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The Saab 9-3, Saab's near-luxury car, has no powertrain changes for what will probably be its final year.

2.0T models have a turbocharged 2.0-liter inline four. Known as the LK9, this 16-valve, DOHC engine is part of GM's Ecotec family. It is all aluminum, with cast-iron cylinder liners and twin balance shafts for greater smoothness. With a compression ratio of 9.5:1 and up to 12.3 pounds of boost from its intercooled turbocharger, the LK9 produces 210 horsepower and 221 lb-ft of torque.

Aero models have a 2.8-liter turbocharged V6. This 24-valve, DOHC engine, known as the LP9, is part of GM's High Feature family, manufactured in Australia. It is all aluminum, with a forged steel crankshaft and connecting rods, a variable intake manifold, and continuously variable timing for both the intake and exhaust valves. The version in the 9-3 has a compression ratio of 9.5:1 and an intercooled, twin-scroll turbocharger, with a separate inlet from each cylinder bank to reduce turbo lag. In 2008, Saab raised maximum boost pressure from 7.3 psi to 11.6 psi, increasing output to 280 horsepower and 295 lb-ft of torque.

The 2.0-liter engine suffers more turbo lag than newer designs like Volkswagen's 2.0 TSI engine. It is slightly weak at low speeds, and power comes on with a bang once the turbo spools up. The 2.8-liter V6 has less lag. The 2.8T performs well at all speeds, although it is no stronger than the normally aspirated V6s in rivals like the Acura TSX. Both 9-3 engines are smooth, but their persistent exhaust drone at cruising speeds annoys some reviewers.

The 2.0T's EPA fuel economy estimates are average for this class, but the 2.8T's thirsty 15/24 rating is well behind the 280-horsepower Acura TSX and the 300-horsepower BMW 135i. Saab recommends 90-octane fuel for both engines.

Find out more about Saab 9-3 Engine and other industry specific topics.

Baltimore (tug)

I want to introduct something about 950cc Engine. Terms of Payment: L/C,T/T Engine: 936cc, 4-stroke, DOHC 4, liquid cooled, 60V - twin Compression ratio: 10: 1 Power output: 62.5kW (6,000r/ min), 104nm at 4,000rpm Engine lubrication: wet sump, double filter, pressure pump, cams and gear box Clutch: multi disc in oil bath Transmission: 6 speed gear box This state-of-the-art, fuel injected, eight valve, DOHC, six speed V-twin develops 80-100 Hp depending on tuning and offers full response and power even at low revs. Engine:936cc, 4-stroke, DOHC 4, liquid cooled, 60V - twin Compression ratio:10: 1 Power output:62.5kW (6,000r/ min), 104nm at 4,000rpm Engine lubrication:wet sump, double filter, pressure pump, cams and gear box Clutch:multi disc in oil bath Transmission:6 speed gear box
BALTIMORE (tug)
U.S. National Register of Historic Places
U.S. National Historic Landmark

Location:
Baltimore, Maryland
Coordinates:
3916?28?N 7636?1?W? / ?39.27444 76.60028? / 39.27444; -76.60028
Built/Founded:
1906
Architect:
Skinner Shipbuilding
Governing body:
Private
Added to NRHP:
November 04, 1993
Designated NHL:
November 04, 1993
NRHPReference#:
93001613
The Baltimore is a preserved steam-powered tugboat, built in 1906 by the Skinner Shipbuilding Company of Baltimore, Maryland. It is the oldest operating steam tugboat in the United States. The Baltimore was built and operated as a harbor inspection tug, capable of acting as a municipal tugboat for city barges, as well as an official welcoming vessel and VIP launch, an auxiliary fireboat, and as a light icebreaker.
It was declared a National Historic Landmark in 1993.
Description
The Baltimore is equipped with a compound reciprocating steam engine, fed by a scotch marine boiler. Hull construction is rivetted iron, with a wood deckhouse. The 84.5feet (25.8m) wrought iron hull has proven to be more durable than steel or wood. Displacement measures 81 gross tons and 55 net tons. The hull form is typical for its time, with an upright stem, moderate sheer and elliptical stern. Bulwarks are vertical about the stern rather than inwardly-sloped as in more modern designs.
Boiler
The boiler was a replacement for the original, fitted in 1922, but is similar to the original. The cylindrical boiler measures 9.5feet (2.9m) by 10.25feet (3.12m), with two Morrison furnaces connecting to a combustion chamber at the rear. Fire tubes pass from the back to the front of the boiler. Exhaust passes through an annular steam dryer/superheater on its way to the smokestack. Originally design to burn coal, the boiler was converted to oil in 1957. The boiler has since been converted back to coal by the Museum of Industry, including the restoration of the original coal bunkers. Steam pressure as designed was 150psi, however it is limited to 115psi by the boiler rating.
Engine
The tug is powered by a compound double-acting, vertical-inverted steam reciprocating engine, a common type for tugboats. A 12inches (30cm) high-pressure cylinder operates at 150psi (now 115psi), while a 25inches (64cm) low-pressure cylinder takes the high-pressure cylinder's exhaust at 17psi. Both cylinders have a stroke of 22inches (56cm), offset by 90 degrees to keep the engine from being stuck on center. A manual jacking gear acts as a further measure to prevent sticking on center. Stephenson valve gear permits reversing, aided by a steam reversing engine or ram to adjust eccentric rods. The propellor has a diameter of 6.75feet (2.06m) with a pitch of 8.66feet (2.64m).
Auxiliaries and pumps
The Baltimore has a rotative duplex donkey pump, duplex feed pump, duplex sanitary pump and a centrifugal circulating pump. The pump system provides a moderate fire fighting capability through two hose standpipes on top of the pilothouse. Piping runs to each compartment allow water to be forced out through air pressure in the event of flooding.
A 5.5 KW Westinghouse dynamo provides electrical power, driven by an American Blocwer steam engine at 500 RPM. A Pyle National 5 KW reserve generator was installed in 1957. The electrical system was unusual in 1906, and was fitted when the yard was able to build the tug for substantially less than the estimated cost.
Superstructure
The full-length deckhouse is built of Georgia pine, with a similarly-constructed pilothouse on top, set slightly back from the front of the deckhouse. Both are sheathed with tongue-and-groove planking. Windows are sash units designed to drop into self-draining metal pockets in the bulkheads. A saloon fills the front of the deckhouse, finished with oak match board. Aft of a bulkhead a companionway ladder leads to the pilothouse. The middle of the deckhouse covers the boiler and engine room spaces. The rear of the deckhouse contains the galley, provided with a Shipmate oal-burning stove. The deckhouse ends at toilets, officers to port and crew to starboard.
The pilothouse has an elliptical forward face and a flat rear. A steam radiator provides heat, and a ladder provides access to the pilothouse roof. The large wheel dominates the house, its size dictated by the entirely manual steering gear, an anachronistic feature for the time. Voice pipes run to the engine room and saloon. Bells provide additional communication to the engine room. Whistles are fitted for signals to ships and shore.
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Can a 1965 Honda S-600 engine be rebuilt?

The car's engine is a 600cc, in line 4 cyl, DOHC, 2 valves per cyl, roller bearing mains and connecting rods.
The crank shaft is a six piece unit that is pressed together.

Rebuilding the cyl head is not a problem. It's a conventional head.

The bottom end is a roller bearring type system. Simallar to some snowmobiles and some two stroke engines.

I'm trying to find out if this is rebuildable engine.

Does anyone know about these old Handa cars???

IS THIS ON YOUR LAWNMOWER, MY WEEDWHACKER HAS MORE HP THAN THIS- WHAT A JOKE, BUY A FORD

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