Driving an NG 9-5 is always a joy. They are spacious, quiet, and tightly built. Handling is good as well for such a big car (197″ long!). But driving around, you always feel like you are constantly prodding the engine to get the beast to move. The Aero version really isn’t any better in that regard. Despite 80 more horsepower than the Turbo4 versions (300 vs. 220) the increase in weight for the bigger engine and XWD system (4300 pounds vs. 3800) pretty much nullifies a lot of the power gain. I’ve found that the Aero will move once you put the pedal down a ways, but let’s just say I’ve been avoiding any streetlight musclecar confrontations! So, it’s time to make a call to the boiler room and turn up the heat! And in a Saab, that means…
The good news is that there is some room for improvement, and Saab actually did some of the prep work for us! The NG 9-5 comes from the factory with a 19T turbo (vs. 15T on past V6 versions in the 9-3s) and larger injectors, so the hardware is there to make much more than 300 horsepower. While manufacturers have to worry about nitwits running 87 octane in a turbo car then driving aggressively (http://gmauthority.com/blog/2010/06/general-motors-recalls-2010-cadillac-srx-2-8l-turbo/), I know I’m always going to run 93 octane whenever possible. So, with the bigger turbo, it’s just begging to turned up a bit… Enter Brian Blair of Vermont Tuning!
For $700.00, Brian offers an upgrade for the 9-5NG that takes the Aero from 300 HP and 295 ft/lbs of torque to 335 HP and 400 ft/lbs. Now that’s more like it! I liked how prompt Brian was in his replies, and I literally could not find anyone who was not happy with his work. In addition, his tune looked to outperformed ones offered elsewhere. The 9-5 NG tune he offers is considered a “Stage 0” tune, so no hardware changes are necessary at this point. So I ordered it up and a couple of days later the programmer arrived in the mail. This little guy lets you read and download the OEM tune by plugging into the car’s diagnostic port under the dash. The car will make all kinds of weird noises and show all kinds of diagnostic info while this is happening, which is normal.
With the OEM tune downloaded, you then download EFI Live’s software for your computer. This will let you upload and download files from the handheld unit, and be able to email them off. Since the programmer can datalog your drives, you can email the datalogs off as well for review (which Brian offers to do at no charge, both stock and after his tune is installed). So I sent Brian my OEM calibration, and less than 24 hours later the new Stage 0 tune was in hand. He will give you both your stock tune and the Stage 0 tune, so you can flash either one into your car at any time. I loaded the new Stage 0 tune onto the programmer, and flashed it into my car.
In between sending off the calibration and waiting for it to come back, I decided to upgrade the air filter. Keep in mind that air filters will always be sized to what the OEM needs were, not necessarily what you’re shooting for horsepower-wise. K&N makes an air filter that flows significantly more air, routinely beating paper air filters by 30% or more. While I’ve seen guys complain that they didn’t see any horsepower gain by installing a K&N on a stock car, they’re missing the point. Air filters don’t make horsepower, but they can restrict you in your efforts to make more. Surfing the internet, I see “technical data” that suggests the stock air filters are not a restriction…then proceed to test at only 350 CFM. Given that on average, you need 1.5 CFM per horsepower, 350 CFM is perfect…for your mom’s Honda Civic… If, on the other hand, you’re interested in making more than 200 HP, read on… The new K&N air filter for all 9-5 NG’s is part number 33-2962 (fits both 2.0 and 2.8 engines) and is flowbench tested at 678 CFM, so theoretically enough for at least 450 HP.
Changing the filter itself is pretty easy, just a Torx T25 bit to loosing the cover screws. This is also a good time to clean your mass air flow sensor with some MAF Cleaner by CRC. The MAF has to measure how much air flow is coming into the engine, so keeping the element clean will ensure accuracy and fast reaction to changes in air flow. CRC claims “4 to 10 horsepower at the wheels”, which would probably be versus an overly dirty MAF. But every little bit helps.
With the new tune and K&N installed, the Aero pulls much stronger! The car just wants to GO! It’s still not going to set any land speed records, but the change in drivability is very welcome. You no longer have to constantly prod the car along, it just feels much more intuitive. Given my upcoming trip up north with a bunch of fellow NE Saab members (let’s just say they are spirited drivers), I’m hoping the big Aero can keep pace with a bunch of modded Saabs that probably weigh a solid 1000 pounds less…
Coming up in a future installment is a full on dyno test to show the effectiveness of VTuner’s upgrade! I’ll also report back on the results of my trip up north too. And given how crappy the stock intercooler is, unfortunately we’ll see that “turning up the heat” is a more literal statement than I was hoping for…!
What On Earth Is An NG 9-5? 