The engine is mounted directly above the transaxle, with the upper part of the transmission housing forming the oil sump. A multirow chain transfers torque from the crankshaft to the transmission, and a special tool makes it easy to change the clutch without removing the engine or transmission. Otherwise the engine is fairly conventional, and if you speak “Bosch” you’ll find nothing unusual in the injection and ignition systems. On earlier models, if the “Check Engine” light is on steady, it means a problem with the LH injection system. If the light is flashing, the problem is in the ignition system. Unfortunately that nice little aid went away in the 1992 model, but a TSB says the car was outfitted to communicate with a Tech 2 scan tool. Another bul-letin notes that cylinder head torque specs were revised in 1998. Some cars suffer a dead battery because the radiator fan doesn’t shut off. Thus, the original timed relay was superceded by a standard relay. For coolant service, there’s a drain in the block behind the exhaust manifold and a bleeder screw on the thermostat housing. The specs noted here are for the N/A engine only. Turbo models are significantly different, but notice that for all their north-south engines, Saab places No. 1 cylinder at the flywheel end.(Information source: Delphi Product &
Service Solutions)Key
SpecsB212 ENGINE SPECsGeneral
SpecsType: I4, 2.1L, chain-driven DOHC, 16-valves, iron block,
aluminum headDisplacement: 2118cc (129 cid)Bore
x stroke: 93 x 78mm (3.66 x 3.07 in.)Horsepower: 140 hp @ 6,000 rpmTorque: 133 ft.-lbs. @ 2,900 rpmCompression
ratio: 10.1:1Emission
control: EGR, EVAPFuel
system: Bosch LH 2.4.2Fuel
pressure: 34.8 psi @ idle, 3 psi less residual @ 10 minFuel
injectors: 16 ohmsIAC motor: 10-15 ohms, terminals 2 & 3Oil
pressure: min 39 psi @ 2,000 rpmValve
clearance: hydraulicSpark
plug gap: 0.024-0.028 in. (0.6-0.7mm) Firing
order:1-3-4-2 (No.1 at flywheel end)Ignition
timing: 14
