Editing Saab H engine

{{short description|Automobile engine; redesign of the Saab B}}
{{Infobox automobile engine
| name = Saab H engine
| image = 1986 Saab B202 (na) engine, right side.jpg
| caption = Naturally aspirated B202 16 valve engine in a 1986 [[Saab 900#Saab 900 "Classic"|Saab 900]]
| manufacturer = [[Saab Automobile]] (1981-2009)<br/>[[BAIC]] (2009-present)
| aka = {{ubl
                      | Ecopower
                      | Family III engine
                      }}
| production = 1981&ndash;2010
| predecessor = [[Saab B engine]]
| successor = [[GM Ecotec engine]]
| configuration = [[Inline-4]]
| displacement = {{ubl
                      | {{cvt|1799|cc|cuin}}
                      | {{cvt|1985|cc|cuin}}
                      | {{cvt|2119|cc|cuin}}
                      | {{cvt|2290|cc|cuin}}
                      }}
| bore = {{ubl
                      | {{cvt|85.7|mm|2}}
                      | {{cvt|90|mm|2}}
                      | {{cvt|93|mm|2}}
                      }}
| stroke = {{ubl
                      | {{cvt|78|mm|2}}
                      | {{cvt|90|mm|2}}
                      }}
| block = [[Cast iron]]
| head = [[Aluminum]]
| valvetrain = {{ubl
                      | [[SOHC]] 2 valves x cyl.
                      | [[DOHC]] [[Multi-valve#Four valves|4 valves x cyl.]]
                      }}
| compression = {{ubl
                      | 8.8:1
                      | 9.2:1
                      | 9.25:1
                      | 10.0:1
                      | 10.1:1
                      | 10.5:1
                      }}
| fuelsystem = [[Carburetor]], [[Fuel injection]]
| management = {{ubl
                      | [[Robert Bosch GmbH|Bosch]] [[Jetronic#K-Jetronic (Lambda)|K-Jetronic]]
                      | Bosch [[Jetronic#LH-Jetronic (1982–1998)|LH-Jetronic]]
                      | [[Lucas Industries|Lucas CU14]]
                      | [[Trionic|Saab Trionic]]
                      }}
| fueltype = [[Gasoline]]
| oilsystem = [[Wet sump]]
| coolingsystem = [[Water-cooled]]
| emissions control = [[Catalytic converter]], [[Exhaust gas recirculation|EGR]]
| emissions level = [[Euro 6]] (BAIC)
| power = {{cvt|92|-|310|hp|kW PS|0}}
| torque = {{cvt|177|-|440|Nm|lbft|0}}
| turbocharger = {{ubl
                      | [[Garrett AiResearch|Garrett]] T25
                      | Garrett GT1752S
                      | [[Mitsubishi Heavy Industries|MHI]] TD04HL-15'''G'''-6 (in some versions)
                      }}
}}

The '''Saab H engine''' is a redesign of the [[Saab B engine]], which in turn was based on the [[Triumph Slant-4 engine]].

Despite the name it is not an [[H engine]] or [[Flat engine|horizontally opposed engine]], but a slanted [[inline-4]]. The H engine was introduced in 1981 in the [[Saab 900]] and was also used in the [[Saab 99]] from 1982 onwards.
H stood for high compression; higher compression was part of the update from B to H engine. It continued in use in the 900/[[Saab 9-3|9-3]], [[Saab 9000|9000]], and [[Saab 9-5|9-5]]. The 2003 [[GM Epsilon platform|GM Epsilon]]-based [[Saab 9-3#Second generation (2003–2014)|9-3]] switched to the GM [[L850 engine#LK9|Ecotec]] engine, leaving the 9-5 as the sole user of the H engine. The H family of engine was used in the first-generation 9-5 until it was discontinued in 2010. The tooling and know-how was sold to [[BAIC]]. 
The latter B2X4 and B2X5 engines have in practice nothing in common with the early B engines except cylinder spacing.

All versions feature a grey [[cast iron]] block and an [[aluminum]] head with a single or double overhead chain driven camshafts. SOHC engines use two valves per cylinder and DOHC versions use four valves per cylinder with a pentroof chamber, the valve angle being 22 degrees from vertical. All engines use flat inverted bucket type [[Tappet|valve lifters]], [[Hydraulic tappet|hydraulic]] in the case of DOHC engines.

The engines were given numbers, for instance B201 is a 2.0-litre (20) engine with one camshaft.

==B201==
[[File:SaabHengine.jpg|thumb|left|Saab H engine (B201) in a 1987 [[Saab 90]]]]
B201 is the original H engine with two valves per cylinder and a single overhead camshaft. It was introduced in 1981 and unlike the B engine it did not have the central shaft which used to power the distributor, oil- and coolant pump. Instead the [[distributor]] is located at the front of the cylinder head and directly driven by the camshaft, while the integrated waterpump was replaced with a separate unit to the rear of the engine.

It was available with {{cvt|100|PS|kW hp|0}} at 5200 [[Revolutions per minute|rpm]] using a single [[carburettor]], {{cvt|108|PS|kW hp|0}} at 5200&nbsp;rpm using a dual carburettor, {{cvt|118|PS|kW hp|0}} at 5500&nbsp;rpm using [[Robert Bosch GmbH|Bosch]] [[Jetronic#K-Jetronic (Lambda)|K-Jetronic]] [[fuel injection]] and a [[Turbocharger|turbocharged]], fuel injected version with {{cvt|145|PS|kW hp|0}} at 5000&nbsp;rpm. In 1986 an [[Intercooler|intercooled]] version of the turbo engine also became available, it produces {{cvt|155|PS|kW hp|0}} at 5500&nbsp;rpm.

Valmet Automotive in [[Uusikaupunki]] also planned a downsized 1.6 liter version of B201, to better suit Finnish vehicle tax laws. Downsizing was made by using a narrower cylinder bore. The prototype engine produced {{cvt|92|PS|kW hp|0}} at 5400&nbsp;rpm, fitted with Bosch K-Jetronic fuel injection. One such prototype engine is displayed in the [[Uusikaupunki Saab museum]].
{{clear_left}}

==B202 and B212 {{Anchor|B202|B212}}==
[[File:1993 Saab 900T Convertible B202 engine.jpg|left|thumb|Saab B202 turbo 16-valve engine in a 1993 [[Saab 900]]T]]
In 1984, Saab added a 16 [[poppet valve|valve]] [[cylinder head]] with double [[overhead camshaft]]s. They retroactively renamed the 8-valve version the '''B201''' and used '''B202''' as the name of the new multi-valve unit. Another notable addition to the B202 was hydraulic valve lifters and '''Ecopower''' ("ep" in Italy, "(900)S" elsewhere), with a pre-heated [[catalytic converter]] for reduced emissions.

[[File:91-900-2,1.jpg|thumb|1991 Saab B212 engine. It is longitudinally mounted in a SAAB 900.]]

In 1991, Saab introduced a {{cvt|140|hp-metric|kW|0}} 2.1-litre [[naturally aspirated]] [[Multi-valve#Four valves|16 valve]] version of this engine, with an increased displacement of ({{cvt|2119|cc|L CID|1|disp=flip}}) and a resulting name of '''B212'''. The [[inlet manifold]] was enlarged and redesigned for better and greater flow. The intake manifold and the head from the 2.1-litre constitute a well-known replacement for 1985-1993 16 valve, 2.0-litre turbocharged Saabs. Power increase is modest at stock [[Turbocharger#boost|boost]] but becomes much more evident at higher boost levels.

Engine builder [[John Nicholson (racing driver)|John Nicholson]] also developed a [[Formula Three]] engine from the B202, for use in a [[Reynard Motorsport|Reynard 853]] chassis.<ref name=Echap>{{cite journal| journal = Echappement| date = April 1985| number = 198 | title = Brefs| trans-title = In brief| page = 23| publisher = Michael Hommell| location = Paris, France| language = French}}</ref> This version one of the first to use Saab's direct ignition system ([[Saab Direct Ignition|SDI]]) and produced {{cvt|165|PS|kW|0}} at 5600&nbsp;rpm. Its other strength was high power in an unusually broad powerband for a naturally aspirated racing engine.<ref name=Echap/>
{{clear_right}}

==B204 and B234 {{Anchor|B204|B234}}==
{{distinguish|text = engines by same designations made by Volvo, see [[Volvo Redblock Engine]]}}
[[File:SaabB204engine.jpg|thumb|right|Saab B204L engine in a 1995 [[Saab 900#Saab 900 NG (1994-1998)|Saab 900 (NG)]] SE convertible. Note the red [[Saab Direct Ignition]] module, which was common to B204 and B234 engines with [[Trionic]] 5 [[engine management system]]. Only naturally aspirated NG900 and OG9-3 versions had [[Motronic]] engine management system with distributor ignition.]]
A major redesign of the H engine came in 1990 in the form of the new B234 for the [[Saab 9000]]. The B234 featured an increase in [[Stroke (engine)|stroke]] from {{cvt|78|mm|in|2}} to {{cvt|90|mm|in|2}}, increasing the displacement to 2.3 liters. With this increased stroke also came a new engine block with increased deck height to make sufficient room for the increased stroke length without being forced to use shorter [[connecting rod]]s, and in-block counter-rotating [[balance shaft]]s for reduced vibration ([[Noise, vibration, and harshness|NVH]]). There are two generations of B234 engine, one made from 1990-1993, the other from 1994 to 1998. The later motors had a revised oil sump system, head, timing cover, and different bell housing pattern. Unlike the previous B202, the block was no longer angled, but straight, something that made it unsuitable for the 900 model with its gearbox under the engine, built into the engine oil sump. The longer stroke B234 was last produced in 1998, that being the last year for the 9000 model. The B234 was selected as one of [[Ward's 10 Best Engines]] for 1995 and 1996.

The B202 was still being produced in 1993, but for the new generation [[Saab 900#Saab 900 NG (1994-1998)|Saab 900]] being released in 1994 a new 2.0L engine was required. This new engine, the B204, was based on the 9000's B234, but in order to make the engine fit in the 900 the engine had to be shortened. This meant that a new chain drive for the camshafts was required to reduce the length of the engine. The B204 engine was available with natural aspiration in 900, 9000 and 9-3 in the form of 2.0i (B204i), with a low pressure turbo in the form of 9000 and 9-3 2.0t (B204E) or Saab 900 and 9-3 2.0T (B204L). B204R was briefly available in the 1999 9-3 Aero (U.S. market 'SE') model. B204 was in production in the [[Saab 9-3]] until 2000, when it was replaced by B205.

With the introduction of the [[OBDII]] compliant B204 (also coincidental with the introduction of [[Trionic T5.5]]) Saab embarked on a new concept they termed as "Ecopower" where engines were designed for high power output while also delivering exceptional economy and low environmental impact.<ref>[http://www.saabhistory.com/2008/05/27/1995-saab-ecopower-saab-innovation/ saabhistory.com]</ref>

Turbocharged engines used [[Garrett AiResearch|Garrett]] T25 turbochargers and the B234R (9000 Aero manual) used a [[Mitsubishi Heavy Industries]] TD04HL-15'''G'''-6 in model year -93 and TD04HL-15'''T'''-6 later on.

The B204 and B234 are regarded by engine tuners as the preferable engine for performance tuning over the later B205 and B235 engines as the internals are of a higher strength. The later models had lightened internal components to improve efficiency and fuel economy but limit the total power output when the engine's software is revised to increase the [[Turbocharger#boost|boost]] pressures and specific power output. The B204 engine became a very popular engine swap for Vauxhall and Opel Astra, Calibra, Cavalier and Vectras with the GM T-body platform, in Scandinavia in the mid 2000s—the engine uses the same mounting positions due to sharing the same platform. In the UK it is swapped into rotary equipped Mazda RX8, in Ukraine and Russia it is a swap option for Daewoo (now Chevrolet) models of similar age.

{| class="wikitable"
|+ Specifications
|-
! scope="col" | Engine
! scope="col" | Power
! scope="col" | Torque
! scope="col" | {{abbr|[[Compression ratio|CR.]]|Compression ratio}}
! scope="col" | Bore × Stroke
! scope="col" | Rod Length
! scope="col" | Boost pressure
|-
| B204i
| {{cvt|130|hp-metric|kW|0}} at 5500&nbsp;rpm
| {{cvt|177|Nm|lbft|0}} at 4300&nbsp;rpm
| 10.1:1
| rowspan="4" | {{cvt|90|x|78|mm|2|disp=br()}}
| rowspan="4" | {{cvt|153|mm}}
| {{n/a}}
|-
| B204E
| {{cvt|154|hp-metric|kW|0}} at 5500&nbsp;rpm
| {{cvt|219|Nm|lbft|0}} at 3600&nbsp;rpm
| rowspan="3" | 9.2:1
| {{cvt|0.4|bar|psi}}
|-
| B204L
| {{cvt|185|hp-metric|kW|0}} at 5500&nbsp;rpm
| {{cvt|263|Nm|lbft|0}} at 2100&nbsp;rpm
| {{cvt|0.73|bar|psi}}
|-
| B204R
| {{cvt|205|hp-metric|kW|0}} at 5500&nbsp;rpm
| {{cvt|283|Nm|lbft|0}} at 2200&nbsp;rpm
| {{cvt|1|bar|psi}}
|-
| B234i {{small|(1990&ndash;1993)}}
| {{cvt|146|hp-metric|kW|0}} at 5500&nbsp;rpm
| {{cvt|212|Nm|lbft|0}} at 3800&nbsp;rpm
| 10.1:1
| rowspan="6" | {{cvt|90|x|90|mm|2|disp=br()}}
| {{cvt|147|mm}}
| rowspan="2" {{n/a}}
|-
| B234i {{small|(1994&ndash;)}}
| {{cvt|150|hp-metric|kW|0}} at 5600&nbsp;rpm
| {{cvt|210|Nm|lbft|0}} at 4300&nbsp;rpm
| 10.5:1
| {{cvt|153|mm}}
|-
| B234E
| {{cvt|170|hp-metric|kW|0}} at 5700&nbsp;rpm
| {{cvt|260|Nm|lbft|0}} at 2100&nbsp;rpm
| 9.25:1
| rowspan="4" | {{cvt|147|mm}}
| {{cvt|0.55|bar|psi}}
|-
| B234L {{small|(1990&ndash;1993)}}
| {{cvt|195|hp-metric|kW|0}} at 5500&nbsp;rpm
| {{cvt|329|Nm|lbft|0}} at 1900&nbsp;rpm (5MT)
| 8.5:1
| rowspan="2" | {{cvt|0.8|bar|psi}}
|-
| B234L {{small|(1994&ndash;1998)}}
| {{cvt|200|hp-metric|kW|0}} at 5500&nbsp;rpm
| {{cvt|323|Nm|lbft|0}} at 1800&nbsp;rpm (5MT)
| rowspan="2" | 9.25:1
|-
| B234R
| {{cvt|225|hp-metric|kW|0}} at 5500&nbsp;rpm
| {{cvt|342|Nm|lbft|0}} at 1950&nbsp;rpm
| {{cvt|1.08|bar|psi}}
|}
Note: The primary difference between the B204L and the B204R is with the [[intercooler]], the [[Turbocharger|turbo]], the [[wastegate]] 'base boost' setting.

==B206==
The B206 is a version of the B204 but without the dual [[balance shaft]]s and without oil jets under the pistons. It was only offered as a naturally aspirated engine B206I producing {{cvt|133|hp|0}}, seemingly a Europe-and-Australia-only option in 1994 non-turbo 900 NGs. This engine is popular among Saab [[engine tuning|tuners]] in Sweden (e.g. Trollspeed) due to the lack of balance shafts but with presumably equal strength as the turbo blocks with balance shafts.

==B205 and B235 {{Anchor|B205|B235}}==
The B205 and B235 engines are an evolution of the B204 and B234 engines. They were introduced in the 1998 [[Saab 9-5]] giving reduced fuel consumption and emissions with improved refinement. The changes included lightweight internal components:lighter valves, softer valve springs, lighter pistons, and lower-drag oil pump. Another development was the introduction of the [[Trionic]] 7 torque demand type engine management system. Trionic 7 equipped engines have the [[black]] [[Saab Direct Ignition|direct ignition]] casing on top of the engine rather than the [[red]] of the Trionic 5.
<!-- almost 3 years, about time to delete it...{{SectOR|date=December 2008}}
The B205 and B235 are considered less robust than their predecessor and therefore less suitable for performance tuning.

In 2005, it was announced that 1998-2003 B205 and B235 engines suffered from oil sludge-related failures. The failures are a result of a revised piston ring setup that was intended to reduce friction but caused excessive blow-by into the [[crankcase]] - as well as by a new [[PCV valve|positive crankcase ventilation]] (PCV) system used on these models that was not capable of handling this excessive blow-by. Due to the poor crankcase ventilation, combustion by-products contaminate the oil, causing its additives to break down prematurely. Especially in the case of short trips, the engine oil does not reach full [[operating temperature]] for a sustained amount of time. When this occurs, these contaminates (mostly water, various unburned hydrocarbons, and acids formed by [[nitrogen oxide]]s and [[sulfur oxide]]s and water) are not readily able to evaporate, making the situation even worse. Where the blow-by gases settle directly on the metal surfaces of the engine, a build up of "varnish" results.

The inadequate crankcase ventilation allows the PCV system components themselves to fall victim, as the poor ventilation of the blow-by gases allows them to condense into an acidic soup that attacks and dissolves the PCV hose rubber. This further compromises the effectiveness of the system and introduces fragments of hose rubber into the crankcase. Once the inadequately vented combustion products have depleted the motor oil additives, the oil will start to oxidize rapidly and form a soft sludge material. The oxidized oil is also much more susceptible to thermal breakdown when circulating through the turbocharger. This breakdown leads to the formation of hard carbon particles, in a process known as turbo coking.

As a result, the aforementioned oxidation byproducts (soft sludge, harder carbon deposits, and hose rubber fragments) will then start to agglomerate. If not caught in time, the agglomerate can clog the extremely fine wire mesh at the end of the oil pump pickup tube, resulting in a loss of oil pressure. This resulted in several cases of rod bearing failure, premature turbocharger failure, as well as other lubrication-related failures. The sludge problems can be repaired under a special extended warranty for 8 years and unlimited miles. However, in order to take advantage of this warranty, SAAB requires their oil change intervals to be met and receipts presented to verify this.

A '''BioPower''' [[flexible-fuel vehicle|flexible-fuel]] variant capable of running on [[gasohol]] mixtures containing as much as 85% [[ethanol]] ([[E85]]) became available in 2006. Coupled with a [[turbocharger]], the engine can take advantage of the higher octane rating of ethanol and boost power. A 9-5 with a 2.0t BioPower engine produces {{cvt|150|PS|kW|0}} on gasoline and {{cvt|185|PS|kW|0}} on E85. {{Ref|popsci}}

B235R engines with manual transmissions also have an overboost function, providing {{cvt|370|Nm|lbft|0}} for up to 20 seconds. In 2002 B235R was uprated to {{cvt|250|PS|kW hp|0}}, but since the engine already produced {{cvt|250|hp|0}} during overboost in 2001 it had no effect on performance. The 2000 model was slightly less powerful, producing about {{cvt|240|hp|0}} during overboost. In 2006 the B235R was uprated once again, this time also adding some new hardware, a new air inlet to the turbocharger and associating compressor housing, this increased the output to {{cvt|260|hp|0}}. From 2008 all U.S. market 9-5 models are powered by this {{cvt|260|hp|0}} B235R engine.

At the 2006 Los Angeles International Auto Show, [[Saab]] showed off a variant of the 9-5 SportCombi equipped with an [[ethanol]] fueled BioPower version of the 2.3-litre engine, producing {{cvt|310|hp|0}} and {{cvt|440|Nm|lbft|0}} of torque.

The base version was used on the first generation [[Saab 9-3]] and [[Saab 9-5]], with power output varying across the models and markets.

The B205E/L and the B235E use Garrett GT1752S turbochargers, while the B205R and B235L/R use Mitsubishi Heavy Industries TD04HL-15T-5.

{| class=wikitable
|+ Specifications
|-
!Engine !!Torque !!Power 
|-
|B205E: || {{cvt|240|Nm|lbft|0}} at 1800&nbsp;rpm || {{cvt|150|hp|0}} at 5500&nbsp;rpm
|-
|B205L: || rowspan=4|{{cvt|280|Nm|lbft|0}} at 1800&nbsp;rpm || {{cvt|185|hp|0}} at 5500&nbsp;rpm
|-
|B205R: || {{cvt|205|hp|0}} at 5500&nbsp;rpm
|-
|B235E: || {{cvt|170|hp|0}} at 5500&nbsp;rpm
|-
|align="right"|(2001-) || {{cvt|185|hp|0}} at 5500&nbsp;rpm
|-
|B235L: || {{cvt|310|Nm|lbft|0}} at 2500&nbsp;rpm || {{cvt|220|hp|0}} at 5500&nbsp;rpm
|-
|B235R: (2000–2002) || rowspan=3|{{cvt|350|Nm|lbft|0}} at 1900&nbsp;rpm || {{cvt|230|hp|0}} at 5500&nbsp;rpm
|-
| align="right"|(2003–2005) || {{cvt|250|hp|0}} at 5300&nbsp;rpm
|-
| align="right"|(2006-) || {{cvt|260|hp|0}} at 5300&nbsp;rpm
|-
|} -->

==BAIC==
[[BAIC]] offers the Saab H engine in various configurations on several of its models. The B205RGA and B235RGA, 2.0 and 2.3&nbsp;litre turbo engines are available similar to those used in Saabs. Further BAIC offers a smaller 1.8&nbsp;litre displacement version named B185RGA. This version was developed to meet requirement for government vehicle with maximum displacement of 1.8&nbsp;litres. BAIC continued the development of the Saab H engine. In 2015, a B236R prototype was unveiled at the Shanghai Autoshow. This engine design incorporates [[variable valve timing]] and an [[Exhaust gas recirculation|EGR]] system which allows the engine to comply with Euro 6 emission standards.<ref>{{cite web |url=https://translate.google.nl/translate?hl=nl&sl=zh-CN&tl=en&u=http%3A%2F%2Fwww.sohu.com%2Fa%2F115999610_492502 |title = 这款国产发动机不输帕萨特3.0L的V6，车长近5米，但没人买_手机搜狐网}}</ref>

The BAIC BJ40L is available with a {{cvt|201|hp|0}} engine named B201R and a {{cvt|231|hp|0}} engine named B231R.<ref>Bedienungsanleitung-BJ40</ref> A {{cvt|177|hp|0}} engine named B205EFA is offered in the Senova X65.<ref>Bedienungsanleitung-X65</ref> The BAIC BJ80 is also available with the {{cvt|231|hp|0}} B231R engine variant. The B201R and B231R models do not use Saab's Trionic engine management system and direct ignition cassette.

{| class="wikitable"
|+ BAIC H engine models
|-
! scope="col" | Engine
! scope="col" | Displacement
! scope="col" | Power
! scope="col" | Torque
! scope="col" | {{abbr|[[Compression ratio|CR.]]|Compression ratio}}
! scope="col" | Bore × Stroke
|-
| B185RGA<ref>{{Cite web|url=https://www.autohome.com.cn/tech/201303/484286-2.html|title = 【图】萨博平台是主力 北京汽车平台技术解读_绅宝D70_汽车之家}}</ref>
| {{cvt|1799|cc|cuin}}
| {{cvt|177|hp|0}} at 5500&nbsp;rpm
| {{cvt|240|Nm|lbft|0}} at 1800&ndash;4800&nbsp;rpm
| 9.2:1
| {{cvt|85.7|x|78|mm|2|disp=br()}}
|-
| B201R
| rowspan="3" | {{cvt|1992|cc|cuin}}
| {{cvt|201|hp|0}} at 5500&nbsp;rpm
| {{cvt|270|Nm|lbft|0}} at 1900&ndash;4500&nbsp;rpm
| 8.8:1
| rowspan="3" | {{cvt|90|x|78|mm|2|disp=br()}}
|-
| B205EFA
| {{cvt|177|hp|0}} at 5500&nbsp;rpm
| {{cvt|240|Nm|lbft|0}} at 1800&ndash;4800&nbsp;rpm
| 9.0:1
|-
| B205RGA
| {{cvt|204|hp|0}} at 5500&nbsp;rpm
| {{cvt|290|Nm|lbft|0}} at 1800&nbsp;rpm
| 8.8:1
|-
| B231R
| rowspan="3" | {{cvt|2290|cc|cuin}}
| {{cvt|231|hp|0}} at 5500&nbsp;rpm
| {{cvt|350|Nm|lbft|0}} at 1900&ndash;4300&nbsp;rpm
| 9.1:1
| rowspan="3" | {{cvt|90|x|90|mm|2|disp=br()}}
|-
| B235RGA
| {{cvt|250|hp|0}} at 5300&nbsp;rpm
| {{cvt|350|Nm|lbft|0}} at 1900&nbsp;rpm
| 9.3:1
|-
| B236R<ref>{{Cite web|url=https://www.autohome.com.cn/tech/201505/871091-3.html|title = 【图】国货当自强 评上海车展中国品牌发动机 _汽车之家}}</ref>
| {{cvt|250|hp|0}} at 5300&nbsp;rpm
| {{cvt|350|Nm|lbft|0}} at 1900&nbsp;rpm
| 9.3:1
|}

==Successor to the Saab H-Engine==
The H-engine ended production with the 1st Generation [[Saab 9-5]] in 2009 when the intellectual property was transferred to [[BAIC]]. Starting in 2003 with the [[Saab 9-3|9-3]] Sport [[Sedan (automobile)|Sedan]], Saab began utilizing the [[L850 engine]] [[Ecotec]]. Beginning in 2010 with the 2nd generation 9-5, all Saabs utilized the Ecotec. There were some technologies carried over into the Ecotec line from the Saab H-engine, but for the most part there is very little similarity between the two engine families. Saab continued to use its [[Trionic]] engine management system with the Ecotec.

==See also==
* [[Saab Variable Compression engine]]
* [[Saab V8]]

==References==
{{reflist}}

==External links==
* Matthew Phenix. [https://web.archive.org/web/20060704215606/http://www.popsci.com/popsci/aviationspace/e65b89c49db84010vgnvcm1000004eecbccdrcrd.html "Liquor Does It Quicker"]. ''[[Popular Science]]'', July 2005.
* {{cite web|url=http://www.saabmuseum.com/900/my.html|title=Saab 900 model year changes|work=SaabMuseum.com|accessdate=July 10, 2005}}

{{commons category}}

{{DEFAULTSORT:Saab H Engine}}
[[Category:Gasoline engines by model]]
[[Category:Saab engines|H]]
[[Category:Slant-four engines]]