Bosch LH2.2 used in the SAAB has a hot wire air mass sensor (originally a Marelli patent sold to Bosch).
They can be rebuilt if the wire dies. The aftermarket ones do not have a good track record, stick with OEM Bosch.
What is attractive about the SAAB version of LH, the ECU can be programmed, mapped via SAAB suite, set up for turbo complete with knock sensor and all the goodies needed to manage a turbo motor along with ignition control via SAAB apc using a variant of the Bosch dizzy that could be fitted to the Fiat. It looks that this was already done with the Volvo version which appears to work good.
The later SAAB Trionic 5 will not work as it requires installing the DI cassette for ignition, crank triggered and a lot of other details that make retrofitting it to a non-SAAB motor difficult. Yet, SAAB kept the user programmable interface which allows tinkering with the ECU.
I'm kinda fan of open diffs when possible. If wheel spin occurs, tweaking the suspension would be the first place to try. Before tinkering with the suspension, sticky tires and proper wheels first, if the problem persist, then move on to the suspension.
We have never had a wheel spin problem with the LeMons car coming out of a corner, it has a LOT of power and when that chassis is properly set up, it just launches the car out of the turn with an open diff. It does have MUCH higher spring rates than stock with Koni adjustable dampers.
If a LSD is chosen, be careful as there are many varieties and they are not created equal in many ways. More reason to read that Taylor Racing Diff tutorial before leaping into any LSD.
I'm curious as to what the dyno numbers might be as there is a 1600cc motor being planned for the 74' in the future. My guess, some where in the 145 Bhp, about 130 fl/lb range which would be plenty for a street exxe.
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Bernice
Thank you.
The Saab ECU will only work with the Saab Mass Meter - the one I bought had been dropped and the wire was broken - but I didn't catch it until long after the auction closed.
Good point though, I may invest in another AFM, as the Saab ECU I can remap
I didn't read your linked article yet. The issue I have is that I can break the left rear free easily even in dry pavement. Turns are worse. I was assuming OEM style clutch plate (at least that's what Volvo always supplied - my rear diff is this type ) style diff, as opposed to the Quaife (that I have in my Volvo front diff), or a Gripper.
Edit: I'll start with new tires - however if I do pull the trans again, I'll want a posi to go in