classic 900 turbo - LPT or Full pressure?
Discussion
So I would like to buy a classic 900, but am not sure which model. We had an LPT aero when they were current and I remember it fondly, but I was a teenager, so everything was brilliant anyway(!)
Is it worth the wait to find a good full pressure model, or is the non-turbo a decent drive for less than half the money??
Oh, and how exactly do you identify a full pressure turbo car?
Thanks /
Is it worth the wait to find a good full pressure model, or is the non-turbo a decent drive for less than half the money??
Oh, and how exactly do you identify a full pressure turbo car?
Thanks /
Full pressure car will generally have a turbo gauge (although this is not impossible to retrofit). The badging will also be different, the LPT is likely to be badged as a 900S with the FPT proudly displaying "Turbo". This is easy to retrofit. These are the easiest "at a glance" type methods though.
LPT's came around 1990, 145bhp compared to 175 bhp for full pressure, but don't look at the power figures as the LPT was produced for economy reasons rather than outright power.
Nothing wrong with them as it's the same output as the 8V turbo engines (pre-1989),
8v Turbo's generally they have the turbo gauge above fuel and temp gauge, and green and red bands on the odometer, 145 bhp.
16V LPT's , usually a 900s badge , no turbo gauge , just fuel and temp gauge, 145 bhp.
16V FPT's , badged 900 Turbo S known as T16s, turbo gauge above fuel and temp gauge, 175 Bhp (Carlson's and Ruby editions were 185 BHP).
I recently purchased a Turbo 16s and had to work out this minefield! Whatever you buy, you will love them. I spend more time in my SAAB than my RX-8 and trust me , I love my RX-8.
Nothing wrong with them as it's the same output as the 8V turbo engines (pre-1989),
8v Turbo's generally they have the turbo gauge above fuel and temp gauge, and green and red bands on the odometer, 145 bhp.
16V LPT's , usually a 900s badge , no turbo gauge , just fuel and temp gauge, 145 bhp.
16V FPT's , badged 900 Turbo S known as T16s, turbo gauge above fuel and temp gauge, 175 Bhp (Carlson's and Ruby editions were 185 BHP).
I recently purchased a Turbo 16s and had to work out this minefield! Whatever you buy, you will love them. I spend more time in my SAAB than my RX-8 and trust me , I love my RX-8.
As has been pointed out you can fairly easily get an lpt (no boost guage) up to fpt levels in terms of power.
You will have to fit slightly lower suspension, anti roll bars and a longer final drive to get it the same as the fpt.
The shorter final drive on the lpt (known as a type 6) is fine for round town but leaves it revving a little bit too high on the motorway so consider that when you buy.
The fpt would usually come with a type 7 final drive which is fine for usual use or the rarer type 8 which makes it very leggy on the motorway with a top speed of 160+
Either way. You're going to have a lot of fun. They are brilliant cars to drive and handle very well.
You will have to fit slightly lower suspension, anti roll bars and a longer final drive to get it the same as the fpt.
The shorter final drive on the lpt (known as a type 6) is fine for round town but leaves it revving a little bit too high on the motorway so consider that when you buy.
The fpt would usually come with a type 7 final drive which is fine for usual use or the rarer type 8 which makes it very leggy on the motorway with a top speed of 160+
Either way. You're going to have a lot of fun. They are brilliant cars to drive and handle very well.
I had a 900 LTP & loved it. It was fitted with an Abbott chargecooler which gave a very useful extra 35bhp. This is still available from Abbott racing but is £1,650 + VAT ....
You can pick up a used system & it isn't too much of a pain to fit, though it's a bit cramped.
I can't find it now, but back when it was in production a magazine called Fast Lane did a comparative test on the FPT & the LPT with the kit & reckoned the kit made the LPT a better bet.
Here it is in Brittany after a steady drive down -
You can pick up a used system & it isn't too much of a pain to fit, though it's a bit cramped.
I can't find it now, but back when it was in production a magazine called Fast Lane did a comparative test on the FPT & the LPT with the kit & reckoned the kit made the LPT a better bet.
Here it is in Brittany after a steady drive down -
Reviving an old thread here as I contemplate buying a 900 Turbo.
I'm looking at EU cars specifically as I want LHD and don't live in the UK.
Are we saying that any car later than 1990 will be LPT?
Wikipedia suggests otherwise:
1984–1993: 2.0 L (1985 cc) B202 16-valve turbo, 160–175 PS (118–129 kW; 158–173 hp) at 5500 rpm and 255 N⋅m (188 lb⋅ft)-273 N⋅m (201 lb⋅ft)
1990–1993: 2.0 L (1985 cc) B202 16-valve low-pressure turbo (LPT), 145 PS (107 kW; 143 hp) at 5600 rpm and 202 N⋅m (149 lb⋅ft)
This suggests, therefore, that a 1991 model, for example, could be either FPT or LPT.
How can we determine for sure, other than checking badging and boost gauges?
I'm looking at EU cars specifically as I want LHD and don't live in the UK.
Are we saying that any car later than 1990 will be LPT?
Wikipedia suggests otherwise:
1984–1993: 2.0 L (1985 cc) B202 16-valve turbo, 160–175 PS (118–129 kW; 158–173 hp) at 5500 rpm and 255 N⋅m (188 lb⋅ft)-273 N⋅m (201 lb⋅ft)
1990–1993: 2.0 L (1985 cc) B202 16-valve low-pressure turbo (LPT), 145 PS (107 kW; 143 hp) at 5600 rpm and 202 N⋅m (149 lb⋅ft)
This suggests, therefore, that a 1991 model, for example, could be either FPT or LPT.
How can we determine for sure, other than checking badging and boost gauges?
Gassing Station | Saab | Top of Page | What's New | My Stuff