a new combustion chamber shape, and a camshaft assembly redesigned for better lubrication. Intake systems for the Saab 99 had included fuel injected versions from as early as the 1970 model year, and this continued with the B engine, along with both single- and dual-carburettor setups. The compression ratio in the earliest B engines was reduced to 8.7:1 from the 9.0:1 of the Triumph engine, but power reportedly increased. The redesign kept the unusual waterpump arrangement, which consisted of a cast aperture in the block, and the pump shaft with bearing, seals and impeller pressed into the aperture, but improved the design of the seal. The pump is driven by a jackshaft and helical gear. Later B engines used a fine tooth gear which is easily damaged and is a weak link in an otherwise very reliable engine. The early B engine was one of two (the other being the Honda CVCC) that were able to meet the stringent emission requirements set by the state of California for 1975 without resorting to a catalytic converter. 16-valve In the mid-1970s Swedish engineer Gunnar Axelsson developed a DOHC cylinder head with 16 valves for the B engine block. Power output was estimated to be . The engine was briefly used in Saab's rally cars. Turbo In 1978 Saab introduced a turbocharged version of the B engine in the 99 Turbo model. A key member of the team that developed the Turbo engine was Per Gillbrand, who earned the nicknames Turbo-pelle (Turbo-Pete) in Swedish and Mr. Turbo in English for his work with forced induction. Mellde was also on the development team, and he and Gillbrand were also joined by Bengt Gadfelt, who came to them from Scania where he worked on turbocharging Saab-Scania trucks, and Englishman Geoffrey Kershaw, who had apprenticed at Rolls-Royce and would go on to found Turbo-Technics Ltd. Saab's emphasis was on torque, rather than maximum power. The turbocharged B engine was distinguished from earlier turbo engines by its use of a small, low-mass impeller able to spin up quickly, and the pioneering use of a wastegate to control boost pressure. A feature unique to the early Turbo engine was Saab's use of the exhaust manifold pressure to modulate the wastegate, allowing boost to decrease slowly at high engine speeds. This resulted in a broad, usable torque curve. Power was up 23% over the naturally aspirated version, while torque