire.
Phil
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Congratulations to the hirer. ;-)
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*Go the extra mile. It makes your boss look like an incompetent slacker *

Dave Plowman snipped-for-privacy@davenoise.co.uk London SW
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No it didn't, it was the Corsair spec.
The timing gear didn't fall off, as it did on the Transit.
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*plonk*
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http://www.classicmicrocars.co.uk : http://www.ajlelectronics.co.uk
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On Tue, 19 Jul 2005 17:17:12 +0100, "Barspeed1975"
Mid-sized Mark 1s did (between the Kent and the V6), same as the 2000 Corsair. And a truly unfortunate lump it was too.
I think it had a twin barrel carb on it, which the Corsair didn't, but that's from rusty memory.
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