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141-5
Febr 1977
Page 83
CONTENTS
200 GENERAL
201 REMOVAL AND INSTALLATION _ ie
210 ENGINE BODY : : ice
211. ~CYLINDERHEADS : SEs eee ioe .!
214 VALVE MECHANISM
215 TRANSMISSION | ae ®
=
. Poh ee % ‘
Page 84
CRANKSHAFT
The cast-iron crankshaft has hardened and ground bea-
ring journals. It runs in three main bearings, the middle
one of which also serves as an axial guide bearing. Oil-
ways for lubricating oil are drilled in the shaft. All main
bearing inserts are interchangeable.
CAMSHAFT AND TAPPETS
The camshaft is a cast unit with hardened and phosphat-
ed cams. It is driven by the crankshaft via a gear with a
ratio of 2:1. The camshaft gear is made of fiber to ensure
quiet running. Guidance in the axial direction is provided
by a thrust plate located in the front end of the shaft.
The axial clearance is determined by a spacer located be-
hind the said thrust plate. The tappets are actuated di-
amshaft. They are carried in the cylinder
the c
rectly by to the valves via push
block and transmit the movement
ds and rockers The tappets are accessible upon remoy-
rods a :
al of the cylinder heads.
CONNECTING RODS, PISTONS AND PISTON RINGS
The pistons are journalled on the piston pins, and the
pins are secured to the connecting rods by means of
shrinkage. Thanks to the tight fit of the connecting rods
and piston pins, no special circlips are required for the
piston pins. Both pistons and connecting rods complete
and separate pistons and connecting rods are carried as
spare parts,
The pistons are made of aluminium. They have grooves
for two compression rings and one oil control ring. The
upper compression ring is chromeplated and plain. The
lower compression ring has oil-scraping properties, The
oil control ring itself is tripartite.
ENGINE RIGHTHAND VIEW
OMWNOMSWHN>
10
12
200-2
Clutch
. Automatic choke
. Distributor
. Water distribution Pipe
By-pass line
. Flywheel
, Oil filter
. Oil drain
. Hose con
. Water pump
- Alternator
- Oil filler cap
plug
nection, lower radiator hose
SAAB,
Febr 1977
Page 85
LUBRICATION SYSTEM
The engine lubrication system is of the forced feed type.
The pressure is generated by a rotor-type pump driven by
the camshaft. The Pump is mounted in the oil pan under
the crankshaft. The pump rotor forces the oil past a re-
lief valve incorporated in the pump itself and on through
the oil filter and oilways to the various lubrication points.
The oil filter is of the full-flow type, which means that
all oil force-fed to the lubrication points passes through
the filter.
LUBRICATION SYSTEM
6. Cylinder head
7. Rocker assembly
8. Gallery line
9. Oil pressure switch
1. Oil pump
2. Oil filter
3. Balance shaft
4. Crankshaft
5. Carnshaft
Oil pump, relief valve
The oil pump is of the bi-rotor type. Its shaft is connected
to the distributor shaft which is driven by the camshaft
via an angle drive. When the pump is working, oil is drawn
into the spaces formed between the inner and outer rotors
from the suction side to the discharge side. The pump
suction line is fitted with a strainer.
The relief valve is incorporated in the pump body and con-
sists of a spring-loaded plunger. The valve opens at a pres-
sure of 45—55 psi (3.2—3.9 bar, kp/cm?) and admits oil
to the suction side of the pump.
OIL PUMP, DISMANTLED
- Housing with strainer
. Suction line
Pump body
. Birotor
Rotor
Spring
. Relief valve
Cover
PN AMEWNS
SAAB 200-3
Febr 1977
>a SS ees Se
ae
Page 86
Oil filter
The oil filter is made as a unit complete with cartridge.
The filter is of the full-flow type and is screwed directly
onto the cylinder block. The oil forced out to the various
lubrication points in the engine passes first through the
oil filter. The filter is fitted with an overflow valve which
allows the oil to flow past the filter if flow resistance be-
comes escessive due to clogging of the filter.
OIL FILTER
1. Filter housing
2. Rubber seal
3. Oil inlet
4, Oil outlet
5. Check valve
6. Filter part
7. Overflow valve
IGNITION SYSTEM
The distributor is driven by the camshaft via a bevel gear.
The rotor revolves in the clockwise direction. The firing
order is 1—3—4—2. The ignition timing in relation to the
engine speed is regulated by a centrifugal governor and in
relation to the load by a vacuum governor.
FUEL SYSTEM
The diaphragm-type fuel pump draws fuel up from the
tank to the carburetor. The pump is located on the left-
hand side of the engine and is driven by the camshaft by
means of a push rod from a special cam on the shaft. The
dling device which ensures
’ with an! :
quipped ffective when a sufficiently
P no longer €
ing is
xt ee fs been attained. On Its way to the car-
high pr
he fuel passes through a nylon filter housed in
mee ae The filter is accessible upon removal of the
the fuel Pp .
pump cover.
f model 1970, a filter is also installed in the hose
As from :
eer, the fuel pUMP and the carburetor.
ic type fuel pump is of the same basic design as
bale es However, the pump housing a the new
the for be dismantled for repair. If the diaphragm
t
pump canno sing must be replaced.
or valves are damaged, the hou
FUEL PUMP, EARLIER DESIGN, SECTIONED
1, Cover
2. Fuel inlet
3. Inlet valve
4. Diaphragm
5. Retaining pin
6. Diaphragm rod
7. Lock washer
8. Retaining washer
9. Return spring
10. Seal
11. Compression spring
12. Outlet valve
13. Fuel outlet
14. Filter
15. Screw for cover
200—4 SAAB
Febr 1977
Page 87
Fuel tank, as from model 1971
As from model 1971, the fuel tank is designed so as to
allow internal expansion of the fuel. The expansion space
is opened by a valve which is actuated by the filler cap
Fuel tank ventilation
When fuel is poured in, the tank (1) will not be complete-
ly filled, and instead the level rises only slightly above
the lower opening on the venting tube (3). The reason
for this is that an air cushion is formed above this level
and prevents further filling of the tank.
The formation of this air cushion is due to the fact that
a spring-loaded valve (5) located in the filler pipe (2)
blocks the upper opening on the venting tube (4) from
the upper side of the tank.
When the tank cap (7) is screwed on, a lever is actuated
which opens the valve, thus providing a communication
from the upper part of the tank to the surrounding air
via the ventilation hose (6) which runs out under the rear
fender. The fuel, which increases in volume when the
temperature rises, is now able to expand inside the tank
instead of being pressed up through the filler pipe (2). As
the fuel level becomes lower in course of driving, air is
drawn into the tank via the ventilation hose (6).
FUEL TAN
1. Fuel tank
2. Filler pipe
3. Venting tube
4. Venting tube
5. Spring-loaded valve
6. Ventilation hose
7. Tank cap
CARBURETOR SOLEX, UP TO AND INCL MODEL
1968
The carburetor is a Solex downdraught carburetor. Up to
and incl. engine No. 16 100 (chassis No. —434.173 for
the Saab 96 and Monte Carlo, and —46.1 37 for the Saab
CARBURETOR, UP TO AND INCL. ENGINE NO. 16 100,
RIGHTHAND VIEW
1. Water connections
2. Control link, fast idling
3. Plug for main jet
4. Control link, acceleration pump
$295)
K VENTILATION, ARRANGEMENT DIAGRAM
SAAB 200-5
Febr 1977
OD
veeaeee
LD
Page 88
95) the designation is 28-32 PDSIT—7. As from engine
No. 16 101 (chassis No. 434.174— for the Saab 96 and
Monte Carlo, and No, 46.138— for the Saab 95), the de-
signation is 32 PDSIT—4,
s regulated by fixed jets mounted in the
The body contains not only fuel drillings
nd a certain amount of air is mixed
with the fuel at an early stage in the emulsion tube.
The carburetor features an automatic choke device with
rapid idling, an acceleration pump and a pressure-con-
trolled booster system known as an econoptat The va-
rious carburetor functions are dealt with in the following
The fuel supply !
carburetor body.
but also air drillings 4
ions.
sectio show carburetor 28-32 PDSIT—7, but
The illustrations
the functions described refer to carburetor 32 PDSIT—4
as well.
Float system
The fuel level in the float chamber is adjusted by means
of the float. As the fuel flows into the chamber, the float
is lifted up and presses the needle valve against the seat,
As soon as the correct level is reached, the fuel supply is
cut off. The procedure is repeated when the level falls.
The float is made of nylon and is fitted with a fixed lever,
eerie Geen TOAND INCL. ENGINE NO, 16 190, In order to keep the float level stable, the needle valve
1. Fuel iniet is fitted with a spring-loaded ball. The float chamber is
2. Acceleration pump internally ventilated, i.e. the ventilation emanates in the
3. Idling fuel jet neck of the carburetor. Carburetor 32 PDSIT—4 is, how-
st Sane ae idling mixture ever, equipped with a valve which opens when the throttle
6. Adjusting screw, idling valve is closed, the float chamber then being ventilated
7. Throttle control outwards.
200—6
FLOAT SYSTEM
1. Ventilation duct
2. Float
3. Float valve
4. Fuel hose connection
5. Holder
6. Shaft
Febr 1977
Page 89
Choke device with fast idling
To facilitate cold-starting, the Carbur
with a spring-loaded Strangler valve j
the carburetor neck. When the Valve
pressure below it increases and so do
The strangler valve is regulated auto
of a bimetal spring the function of
pendent on the Prevailing coolant t
meee spring keeps the choke closed as long as the engine
is cold, but as the temperature of the Cooling water rises
the strangler valve gradually opens and is wide Open ata
temperature of 140—1499F (60—65°¢).
The starting automatics feature a vacuum-regulated dia-
phragm which, via a pull rod, opens the strangler valve
slightly as soon as the engine has Started, thus Providing
sufficient engine air and Preventing suffocation. To en-
sure that this demand will be Satisfied even when the vac-
uum falls in conjunction with acceleration, a device is
provided which on such occasions forces the strangler
valve to open.
The starting automatics include a ratchet device (ratchet
wheel with three steps) which serves to increase the idling
speed when starting from cold. The ratchet wheel is con-
trolled by the bimetal spring and the amount of increase
in idling speed is determined by the position adopted by
the ratchet wheel.
In order to engage the fast-idling device when Starting
from cold, the accelerator pedal must be pressed right
down and then released before an attempt to start is
made. This is necessary in order to release the ratchet
wheel, thus enabling the latter to take up the position de-
etor is equipped
n the upper Part of
'S closed, the under-
@s the fuel supply.
matically by means
which js directly de-
emperature. The bi-
IDLING SYSTEM
1. Idling air jet
2. Main jet
3, Idling duct
cided by the bimetal spring. The throttle valve is then ac-
tuated by the adjustable control rod and the idling func-
tion of the throttle valve is now moved from the idling
screw to the ratchet wheel.
Idling system
When the engine is idling, the throttle valve is almost
fully closed (regulated by the idling screw) so that there
will be a large vacuum (negative pressure) around and
under it. The vacuum in the idling passage emanating
under the throttle valve will then be so great as to cause
fuel to be drawn up through the main jet and through a
special duct up to the idling jet. After having passed this
jet the fuel is partly mixed with the air admitted to the
idling system through its special air jet. The air jet is in
the form of a drilling and cannot be altered. The obtained
mixture of fuel and air is now drawn through the idling
duct via the air-regulating screw into the engine.
The said air-regulating screw is used to vary the through-
put area for the fuel, thus regulating the mixture of fuel
and air. As a certain amount of air is always passing the
throttle valve, the engine fuel-air mixture when idling
will be richer if the screw is screwed out and thinner if it
is screwed in.
4. Air-regulating screw, idling mixture
5. Throttle valve
6. Adjusting screw, idling
7. Idling fuel jet
SAAB
Febr 1977
Page 90
ae through two holes drilled in ue neck of the
to the engine oles are located immediately above
etor. These h
ene See! position of the ie the = tte |
: ac nattat increased from idling, ure of
To facilitate the transfer from the idling system to the opening itis only from the idling system by,
main system, i.e. from idling to normal driving, the car- fuel and air 's e or both of these holes, depending on
Puretor is fitted with a transitional system known as a also through Ron throttle valve. The low-speed system
low-speed system. This latter system communicates with the position 9 tor altered; as its function téset ou |
the idling system and receives all its fuel-air mixture from cannot be adjuste iis
the idling passage of the latter. ly by the manufacturer.
The fuel-air mixture of the low-speed system is supplied |
LOW-SPEED SYSTEM
1. Idling air jet
2. Main jet
3. Idling duct
4. Transition hole
5. Air-regulating screw, idling mixture
6. Throttle valve
7. Adjusting screw, idling
8. Idling fuel jet
Febr 1977