Saab B284R Specifications
| Engine Model: Saab B284R |
| Engine Type: 4-cycle 6-cylinder DOHC 24-valve turbocharged liquid-cooled gasoline |
| Total Displacement: 170.4 cu.in (2.79 L) |
| Rated Engine Power: 227-256 Hp (250-300 kW) at 5500 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Saab B284R is a 2.8-liter, 24-valve, turbocharged
V6 gasoline engine belonging to the GM High Feature (LP1) engine family.
Produced from 2006 to 2011, this powerplant represented a significant departure
from Saab’s traditional inline-four architecture, offering a level of
smoothness, refinement, and high-end power previously unavailable in the 9-3 and
9-5 lineups. The B284R was developed as the flagship engine for Saab’s most
performance-oriented models, incorporating advanced technologies including a
twin-scroll turbocharger, variable valve timing, and all-aluminum construction.
The B284R is a 60-degree V6 with a dual overhead camshaft (DOHC) valvetrain and
24 valves. The engine features an over-square design with a bore of 89.0 mm
(3.50 in) and a short stroke of 74.8 mm (2.94 in), favoring high-rpm power
delivery. The twin-scroll turbocharger, a Mitsubishi TD04-15TK unit, separates
exhaust pulses from each cylinder bank to reduce turbo lag and improve low-end
response.
The engine utilizes a triple timing chain system for valvetrain actuation and
incorporates variable valve timing (VVT) on the intake camshafts. The B284R was
installed in the Saab 9-3 Aero, the limited-edition 9-3 Turbo X, and the
final-generation 9-5, with power outputs increasing over the production cycle
from 250 hp to 300 hp in later variants.
The B284R is a water-cooled, four-stroke, turbocharged V6 gasoline engine
configured for transverse mounting in front-wheel-drive and all-wheel-drive
vehicle architectures. The engine was produced in three distinct power
calibrations over its production life.
Engine Type: 60-degree V6, 4-cycle, water-cooled, turbocharged.
Displacement: 2,792 cc (170.4 cu.in).
Bore and Stroke: 89.0 mm (3.50 in) x 74.8 mm (2.94 in).
Compression Ratio: 9.5:1.
Valvetrain: DOHC, 24-valve with triple timing chains and VVT on intake
camshafts.
Fuel System: Sequential multi-point fuel injection.
Engine Management: Bosch ME9.6.
Firing Order: 1-2-3-4-5-6 (GM V6 firing order).
Idle Speed: 700 ± 50 rpm.
Engine Redline: 6,500 rpm.
Power (Standard, 2006-2007): 184 kW (250 hp) at 5,500 rpm.
Power (Aero / Turbo X, 2008-2009): 206 kW (280 hp) at 5,500 rpm.
Power (Late Aero, 2010-2011): 221 kW (300 hp) at 5,500 rpm.
Torque (Standard, 2006-2007): 350 Nm (258 lb-ft) at 1,800-4,500 rpm.
Torque (Aero / Turbo X, 2008-2009): 400 Nm (295 lb-ft) at 1,900-4,500 rpm.
Torque (Late Aero, 2010-2011): 400 Nm (295 lb-ft) at 2,000-5,000 rpm.
The cylinder block is manufactured from aluminum alloy
with cast-in-place cast iron cylinder liners, a construction that reduces
overall engine mass while providing wear-resistant bore surfaces. The 60-degree
V-angle provides inherent primary and secondary balance, contributing to the
engine’s smoothness. The block features a deep-skirt design with a structural
aluminum oil pan that reinforces the lower block assembly and reduces NVH.
The block incorporates four main bearing webs with six-bolt main bearing caps -
four vertical bolts and two cross-bolts per cap - providing exceptional
crankshaft support for the turbocharged application. The crankshaft is supported
by four main bearings and is constructed from forged steel to withstand the high
torque output. The turbocharger is mounted within the V of the engine, a compact
arrangement that reduces intake plumbing length and improves throttle response
but presents significant heat management challenges.
Block Material: Aluminum alloy with cast iron cylinder liners
Bore Diameter (finished): 89.0 mm (3.50 in)
Main Bearing Caps: Cast iron, six-bolt design (four vertical, two cross-bolts)
Cylinder Bore Deformation Limit: 0.03 mm (0.0012 in)
The cylinder heads are manufactured from aluminum
alloy, with separate heads for each cylinder bank. The DOHC valvetrain actuates
24 valves - four valves per cylinder - through a system of hydraulic lash
adjusters and roller finger followers. Variable valve timing (VVT) is
incorporated on the intake camshafts, providing continuously variable camshaft
phasing to optimize volumetric efficiency across the engine speed range. The
exhaust camshafts operate on fixed profiles.
The valves incorporate sodium-filled exhaust valves, a design in which the valve
stem contains metallic sodium that liquefies at operating temperature and
transfers heat from the valve head to the stem and valve guide. This technology
is critical for managing the elevated exhaust temperatures generated by the
turbocharger mounted in the V. The camshafts are driven by a triple timing chain
system: a primary chain drives the front cylinder bank exhaust camshaft, with
secondary chains linking the exhaust to intake camshafts on each bank. The
engine is of interference design; in the event of timing chain failure,
valve-to-piston contact occurs.
Head Material: Aluminum alloy
Valve Configuration: DOHC, 4 valves per cylinder with hydraulic lash
adjusters, roller finger followers, and VVT on intake camshafts.
Valve Diameter (Intake): 33.0 mm (1.30 in).
Valve Diameter (Exhaust): 28.0 mm (1.10 in) (sodium-filled).
Valve Stem Diameter: 5.0 mm (0.20 in).
Valve Seat Angle: 45 degrees.
Interference Design: Yes.
VVT Range: 50° of intake camshaft adjustment.
The B284R employs a sequential multi-point fuel
injection system controlled by the Bosch ME9.6 engine management system. Six
fuel injectors are mounted in the intake manifold, positioned to spray fuel
directly onto the back of each intake valve. The port injection design provides
excellent air-fuel mixture preparation and a cleaning effect on the intake
valves, avoiding the carbon deposit issues associated with direct injection
systems.
A fuel pump assembly located within the fuel tank supplies pressurized fuel to a
fuel rail that distributes fuel evenly to all six injectors. The ME9.6 ECU
calculates injection pulse width and ignition timing based on input from the
mass airflow sensors, throttle position sensor, coolant temperature sensor,
crankshaft position sensor, camshaft position sensors, and wideband oxygen
sensor feedback from both cylinder banks. The system incorporates a knock sensor
per cylinder bank for active knock control under turbocharged operation.
Injection Type: Sequential multi-point electronic fuel injection
Fuel Pressure: 400-450 kPa (58.0-65.3 psi)
Fuel Injector Resistance: 12.0-16.0 Ohms
Fuel Requirement: 91 octane (Research Octane Number 95) minimum
Fuel Cutoff: 6,500 rpm
The lubrication system is a fully pressurized, wet-sump
design utilizing a variable-displacement vane-type oil pump mounted to the front
of the crankshaft. The oil pump adjusts its output based on engine speed and
load to reduce parasitic losses and improve fuel efficiency. The pump draws
lubricant from the structural aluminum oil pan through a mesh strainer and
circulates it through a full-flow, replaceable oil filter before entering the
main oil gallery.
From the gallery, pressurized oil is distributed to the crankshaft main
bearings, connecting rod bearings, camshaft bearings, hydraulic lash adjusters,
VVT phasers, and timing chain tensioners. Piston cooling oil jets are
incorporated to direct a stream of oil toward the underside of each piston
crown, managing the elevated thermal loads associated with the turbocharger
mounted in the V. An oil cooler is integrated into the system to maintain oil
temperature under sustained high-load conditions.
Oil Type: Synthetic, SAE 5W-30 or 5W-40 (meeting GM dexos2)
Oil Capacity (with filter): 5.5-6.0 liters (5.8-6.3 US qt)
Oil Pressure (at 3,000 rpm): 350-450 kPa (50.8-65.3 psi)
Oil Pump Type: Variable-displacement vane-type, crankshaft-driven
Oil Filter Type: Cartridge-type, replaceable element
The cooling system is a pressurized, liquid-cooled
design employing a cross-flow aluminum radiator with an electric cooling fan. A
centrifugal-type water pump, driven by the timing chain, circulates coolant
through the engine block, cylinder heads, turbocharger center housing, heater
core, and transmission oil cooler. A wax-pellet thermostat regulates coolant
flow to maintain optimal operating temperature.
The cooling system is heavily engineered to manage the significant thermal load
generated by the turbocharger mounted in the V of the engine. An auxiliary
coolant pump continues coolant circulation after engine shutdown to prevent
localized hot spots and protect the turbocharger bearings from oil coking. The
system incorporates a pressurized expansion tank located near the turbocharger,
a component prone to heat-related failure.
Coolant Type: Ethylene-glycol based antifreeze with corrosion inhibitors
Coolant Capacity: 8.0-9.0 liters (8.5-9.5 US qt)
Thermostat Opening Temperature: 85-90 °C (185-194 °F)
Thermostat Full-Open Temperature: 102 °C (216 °F)
Radiator Cap Pressure: 140-150 kPa (20.3-21.8 psi)
Water Pump Type: Centrifugal, timing chain-driven
| Intake and Exhaust Systems |
Intake System: Composite plastic intake manifold with
integrated charge air cooler. The manifold incorporates tuned runners and a
dual-plenum design to optimize airflow across the engine speed range. An
electronically controlled throttle body manages airflow into the engine.
Exhaust System: Stainless steel exhaust manifolds integrated into the cylinder
heads on the inner V surfaces, with a single turbocharger mounting flange. The
system incorporates heated oxygen sensors upstream and downstream of the
turbocharger for precise fuel trim feedback. Dual catalytic converters are
integrated into the exhaust system.
Distributorless ignition system with individual
pencil-type ignition coils mounted directly over each spark plug. The system is
particularly stressed on the rear cylinder bank due to heat soak from the
turbocharger; high-quality Bosch or Mitsubishi coils are required for reliable
operation. The ME9.6 ECU controls ignition timing on a per-cylinder basis with
active knock control.
The engine is equipped with a Mitsubishi TD04-15TK
twin-scroll turbocharger mounted within the V of the engine. The twin-scroll
design separates exhaust pulses from cylinders 1-3-5 and 2-4-6 into two separate
passages, maintaining exhaust gas velocity and reducing pulse interference. This
configuration provides rapid boost response and reduced turbo lag. Maximum boost
pressure ranges from 0.8 to 1.0 bar (11.6-14.5 psi) depending on the variant. An
air-to-air intercooler reduces intake air temperature before entering the
engine.
Overall Length: 680 mm (26.8 in)
Overall Width: 720 mm (28.3 in)
Overall Height: 710 mm (28.0 in)
Dry Weight (complete engine): 170-180 kg (375-397 lb)
Oil Change Interval: 10,000 km (6,200 mi) or 1 year
under normal driving conditions; 5,000 km (3,100 mi) under severe conditions.
Oil Filter Change: At every oil change. Timing Chain Inspection: No scheduled
replacement; inspect for noise at each service interval. Chain stretch may occur
with neglected oil changes. Engine Coolant Replacement: 60,000 km (37,500 mi) or
3 years.
Spark Plug Replacement: 60,000 km (37,500 mi). Spark Plug Type: NGK IZFR6B or
equivalent (iridium-tipped). Spark Plug Gap: 0.8-0.9 mm (0.031-0.035 in). Drive
Belt (Accessory) Inspection: Every 10,000 km (6,200 mi) for tension, cracking,
and glazing.
Air Filter Replacement: 30,000 km (18,600 mi) or as indicated by inspection.
Fuel Filter: Integrated with fuel pump assembly; no scheduled replacement under
normal operating conditions. Valve Clearance: Hydraulic lash adjusters; no
adjustment required. Idle Speed: Non-adjustable; controlled by ECU.
Cylinder Head Bolts (M10 x 1.25), 1st pass: 20-25 Nm
(15-18 lb-ft).
Cylinder Head Bolts (M10 x 1.25), 2nd pass: 40-45 Nm (30-33 lb-ft).
Main Bearing Cap Bolts: 20 Nm (15 lb-ft).
Connecting Rod Cap Bolts (M8 x 1.0): 20 Nm (15 lb-ft).
Camshaft Bearing Cap Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Intake Manifold Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Exhaust Manifold Nuts (M8 x 1.25): 23-28 Nm (17-21 lb-ft).
Turbocharger Mounting Nuts (M8 x 1.25): 30-35 Nm (22-26 lb-ft).
Spark Plugs: 18-22 Nm (13-16 lb-ft).
Oil Pan Bolts (M6 x 1.0): 8-10 Nm (71-89 lb-in).
Water Pump Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Timing Chain Tensioner Bolts (M8 x 1.25): 18-22 Nm (13-16 lb-ft).
Crankshaft Pulley Bolt (M16 x 1.5): 150 Nm (111 lb-ft).
Flywheel / Drive Plate Bolts (M10 x 1.25): 70-75 Nm (52-55 lb-ft).
The Saab B284R engine was utilized as the flagship
petrol powertrain for Saab’s most performance-oriented models during its
production period from 2006 to 2011.
Saab 9-3 Aero (NG, Sport Sedan, SportCombi, Convertible): 2006-2009 model years
(250 hp and 280 hp variants).
Saab 9-3 Turbo X: 2008 model year (280 hp variant, limited edition with XWD).
Saab 9-5 (NG): 2010-2011 model years (300 hp variant in Aero XWD trim).
Cadillac BLS: European market models based on the 9-3 platform with 2.8T V6
engine.
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