Bus and Diagnostics Communication: Removal & Installation Saab 9-3 II

Add / Remove

When you program a key / remote control, change a control module or fit an electrical accessory, you need to access a new menu called "Add / Remove". The menu option marries and separates components in relation to the car. During "divorcing", critical data can be copied from a control module which is later loaded into the new control module. Remember that any SPS programming should be done before an "Add" operation. You must also retrieve "Security Access" for control modules included in the car's immobilization function. This is retrieved via RS 232 from TIS 2000 when the diagnostic tool requests it. You can also retrieve security access in advance and then kept it for the entire time you are working on the car in question, even if you disconnect the diagnostic tool now and again. Key programming and some activations that concern the central locking system and electric window lifts, for example, are also protected and require security access.

Bus configuration can be read and reset as before. An addition is that, besides "Missing" and "OK", "Added" is also shown if a unit has been fitted without resetting the bus list. Furthermore, "Not fitted" is shown for control modules that are not mounted and should not be mounted in the car. The bus list is divided into four pages, two for the I-bus, one for the P-bus and one for the O-bus.

With an "Add / Remove" of a control module updating of the list takes place automatically. In connection with the trouble code reading a check is made on the buses in accordance with the previous concept. Further tools have been introduced for fault diagnosis of the buses. A fault counter in each control module can be read and reset using the diagnostic tool. The counter's value increases with short term breaks to the control module in question.

Scheme 10

Scheme 11

Scheme 12

Scheme 13

Scheme 14

Scheme 15

Scheme 16

1. When detaching connectors with locks, it is essential that the lock is released before the connector is detached. Ensure the connector locks properly when connecting. Example of some different connector types used in the car: 1.A. Pull out the slide to unlock the connector. After attaching the connector lock it by pressing in the slide. NOTE: Using a small screwdriver will help to unlock the connector. 1.B. Press in the lock tab to unlock the connector. Make sure the connector is locked properly when connecting. 1.C. Pull out the slide to unlock the connector. After attaching the connector lock it by pressing in the slide. 1.D. Press in the brace catch and push forward the brace. Push back the brace to lock the connector after connecting. NOTE: Make sure the brace is locked in the right position to ensure good contact between connectors. 1.E. Lift up the lock tab to unlock the connector. Make sure the connector is locked properly when connecting. 1.F. Press in the connector lock tab to release the brace. Release the connector slide while pushing the brace forward. NOTE: The connector may be damaged if too much force is used to push forward the brace without first releasing the slide. Push back the brace to lock the connector after connecting.
2. Ground yourself by touching the car body/engine before removing or fitting any of the connectors on the car's control modules.
3. Never pull the wiring harness when removing a connector.
4. Never touch the pins on the control module with your hands or clothes. IMPORTANT: Incorrect handing or the use of the wrong tool can damage the sleeves in the connector. Use a test cable (part no. 86 12 731) of the correct size to avoid damaging the sleeves in the connector.
5. When testing only probe tips intended for the purpose are to be used to avoid damaging the contacts. Use a test cable (part no. 86 12 731) of the right size.
6. Connectors may only be repaired when using specified special tools and spare parts.
7. The following connectors must not be repaired: Screened wires/coaxial cables (e.g. ESP sensor cable) Airbag system and pyrotechnical seat-belt tensioner system High tension cable (e.g. ignition system, xenon lamp).

Scheme 17

Scheme 18

1. Check for any contact problems in connections.
2. Check contacts, connectors and crimp connections with respect to oxidation, loose pins and pin clamping force. IMPORTANT: Incorrect handing or the use of the wrong tool can damage the sleeves in the connector. Use a test cable (part no. 86 12 731) of the correct size to avoid damaging the sleeves in the connector.
3. To check the connector clamping force, use a test cable with the right pin size (from kit 86 12 731). NOTE: Using a test cable that is too big will damage connector sleeves. Insert the test cable pin into the connector pin to feel the clamping force of the pins in question. Poor clamping force of the connector pins can cause bad contact. Also check that the engagement height of the pin is the same as the other pins in the connector. An engagement height that is too low could be an indication of a loose pin in the connector, which could cause bad contact.
4. Check wires and connections for open circuits.
5. Check wiring harness, connectors and ground connections.

Scheme 19

A suitable instrument to use is a multimeter.

The ohmmeter must not be used to test components containing semi-conductors, e.g. control modules and relay with timing functions, etc.

When measuring resistance, the power supply to the system being tested must be disconnected as the measuring instrument generates a weak current in the circuit in question.

This is done to ensure that there is no current already in the tested circuit and that the correct reading is obtained.

Scheme 20

Scheme 21

1. Turn on the load.
2. Set the multimeter for measuring voltage and connect the negative lead of the voltmeter to a good grounding point.
3. Connect the positive lead of the voltmeter to the point where the voltage is to be read.
4. On the output side of switches/control modules, it is better to start checking from these and gradually work your way towards the load. When there is no longer a voltage reading, you will have gone past the break point.
5. On the input side of switches/control modules/consumers, it is better to start at the power source (normally a fuse) and then move gradually towards the switch/control module/consumer. When there is no longer a voltage reading, you will have gone past the break point.

Scheme 22

Scheme 23

1. Make sure the component or lead to be tested is not under tension (e.g. by removing the relevant fuse).
2. Set the multimeter for measuring ohms and connect the ohmmeter to each end of the component/lead to be tested.
3. Jiggle the relevant wiring harness while observing the ohmmeter. Normally, the resistance of a wiring harness is less than 1 ohm. Specified values apply to components.

Scheme 24

Scheme 25

1. Make sure the lead being tested is not under tension (e.g. remove the relevant fuse) and that any loads are disconnected.
2. Set the multimeter for measuring ohms.
3. Connect one test lead to a good ground and the other to the point to be tested.
4. Carefully jiggle the wiring harness and make sure the multimeter reading shows infinite resistance (OL) all the time.

Scheme 26

1. The customer's description of the problem constitutes a basis for the fault diagnosis strategy. If necessary, the customer must demonstrate the trouble on the car to avoid misunderstandings.
2. In certain cases, the function may be correct. 2.a. Good product knowledge is required to decide this. 2.b. If the function is correct, this must be explained to the customer.
3. If the function is judged to be faulty, the car should be repaired. Saab's fault diagnosis strategy assumes that the technician is familiar with the customer's description of the problem. So note the customer's complaint and any other observations on the job sheet.
4. The technician obtains a readout of the diagnostic trouble codes from all systems. A malfunction in one system can often be caused by a fault in another system.
5. The car may contain diagnostic trouble codes which are secondary faults or which have been incorrectly generated. 5.a. Compare the customer complaint with the symptom description for the various diagnostic trouble codes. WIS has a quick search function for this purpose. 5.b. If the symptom description for a diagnostic trouble code matches the customer's complaint, this diagnostic trouble code is probably caused by the primary fault. Repair as per instructions.
6. If there is no match with diagnostic trouble codes or symptoms, the technician must diagnose the fault himself. 6.a. Search in WIS under fault diagnosis for symptoms in the system where the fault exists. Also check whether there is a TSB/MI in force. 6.b. If the symptom description in the current system matches the complaint, the right fault diagnosis description has probably been found. Repair as per instructions.
7. Certain fault symptoms can be remedied by reprogramming the control module. 7.a. Does the customer complaint stem from a known software problem in a programmable control module? 7.b. Reprogram the control module following the instructions in SPS.
8. If there is no match with diagnostic trouble codes or symptoms, the technician must diagnose the fault himself. Good technical product knowledge is required to solve this type of problem.
9. A final check must be carried out after the repair.
10. The car is ready.

When the component is to be replaced

1. Place the component in the return packaging without touching its pins.
2. Keep the new component in its packaging for as long as possible.