Saab Z19DTR Specifications
| Engine Model: Saab Z19DTR |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 116.6 cu.in (1.91 L) |
| Rated Engine Power: 180 Hp (132 kW) at 4000 rpm |
| Fuel System Type: Common rail direct injection |
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The Saab Z19DTR is a 1.9-liter inline-four 16-valve
DOHC turbo diesel engine produced from 2008 through 2012, representing the
highest-performance evolution of the Fiat-GM JTD / MultiJet engine family within
the Saab lineup.
Marketed exclusively under the 1.9 TTiD designation, this powerplant was
engineered as Saab’s response to the six-cylinder diesel offerings from German
competitors, delivering comparable power and torque outputs while maintaining
the fuel efficiency inherent to a four-cylinder configuration. The engine’s
defining technological feature is its sophisticated two-stage turbocharging
system, which utilizes a small high-pressure turbocharger for immediate low-end
response and a larger low-pressure turbocharger for sustained high-rpm power,
with an integrated bypass valve managing the transition between the two.
The Z19DTR shares its fundamental architecture with the single-turbo Z19DTH (150
hp) but incorporates significant modifications to support the elevated thermal
and mechanical loads of the twin-turbo configuration. The cylinder head features
revised porting and cooling jackets, the compression ratio is lowered to 16.5:1
to accommodate higher boost pressures, and internal components are reinforced to
withstand peak cylinder pressures exceeding 180 bar (2,610 psi).
The Bosch common rail fuel system operates at pressures up to 1,800 bar (26,100
psi), delivering precise fuel metering through solenoid injectors. Power output
is rated at 132 kW (180 hp) at 4,000 rpm, with torque reaching 400 Nm (295
lb-ft) from 1,850 to 2,750 rpm in manual transmission applications; automatic
versions are electronically limited to 370 Nm (273 lb-ft) to protect the
six-speed Aisin gearbox.
The two-stage turbocharging system employs a small high-pressure turbocharger
that provides immediate boost response at low engine speeds, eliminating the
turbo lag characteristic of earlier diesel engines. As engine speed increases, a
larger low-pressure turbocharger progressively takes over, maintaining boost
pressure into the upper rev range.
A series of bypass valves and vacuum-actuated control elements manage the
transition between the two turbochargers, creating a seamless torque curve that
rivals naturally aspirated engines of significantly larger displacement. The
system is managed by a Bosch EDC16C39 engine control unit, which coordinates
turbocharger actuation, fuel injection, and the water-cooled exhaust gas
recirculation (EGR) system to achieve Euro 4 and later Euro 5 emissions
compliance.
The Z19DTR operates on a four-stroke diesel cycle with compression ignition. The
engine utilizes an inline four-cylinder configuration with a double overhead
camshaft (DOHC) and four valves per cylinder.
Engine Type: Inline-4, water-cooled, 4-stroke, turbo diesel with common rail
injection.
Displacement: 1,910 cc (116.6 cu.in).
Bore: 82.0 mm (3.23 in).
Stroke: 90.4 mm (3.56 in).
Compression Ratio: 16.5:1.
Firing Order: 1-3-4-2.
Idle Speed: 750-800 rpm, electronically governed.
Maximum Engine Speed: 4,800 rpm with fuel cut-off at 5,000 rpm.
Maximum Power: 132 kW (180 hp) @ 4,000 rpm.
Maximum Torque (manual transmission): 400 Nm (295 lb-ft) @ 1,850-2,750 rpm.
Maximum Torque (automatic transmission): 370 Nm (273 lb-ft) @ 1,850-2,750 rpm.
Fuel System: Bosch common rail direct injection with solenoid injectors.
Aspiration: Two-stage sequential turbocharging with air-to-air intercooler.
The cylinder block is constructed from high-strength
cast iron with a deep-skirt design that extends below the crankshaft centerline.
This architecture provides the rigidity required to withstand the elevated
cylinder pressures generated by the two-stage turbocharging system, which
exceeds 180 bar (2,610 psi) under full load. The block incorporates a
closed-deck design at the top of the cylinder bores, providing additional
support for the cylinder head gasket sealing surface.
The cylinder bores are integrally cast into the block with no replaceable
liners. Each bore is induction-hardened to provide a durable wear surface for
the piston rings. The block structure is shared with the single-turbo Z19DTH but
features reinforced main bearing bulkheads to accommodate the increased torque
output.
Main bearing caps are manufactured from nodular cast iron and are secured with
four bolts each - two vertical bolts through the cap and two horizontal
cross-bolts through the lower crankcase structure. This cross-bolted arrangement
provides superior crankshaft support under high-load conditions.
Crankshaft: Forged steel with five main bearings, fully counter-weighted with
eight counterweights. The crankshaft features induction-hardened bearing
surfaces and incorporates a torsional vibration damper at the front end. Main
Bearing Journal Diameter: 55.0 mm (2.17 in). Connecting Rod Journal Diameter:
48.0 mm (1.89 in). Connecting Rods: Forged steel with a fracture-split cap
design, reinforced for the higher cylinder pressures of the twin-turbo
configuration.
Piston Material: Forged aluminum alloy with anodized ring grooves and a
low-friction skirt coating. The piston crown incorporates a re-entrant
combustion bowl designed for the high-pressure common rail injection system.
Piston Cooling: Oil spray jets mounted in the crankcase direct a continuous
stream of engine oil to the underside of each piston crown. These jets
incorporate check valves to maintain pressure during transient operation.
The cylinder head is a single-piece cast aluminum alloy
construction spanning all four cylinders. For the Z19DTR application, the head
incorporates revised port geometry and enhanced cooling jacket passages to
manage the higher thermal loads generated by the two-stage turbocharging system.
The DOHC configuration places two camshafts in the head - one intake and one
exhaust - operating four valves per cylinder through inverted bucket-type
tappets.
Valvetrain: Double overhead camshaft (DOHC) with four valves per cylinder,
totaling 16 valves. The camshafts are driven by a toothed timing belt. Hydraulic
lash adjusters are integrated into the bucket tappets, eliminating the need for
valve clearance adjustment throughout the engine’s service life.
Intake Valve Diameter: 28.0 mm (1.10 in)
Exhaust Valve Diameter: 26.0 mm (1.02 in)
Valve Lift (Intake): 9.0 mm (0.354 in)
Valve Lift (Exhaust): 9.0 mm (0.354 in)
Valve Seat Material: High-strength sintered alloy with induction-hardened
contact surfaces, designed for the elevated temperatures associated with
high-boost turbocharged operation. Valve Spring Material: High-tensile steel
with a beehive design to reduce reciprocating mass.
Camshaft Drive: Belt-driven system utilizing a toothed rubber timing belt
reinforced with fiberglass cords. The belt drives the camshafts and the water
pump. An automatic spring-loaded tensioner maintains belt tension. This is an
interference engine; timing belt failure results in valve-to-piston contact.
The fuel system is a Bosch common rail direct injection
system operating at pressures up to 1,800 bar (26,100 psi). The high-pressure
system utilizes solenoid injectors capable of multiple injection events per
combustion cycle, including pilot injections for noise reduction, main injection
for power delivery, and post-injections for particulate filter regeneration.
Fuel Injectors: Solenoid-type direct injectors with seven nozzle orifices per
injector. The injectors deliver up to five separate injection events per cycle.
High-Pressure Fuel Pump: Two-piston radial-piston pump driven by the timing belt
system. The pump incorporates a suction control valve to regulate fuel delivery
and maintain common rail pressure independent of engine speed.
Common Rail: High-pressure accumulator manufactured from forged steel, shared
across all four cylinders. The rail incorporates a pressure sensor and a
pressure relief valve for system protection. Low-Pressure Fuel System: 3.0-4.0
bar (44-58 psi) supplied by an electric lift pump located within the fuel tank.
Fuel Filter: Spin-on type with integrated water separator, water-in-fuel sensor,
and hand primer pump. Fuel Requirement: Diesel fuel meeting EN 590 specification
with sulfur content below 10 ppm.
The lubrication system is a fully pressurized wet-sump
design with a gear-type oil pump mounted on the front of the engine. The pump is
driven directly by the crankshaft through the timing belt system and
incorporates a pressure relief valve. Oil Pump Type: Gear-type pump with
integrated pressure relief valve.
Recommended Oil Viscosity: 5W-30 fully synthetic meeting GM dexos2 specification
or Saab-approved low-ash formulation. Low-ash oil is required to protect the
diesel particulate filter (DPF) from excessive ash accumulation.
Oil Capacity (including filter): 5.2 liters (5.5 qt).
Oil Pressure (at idle, warm): 100-200 kPa (15-29 psi).
Oil Pressure (at 2,500 rpm, warm): 350-450 kPa (51-65 psi).
Oil Filter Type: Spin-on full-flow filter with integral bypass valve and
anti-drainback valve. Oil Cooler: Plate-type coolant-to-oil heat exchanger
mounted on the lower left side of the cylinder block. Oil Pan: Stamped steel
with integrated baffling.
The cooling system is a pressurized, thermostatically
controlled circuit utilizing a belt-driven centrifugal water pump. The system is
designed to manage the thermal loads of the two-stage turbocharging system,
which generates significantly higher heat rejection than the single-turbo
variant.
Water Pump Type: Centrifugal with a mechanical seal, mounted to the front of the
cylinder block and driven by the timing belt. The water pump is a known service
item; failure can result in timing belt seizure and consequent valve damage.
Coolant Type: Ethylene-glycol based antifreeze meeting GM specification,
formulated for extended service intervals. Coolant Capacity (engine and
radiator): 7.0-7.5 liters (7.4-7.9 qt) depending on vehicle model.
Thermostat: Wax-type thermostat with an opening temperature of 88 °C (190 °F)
and a full-open temperature of 102 °C (216 °F). Radiator: Cross-flow aluminum
radiator with plastic tanks, sized for the higher cooling demands of the
twin-turbo engine. Charge Air Cooling: Air-to-air intercooler mounted in front
of the radiator, specifically sized for the increased airflow requirements of
the two-stage turbocharging system. Cooling Fan: Electric fan assembly
controlled by engine coolant temperature sensor, charge air temperature, and air
conditioning system demand.
Exhaust System: Stainless steel exhaust manifold with
integrated mounting for the turbochargers. The aftertreatment system comprises a
diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF) mounted
close to the engine. The system meets Euro 4 and later Euro 5 emissions
standards without selective catalytic reduction (SCR).
Exhaust Gas Recirculation: Water-cooled EGR system with an electrically actuated
EGR valve and an EGR cooler. The system operates at rates up to 25% to reduce
nitrogen oxide (NOx) emissions. Carbon buildup in the EGR system is a known
issue in vehicles operated primarily on short trips.
The BorgWarner two-stage turbocharger system consists
of a small high-pressure turbocharger (K03 size) and a larger low-pressure
turbocharger (K04 size) arranged in series. A small high-pressure turbo provides
immediate boost response from idle to approximately 2,500 rpm. A large
low-pressure turbo progressively takes over from 2,500 rpm to redline.
Bypass valves and vacuum actuators control the
transition, with the high-pressure turbo bypassed entirely at higher
engine speeds. Maximum boost pressure is 1.8 bar absolute (26 psi gauge)
under full load conditions. The system relies on a network of small
vacuum lines; leaks in these lines are a common failure point that
results in reduced power output.
Timing Drive: Belt-driven system with a toothed rubber
timing belt. The belt drives the camshafts, the water pump, and the
high-pressure fuel pump. The belt must be replaced at specified intervals. The
water pump must be replaced concurrently with the timing belt; water pump
seizure is a known failure mode that can cause belt breakage.
Engine Management System: Bosch EDC16C39 electronic control unit (ECU) with
integrated fuel injection control, boost pressure management (including
two-stage turbocharger actuation), EGR control, DPF regeneration management, and
diagnostic functions. The ECU utilizes a Mass Air Flow (MAF) sensor and dual
Manifold Absolute Pressure (MAP) sensors for load detection.
Overall Length: 650 mm (25.6 in)
Overall Width: 680 mm (26.8 in)
Overall Height: 720 mm (28.3 in)
Dry Weight (complete engine): 165 kg (364 lb)
Engine Oil and Filter Change: 15,000 km (9,000 mi) or
12 months for fully synthetic oil; reduced intervals of 10,000 km (6,000 mi) for
severe service including frequent cold starts, extended idling, or short-trip
operation. Fuel Filter Replacement: 30,000 km (18,000 mi) or 2 years. The water
separator should be drained at every oil change or when the water-in-fuel
warning lamp illuminates. Engine Air Filter Element: Replace every 30,000 km
(18,000 mi) or when restriction indicator displays service required.
Timing Belt Replacement: 100,000 km (60,000 mi) or 5 years, whichever occurs
first. Failure to replace the belt within this interval risks belt fracture and
consequent valve damage due to the interference design. The water pump must be
replaced concurrently with the timing belt. Coolant Replacement: 80,000 km
(48,000 mi) or 4 years. Drive Belt Inspection: Every 15,000 km (9,000 mi) for
cracks, fraying, glazing, and proper tension. Drive Belt Replacement: 80,000 km
(48,000 mi) or 4 years.
Valve Clearance: Hydraulic lash adjusters eliminate the need for valve clearance
inspection or adjustment throughout the engine’s service life. Diesel
Particulate Filter: Active regeneration occurs automatically under normal
driving conditions. Vehicles operated primarily on short trips may experience
incomplete regeneration, leading to DPF blockage. Forced regeneration or filter
cleaning may be required if the DPF warning lamp illuminates. EGR System: Carbon
accumulation in the EGR valve and cooler may occur in vehicles with frequent
short-trip operation. Cleaning is recommended if EGR-related diagnostic trouble
codes appear.
Cylinder Head Bolts, Step 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts, Step 2: 60 Nm (44 lb-ft)
Main Bearing Cap Bolts, Step 1: 30 Nm (22 lb-ft)
Main Bearing Cap Bolts, Step 2: 60 Nm (44 lb-ft)
Connecting Rod Cap Bolts: 30 Nm (22 lb-ft)
Camshaft Bearing Caps: 15 Nm (11 lb-ft)
Camshaft Sprocket Bolts: 70 Nm (52 lb-ft)
Timing Belt Tensioner: 25 Nm (18 lb-ft)
Intake Manifold to Cylinder Head: 20 Nm (15 lb-ft)
Exhaust Manifold to Cylinder Head: 25 Nm (18 lb-ft)
Turbocharger Mounting Bolts: 28 Nm (21 lb-ft)
Turbocharger Oil Feed Lines: 25 Nm (18 lb-ft)
High-Pressure Fuel Pump Mounting Bolts: 25 Nm (18 lb-ft)
Common Rail Mounting Bolts: 30 Nm (22 lb-ft)
Fuel Injector Clamp Bolts: 20 Nm (15 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft) + 45° turn
Valve Cover Bolts: 10 Nm (7 lb-ft)
Crankshaft Pulley Bolt: 180 Nm (133 lb-ft)
Flywheel / Flexplate Bolts: 60 Nm (44 lb-ft)
Engine Mount Brackets to Block: 50 Nm (37 lb-ft)
The Z19DTR was the flagship diesel engine for Saab’s
late-model vehicle lineup, appearing exclusively in Saab-badged vehicles from
2008 through 2012.
Saab 9-3 (Sport Sedan / SportCombi / Convertible, 2008-2012): The
second-generation 9-3 received the Z19DTR as the 1.9 TTiD engine option,
representing the highest-performance diesel in the range. The engine was mounted
transversely with front-wheel drive and was offered with either a six-speed
manual transmission or a six-speed Aisin automatic (Sentronic) transmission. The
automatic variants featured the electronically limited torque output of 370 Nm
(273 lb-ft) to protect the gearbox.
Saab 9-3X (2009-2012): The 9-3X crossover received the Z19DTR in both
front-wheel-drive and Cross-Wheel-Drive (XWD) configurations. The XWD
application required specific calibration of the engine management system to
coordinate with the rear-drive coupling unit.
Saab 9-5 (NG, 2010-2011): The new-generation 9-5 received the Z19DTR as the
performance diesel option, positioned above the single-turbo 1.9 TTiD 130 hp
variant. The engine was mounted transversely with front-wheel drive and was
offered with a six-speed automatic transmission. Production of the NG 9-5 with
the Z19DTR was limited to the 2010 and 2011 model years before Saab’s cessation
of production.
Cadillac BLS (2008-2009): The European-market Cadillac BLS, produced on the same
GM Epsilon platform as the Saab 9-3, received the Z19DTR as the 1.9 TTiD engine
option in select European configurations. This application utilized the same
transverse mounting and six-speed manual or automatic transmission options as
the Saab 9-3.
Lancia Delta (2008-2012): The third-generation Lancia Delta received the
twin-turbo 1.9 MultiJet engine, which is mechanically identical to the Z19DTR,
as the 190 hp diesel option in European markets. This variant was marketed under
the Fiat-GM engine designation rather than the Saab Z19DTR nomenclature.
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