5400 rpm, fitted with Bosch K-Jetronic fuel injection. One such prototype engine is displayed in the Uusikaupunki Saab museum. B202 and B212 In 1984, Saab added a 16 valve cylinder head with double overhead camshafts. 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. In 1991, Saab introduced a 2.1-litre naturally aspirated 16 valve version of this engine, with an increased displacement of () 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 boost but becomes much more evident at higher boost levels. Engine builder John Nicholson also developed a Formula Three engine from the B202, for use in a Reynard 853 chassis. This version one of the first to use Saab's direct ignition system (SDI) and produced at 5600 rpm. Its other strength was high power in an unusually broad powerband for a naturally aspirated racing engine. B204 and B234 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 from to , 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 rods, and in-block counter-rotating balance shafts for reduced vibration (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