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PostPosted: Tue Oct 12, 2021 9:43 pm 
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Full Pressure Turbo
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Joined: Tue Jan 15, 2013 7:20 pm
Posts: 668
Car Models: 2006 9-5 2.3 HOT Aero Estate
Thanks to Puddlejumper for sharing his considerable knowledge and after reading quite a bit I'm beginning to think my 55 Plate DE 235R has a short nose turbo with a King Cobra! I'd put the old turbo back on (still some SMOKE but drove long enough to move it up my drive) so couldn't get it on the bench tonight to see any ID, numbers or markings, but hope to over the weekend.

This car had been messed with before it came my way, so chances are it isn't what was fitted when new and the tune, suspension, exhaust and other bits, certainly aren't stock.

1. Is there a particular ID or measurement that will tell me what specific turbo I have (and hence what I need to either replace or refurb)?
2. Was the King Cobra fitted to all DE Aeros and was it that that necessitated the short nose (it's REALLY, REALLY TIGHT FIT down there!)?

I may have a good turbo lined up, but if it doesn't match mine,

3. are there sensible options for me to refurb the turbo myself (with a 'cartridge'???) or have it refurbed professionally?
4. is changing the casing an option (are the internals pretty generic) and is that something I should even consider?

I've got a good 235R Engine lined up too, but it's from and Auto so I'll pull off my subframe (it's very rusty) refurb that and upgrade brakes to the 314mm that have been sitting under my desk for two years and then build the replacement engine into the subframe.

I've got a lightened/skimmed flywheel on my old one (allegedly) so will be transferring that but:

5. are there any issues or pitfalls swapping the flywheel, assuming I respect the torque wrench settings, use appropriate thread lock, etc?

I'll probably need front disc backplates to suit too. I asked about these a while ago but......

6. are these available and if so where?

I've just read that deleting the auto engine's vacuum pump isn't necessary, but if I decide to do that anyway,

7. is a core plug/blanking plate available and easy to fit?

It's my intention to fit silicone coolant hoses (the small vacuum pipes on my existing one are all beautifully fitted red silicon). The DO88 seem to be a good option but,

8. any guidance about sensibly priced, reasonable quality hoses would be appreciated.

I am considering an intercooler and hose kit. Again the DO88 seems to be right but...

9. any guidance about best value, etc. much appreciated.

Finally (for now), with the ridiculously low value of these great cars, it may be worth me buying, swapping for my stock kit and selling on.

10. is anyone scrapping or selling a runner with this kit fitted?

THANKS for reading this far and any hints or tips will be much appreciated.


Last edited by BigHal on Wed Oct 13, 2021 8:43 pm, edited 1 time in total.

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PostPosted: Wed Oct 13, 2021 8:39 pm 
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UKS Addict
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Joined: Sat Jan 18, 2014 3:23 pm
Posts: 2482
Location: Sussex
Car Models: '04 9-5 Aero est., '97 9K Aero
7. The plug is widely available incl. from SAABits. A blanking plate is available from Abbott Racing, which looks nice but a little rich for me. I hear fitting is easy if there’s no vac pump and the original leaks, but if the vac pump is held in by that bridge clamp inside the cam cover, I’ve read of people breaking torx bits trying to remove it.


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PostPosted: Wed Oct 13, 2021 8:42 pm 
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Full Pressure Turbo
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Joined: Tue Jan 15, 2013 7:20 pm
Posts: 668
Car Models: 2006 9-5 2.3 HOT Aero Estate
Yikes....Is the clamp screw loctited (or riveted)??? I'll defo check the WIS (and EPC) before pursuing that!!


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PostPosted: Wed Oct 13, 2021 10:44 pm 
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Joined: Sun Jan 26, 2014 9:41 am
Posts: 5603
Location: Royal Tunbridge Wells
Car Models: '03 9-5 2.3 Vector Auto Estate Noob Stg 1, Suzuki S Cross, '81 TR7 DHC
Its like they welded the screws in, but you do not need to remove it to get the vac pump out.
Make sure you take all the pump bolts out, there is a partially hidden one fixing to the bracket. Also one bolt into the head is a hollow banjo bolt for the oil feed to the pump so I assume the blanking kit would seal that or change the bolt. When all is released the vac pump just pulls out, it is driven by an eccentric lug on the end of the camshaft and sealed with an O ring.

_________________
Alan

'03 9-5 2.3t Vector Estate Auto Noob Stg 1
'01 9-3 2.0t SE Vert Auto
'81 Triumph TR7 DHC


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PostPosted: Fri Oct 15, 2021 3:53 pm 
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Full Pressure Turbo
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Joined: Tue Jan 15, 2013 7:20 pm
Posts: 668
Car Models: 2006 9-5 2.3 HOT Aero Estate
All good feedback, THANKS for taking the time to reply!


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PostPosted: Sat Oct 16, 2021 9:08 am 
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Barrelling Along
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Joined: Fri Nov 23, 2007 6:13 pm
Posts: 21314
Location: Maidstone
Car Models: 9-5 Aero
BigHal wrote:
Thanks to Puddlejumper for sharing his considerable knowledge and after reading quite a bit I'm beginning to think my 55 Plate DE 235R has a short nose turbo with a King Cobra! I'd put the old turbo back on (still some SMOKE but drove long enough to move it up my drive) so couldn't get it on the bench tonight to see any ID, numbers or markings, but hope to over the weekend.

This car had been messed with before it came my way, so chances are it isn't what was fitted when new and the tune, suspension, exhaust and other bits, certainly aren't stock.

1. Is there a particular ID or measurement that will tell me what specific turbo I have (and hence what I need to either replace or refurb)?
2. Was the King Cobra fitted to all DE Aeros and was it that that necessitated the short nose (it's REALLY, REALLY TIGHT FIT down there!)?

I may have a good turbo lined up, but if it doesn't match mine,

3. are there sensible options for me to refurb the turbo myself (with a 'cartridge'???) or have it refurbed professionally?
4. is changing the casing an option (are the internals pretty generic) and is that something I should even consider?

I've got a good 235R Engine lined up too, but it's from and Auto so I'll pull off my subframe (it's very rusty) refurb that and upgrade brakes to the 314mm that have been sitting under my desk for two years and then build the replacement engine into the subframe.

I've got a lightened/skimmed flywheel on my old one (allegedly) so will be transferring that but:

5. are there any issues or pitfalls swapping the flywheel, assuming I respect the torque wrench settings, use appropriate thread lock, etc?

I'll probably need front disc backplates to suit too. I asked about these a while ago but......

6. are these available and if so where?

I've just read that deleting the auto engine's vacuum pump isn't necessary, but if I decide to do that anyway,

7. is a core plug/blanking plate available and easy to fit?

It's my intention to fit silicone coolant hoses (the small vacuum pipes on my existing one are all beautifully fitted red silicon). The DO88 seem to be a good option but,

8. any guidance about sensibly priced, reasonable quality hoses would be appreciated.

I am considering an intercooler and hose kit. Again the DO88 seems to be right but...

9. any guidance about best value, etc. much appreciated.

Finally (for now), with the ridiculously low value of these great cars, it may be worth me buying, swapping for my stock kit and selling on.

10. is anyone scrapping or selling a runner with this kit fitted?

THANKS for reading this far and any hints or tips will be much appreciated.


1&2) the difference is in the length of the compressor inlet snub. I don't have any measurements to hand, but the compressor housing used on the DE with a king cobra is shorter by about 10-15mm. This height is from the snail up to the V-band flange.
The short nose was indeed required to fit the king cobra, it won't fit on a long nose compressor housing.

If the TD-04 you are buying doesn't fit (ie is long nosed) then you can swap the compressor housing over...... just requires some very large circlip pliers and bravery.

3 & ) yes, mellet do a high quality chra cartridge, and swapping the housings from the OEM turbo over isn't too arduous.

5) bleeding the clutch - the slave will need to be pre-filled with fluid before fitting, and the lines pressure bled once all connected.
The flywheel itself is straight forward, yes, use threadlock and torque settings. A friend on the crank pulley with a breaker bar is useful.

6) BillJ, Martin @jamsaab, PFS etc.

7) a hammer impact tool is useful here - the one where you belt it with a mallet and it turns some of that into rotary motion. The bolts are very tight.

8) the Do88 hoses are great, good quality and not too expensive. For coolant, some are now cheaper than OEM.
What colour are you considering?

The intercooler kit is awesome, a tight fit but still just drops in. Looks good and definitely provides a performance increase and greater reliability over standard.

_________________
Rich
Prefers driving over polishing or reading.


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PostPosted: Sat Oct 16, 2021 9:33 am 
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Full Pressure Turbo
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Joined: Tue Jan 15, 2013 7:20 pm
Posts: 668
Car Models: 2006 9-5 2.3 HOT Aero Estate
Rich

That's really helpful, THANKS.

It's knowledge and support like this and previous posts that is so encouraging.

Not too fussed about colour but will see what is available at the best price....


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PostPosted: Sun Oct 17, 2021 9:53 am 
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UKS Addict
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Joined: Thu Feb 14, 2008 10:47 am
Posts: 7390
Location: Queenborough, Kent
Car Models: 9k, 2 x 9-5's & a Jaaag
You'll need a tool like this for the circlip on the compressor housing.

_________________
'98 9000 2.3T CSE, stage 3
'08 Jaguar XFR
'10 9-5 2.3T Turbo Edition, stage 3+
'04 9-5 Aero manual


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PostPosted: Sun Oct 17, 2021 4:32 pm 
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Full Pressure Turbo
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Joined: Tue Jan 15, 2013 7:20 pm
Posts: 668
Car Models: 2006 9-5 2.3 HOT Aero Estate
WOW! That looks menacingly 'heavy duty' how, erm, big/powerful is that circlip??


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