Basic Engine V6: Other Saab 9-3 II

To fit

Note. Read the engine designation (L or E) and the serial number on the old engine and stamp in the equivalent on the new one.

Scheme 851

Scheme 852

Scheme 853

Scheme 854

Scheme 855

Scheme 856

Scheme 857

Scheme 858

Scheme 859

Scheme 860

Scheme 861

Scheme 862

Scheme 863

Scheme 864

Scheme 865

Scheme 866

Scheme 867

Scheme 868

Scheme 869

Scheme 870

Scheme 871

Scheme 872

1. Auto: Turn the torque converter so that the bolt holes align with the holes on the driver plate and turn the engine so that the oval hole in the driver is centered at the starter motor opening. Fit «87 92 574 HOLDER»(ref-275854-S18204747502007122900000) to hold the torque converter in place during fitting. Lubricate the torque converter guide pin with grease.
2. Make sure the two guide sleeves are fitted on the engine and apply grease to the guide sleeves.
3. Install the gearbox on the engine. Auto: Remove «87 92 574 HOLDER»(ref-275854-S18204747502007122900000) just before the gearbox is in place.
4. Tighten the upper bolts between the engine and gearbox. Auto: Fit the plate bracket for the ground cable. Tightening torque: 19 Nm (14 lbf ft)
5. Connect 83 92 409 Lifting yoke, raise the engine with an engine lift and place it on the subframe.
6. Fit the bolts that hold the torque arms to the subframe. Tightening torque, rear torque arm: 80 Nm (59 lbf ft) Tightening torque, front torque arm: 60 Nm + 90° (44 lbf ft + 90°)
7. Fit the lower bolts between the engine and gearbox.
8. Auto: Press the torque converter against the driver plate. Fit the plug.
9. Auto: Apply Thread locking adhesive, Loctite 242 to the bolts holding the torque converter to the driver plate. NOTE: Use the original bolts with corresponding washers. The torque converter will be ruined if the bolts that are used are too long.
10. Auto: Turn the crankshaft clockwise with the pulley and tighten the bolts one at a time starting with the oval hole in the driver plate. Tightening torque: 62 Nm (46 lbf ft)
11. Fit the coolant pipe between the heat exchanger and thermostat housing. Use a new O-ring coated with acid-free Vaseline.
12. Position the wiring harness.
13. Auto: Plug in the connector of the gear selector position sensor/control module. Fit the clamp and ground cable to the plate bracket.
14. Man: Fit the cable mounting to the gearbox.
15. Connect the two clips on the rear of the engine and fit the cable duct on the gearbox.
16. Fit the engine control module with mounting.
17. Fit the cable duct of the intake manifold and plug in the 7-pin connector.
18. Fit the starter motor and connect the leads. Tightening torque 47 Nm (35 lbf ft)
19. Fit the coolant pipe to the thermostat housing. Use a new O-ring coated with acid-free Vaseline.
20. Attach the coolant hoses to the oil cooler.
21. Attach the turbocharger delivery hose to the turbocharger.
22. Install the secondary air injection pump complete with connectors, hoses and mountings.
23. Fit the upper mounting of the catalytic converter to the engine. Tightening torque, M10: 42 Nm (30 lbf ft)
24. Fit the catalytic converter with bracket. Use 90 513 210 UNIVERSAL PASTE on the nut threads. Fit the upper heated oxygen sensor. Tightening torque, flange to turbocharger: 25 Nm (18 lbf ft) Tightening torque, mounting to oil sump: 19 Nm (14 lbf ft) Tightening torque, mounting to exhaust flange: 40 Nm (30 lbf ft)
25. Plug in the connectors of the heated oxygen sensors.
26. Fit the upper and lower heat shield to the turbocharger.
27. Fit the power steering pump bracket.
28. Fit the A/C bracket and the turbocharger delivery pipe mounting. Tightening torque, A/C bracket: 38 Nm (28 lbf ft)
29. Hook on the power steering fluid reservoir; secure the hose with the clip.
30. Plug in the engine control module connectors and connect the ground cable.
31. Fit the power steering pump. Tightening torque: 19 Nm (14 lbf ft)
32. Fit the drive belt.
33. Attach the engine mounting to the engine. Tightening torque 93 Nm (69 lbf ft)
34. Fit the bearing anchorage of the intermediate shaft. Tightening torque 24 Nm (18 lbf ft).
35. Fit the generator bracket. Tightening torque, M8: 22 Nm (16 lbf ft) Tightening torque, M10: 38 Nm (28 lbf ft)
36. Fit the generator and its electrical connections. Tightening torque 24 Nm (18 lbf ft).
37. Install the right-hand drive shaft with intermediate shaft.

1. Fit «REAR CAMSHAFT COVER»(ref-275854-S07148504142007122900000) or «FRONT CAMSHAFT COVER»(ref-275854-S28178670922007122900000) .
2. Fit «VALVE MECHANISM, REAR CYLINDER HEAD, B284 (OLD VERSION)»(ref-275854-S41703001322007122900000) or «VALVE MECHANISM, FRONT CYLINDER HEAD, B284 (OLD VERSION)»(ref-275854-S36181162132007122900000)

1. Fit «SPARK PLUG»(ref-275854-S20085298312007122900000) .
2. Remove the test cable and put back relay no. 8.

Scheme 873

Scheme 874

Scheme 875

Scheme 876

Scheme 877

Scheme 878

1. Raise the car.
2. CV: Remove «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000) .
3. Fit 83 96 145 Centering fixture, subframe - engine on the engine's subframe and 83 96 152 Centering tool, power train with «32 025 059 SUPPORT»(ref-275854-S15940127642007122900000) . First remove the two long supports. Relieve the load from the engine.
4. Remove the front spoiler shield.
5. Lower the car.
6. Remove the upper section of the air cleaner.
7. Remove the lower section of the air filter.
8. Remove the engine pad.
9. Remove the power steering pipe clip from the engine mounting.
10. Remove the engine mounting from the engine. NOTE: The hole for the lower bolt is slotted (some models do not have a lower bolt).
11. Relieve the tension in the belt with a 1/2" handle and remove the belt. Guide the belt behind the belt tensioner's gear. Mark the direction of rotation if the belt is to be re-fitted.

Scheme 879

Scheme 880

Scheme 881

Scheme 882

Scheme 883

Scheme 884

1. Position the belt, relieve the load on the belt tensioner and fit the belt. Start by fitting the belt on the belt tensioner.
2. Check the belt position on all pulleys.
3. Fit the engine mounting to the engine (some models do not have a lower bolt). Tightening torque 93 Nm (69 lbf ft)
4. Fit the power steering pipe clip to the engine mounting.
5. Fit the engine pad. Tightening torque to body: 50 Nm + 180° (37 lbf ft + 180°) Tightening torque to engine mounting: 45 Nm + 90° (33 lbf ft+ 90°)
6. Fit the lower section of the air cleaner.
7. Fit the upper section of the air cleaner.
8. Raise the car.
9. Fit the front spoiler shield.
10. Remove Centering fixture, subframe and Centering tool, power train and Support.
11. CV: Fit «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000) .
12. Lower the car.

Scheme 885

Scheme 886

Scheme 887

Scheme 888

Scheme 889

1. Raise the car.
2. CV: Remove «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000) .
3. Fit 83 96 145 Centering fixture, subframe - engine on the engine's subframe and 83 96 152 Centering tool, power train with «32 025 059 SUPPORT»(ref-275854-S15940127642007122900000) . First remove the two long supports. Relieve the load from the engine.
4. Lower the car. IMPORTANT: When removing the air cleaner casing cover, be careful not to damage the brake vacuum pump sensor.
5. Remove the upper section of the air cleaner.
6. Remove the lower section of the air filter.
7. Remove the engine pad.
8. Remove the power steering pipe clip from the engine mounting.
9. Remove the engine mounting from the engine (some models do not have a lower bolt). NOTE: The hole of the lower bolt is slotted.

Scheme 890

Scheme 891

Scheme 892

Scheme 893

1. Fit the engine mounting to the engine (some models do not have a lower bolt). Tightening torque 93 Nm (69 lbf ft)
2. Fit the power steering pipe clip to the engine mounting.
3. Fit the engine pad. Tightening torque to body: 50 Nm + 180° (37 lbf ft + 180°) Tightening torque to engine mounting: 45 Nm + 90° (33 lbf ft+ 90°)
4. Fit the lower section of the air cleaner.
5. Fit the upper section of the air cleaner.
6. Raise the car.
7. Remove Centering fixture, subframe and Centering tool, power train.
8. CV: Fit «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000) .
9. Lower the car.

Scheme 894

Scheme 895

1. Place covers over the wings to keep the paintwork clean and protect it from damage.
2. Remove the battery.
3. Remove the battery tray.
4. Unload the power train using a jack under the gearbox.
5. Remove the engine pad bolts from the gearbox.
6. Lower the power train.
7. Remove the engine pad bolts from the body.
8. Remove the engine pad.

Scheme 896

Scheme 897

Scheme 898

1. Fit the engine pad into place. Tighten. Tightening torque 15 Nm + 30° (11 lbf ft + 30°)
2. Raise the power train.
3. Fit the engine pad bolts to the gearbox but do not tighten.
4. Raise the car.
5. CV: Remove the cross braces. See «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000) .
6. Fit 83 96 152 Centering tool, power train to the subframe. See also «CENTERING TOOL, ENGINE AND SUBFRAME»(ref-275839-S09940813002007122900000) .
7. Lower the car.
8. Tighten the engine pad bolts to the gearbox. Tightening torque: 70 Nm + 45° (52 lbf ft + 45°)
9. Fit the battery tray and the battery.
10. Raise the car and remove 83 96 152 Centering tool, power train from the subframe.
11. Fit the cross brace. See «CHASSIS REINFORCEMENT, FRONT SUBFRAME, CV, PETROL»(ref-275876-S05650643942007122900000) .
12. Lower the car and remove the wing protectors.
13. Carry out «PROCEDURES AFTER DISCONNECTING THE BATTERY (2006)»(ref-275860-S17719632962007122900000) or «PROCEDURE AFTER DISCONNECTING THE BATTERY (2007)»(ref-279916-S18926929322008021800000) .

Scheme 899

Scheme 900

Scheme 901

Scheme 902

Scheme 903

1. Remove «DRIVE BELT, AUXILIARIES»(ref-275854-S18106657652007122900000) .
2. Remove the pipe running to the mass air flow sensor.
3. Remove the upper engine cover.
4. Remove the upper turbocharger delivery pipe.
5. Remove the bolts of the front turbocharger delivery pipe.
6. Raise the car.
7. Detach the turbocharger delivery pipe from the hose and the A/C compressor.
8. Lower the car.
9. Remove the battery cover.
10. Remove the battery coolant pipe.
11. Remove the upper radiator mountings.
12. Press the radiator assembly forward and remove the front turbocharger delivery pipe.
13. Remove the lower bolt of the power steering pump.
14. Slightly loosen the upper bolts of the power steering pump.
15. Remove the power steering pump.
16. Remove the bolts holding the cable duct in place.
17. Remove the belt tensioner.

Scheme 904

Scheme 905

Scheme 906

Scheme 907

Scheme 908

1. Fit the belt tensioner. Tightening torque 22 Nm (16 lbf ft)
2. Fit the cable duct.
3. Reposition and fasten the power steering pump. Tightening torque 22 Nm (16 lbf ft)
4. Press the radiator assembly forward and fit the front turbocharger delivery pipe. Do not tighten yet.
5. Raise the car.
6. Fit the turbocharger delivery pipe to the A/C compressor and fit the delivery hose.
7. Lower the car.
8. Tighten the delivery pipe bolts.
9. Fit the upper turbocharger delivery pipe.
10. Fit the upper radiator mountings.
11. Fit the battery coolant pipe.
12. Fit the battery cover.
13. Attach the pipe to the mass air flow sensor.
14. Fit the upper engine cover.
15. Fit «DRIVE BELT, AUXILIARIES»(ref-275854-S18106657652007122900000) .

Scheme 909

Scheme 910

Scheme 911

Scheme 912

1. Raise the car and remove the right front wheel.
2. Remove the right wing liner.
3. Mark the belt's direction of rotation. Unload the belt tensioner. Use a 1/2" puller and remove the poly-V-belt from the crankshaft pulley.
4. Remove the bolt holding the crankshaft pulley using «83 95 360 HOLDING TOOL, CRANKSHAFT PULLEY»(ref-275854-S05764320762007122900000) (handle only) and «EN-47981 HOLDING TOOL, PULLEY»(ref-275854-S18686389472007122900000) . NOTE: The pulley is pressed onto the crankshaft.
5. Remove the pulley using «EN-47982 PULLER»(ref-275854-S17851804252007122900000) and «EN-47981 HOLDING TOOL, PULLEY»(ref-275854-S18686389472007122900000) .

Scheme 913

Scheme 914

Scheme 915

Scheme 916

1. Clean the sealing surface of the pulley.
2. Press the pulley onto the crankshaft using KM-J 41998 Fitting tool.
3. Fit the bolt using «83 95 360 HOLDING TOOL, CRANKSHAFT PULLEY»(ref-275854-S05764320762007122900000) (handle only) and «EN-47981 HOLDING TOOL, PULLEY»(ref-275854-S18686389472007122900000) . Tightening torque: 100 Nm + 150° (74 lbf ft + 150°)
4. Fit the drive belt.
5. Refit the right wing liner.
6. Fit the right front wheel.

Scheme 917

1. Remove «CRANKSHAFT PULLEY»(ref-275854-S19156438302007122900000) .
2. Remove the seal using 87 91 360 Extractor

Scheme 918

1. Clean the sealing surfaces.
2. Lubricate the new seal with non-acidic Vaseline.
3. Fit the seal using «EN-47635 FITTING TOOL»(ref-275854-S20003676482007122900000) and a plastic mallet.
4. Fit «CRANKSHAFT PULLEY»(ref-275854-S19156438302007122900000) .

Scheme 919

1. Remove «FLYWHEEL»(ref-275841-S29475999102007122900000) .
2. Remove the crankshaft seal: Remove the bolts (A) Prize off the crankshaft seal (B) using a suitable tool from the cylinder block and the oil sump. NOTE: The crankshaft sealing ring is only supplied complete with housing.
3. Clean the sealing surfaces and oil sump grooves.

Scheme 920

Scheme 921

Scheme 922

1. Apply sealing compound and fit the special tool: Apply an approx. 3 mm thick bead of sealing compound on the oil sump's grooves (arrows) Press gently so that the sealing string becomes flat. Apply sealing compound on the edges to the left and right of the sealing surface. Fit «EN-47839 FITTING TOOL»(ref-275854-S08552674822007122900000) (A) on the crankshaft. Tighten the bolts (B) NOTE: Check that the oil sump's grooves (arrows) are filled with sealing compound and that the sealing string is applied consistently across the whole width of the oil sump's sealing surface. The component may only be touched on its metal housing - the sealing ring must not be touched!
2. Apply an approx. 3 mm thick bead of sealing compound (A)
3. Fit the crankshaft seal: Press the crankshaft seal (A) into the cylinder block over «EN-47839 FITTING TOOL»(ref-275854-S08552674822007122900000) . Fit the bolts (B). Tightening torque 10 Nm (7 lbf ft)
4. Remove «EN-47839 FITTING TOOL»(ref-275854-S08552674822007122900000) .
5. Fit «FLYWHEEL»(ref-275841-S29475999102007122900000) .

Scheme 923

Scheme 924

1. Remove «POWER TRAIN REMOVAL»(ref-275854-S33378151892007122900000)
2. Remove «CAMSHAFT COVERS, REMOVED ENGINE»(ref-275854-S24663228022007122900000) .
3. Remove «TIMING COVER»(ref-275854-S08547553002007122900000) .
4. Remove «OIL SUMP»(ref-275854-S23517497792007122900000) .
5. Remove the flywheel or driver plate. Use «EN-46106 FLYWHEEL LOCKING ATTACHMENT»(ref-275854-S27760648232007122900000) as counterhold.
6. Remove the crankshaft's rear seal.
7. Clean around the parts and remove gasket residue.

Scheme 925

Scheme 926

Scheme 927

1. Add a 2 mm thick bead of 93 160 951 Flange sealant.
2. Fit the crankshaft's rear seal. Use «EN-47839 FITTING TOOL»(ref-275854-S08552674822007122900000) as a guide. Tightening torque 10 Nm (7 lbf ft)
3. Fit the flywheel or driver plate. Use «EN-46106 FLYWHEEL LOCKING ATTACHMENT»(ref-275854-S27760648232007122900000) as counterhold. Apply Thread locking adhesive, Loctite 270 to the bolts. Tightening torque: 30 Nm +45° (22 lbf ft +45°)
4. Fit «OIL SUMP»(ref-275854-S23517497792007122900000) .
5. Fit «TIMING COVER»(ref-275854-S08547553002007122900000) .
6. Fit «CAMSHAFT COVERS, REMOVED ENGINE»(ref-275854-S24663228022007122900000) .
7. Fit «POWER TRAIN REMOVAL»(ref-275854-S33378151892007122900000) .

Check the engine oil pressure

Scheme 928

1. Remove the banjo nipple in the turbocharger oil delivery pipe, collect any oil spill.
2. Fit 83 93 852 Pressure measuring equipment, fuel pressure and oil pressure using new sealing washers.
3. Start the engine and read off the pressure. See «OIL PRESSURE»(ref-275854-S10748719412007122900000) under Lubricating system. Turn off the engine.
4. Make sure the pressure gauge is showing 0 bar before detaching it from the adapter. Remove the pressure gauge and the adapter. Wipe away any spilled oil.
5. Fit the banjo nipple with new sealing washers. Grip the pipe so it does not turn. NOTE: Engines with aluminum washers: first fit washers part no. 551 700 00 on the banjo nipple where the tabbed gasket section is turned towards the turbo. Fit the banjo screw by screwing it through the gasket and then into the turbo. Tightening torque 22 Nm (16 lbf ft)

Scheme 929

Scheme 930

Scheme 931

Scheme 932

Scheme 933

1. Remove the air cleaner cover.
2. Detach the pipe of the mass air flow sensor.
3. Remove the upper engine cover.
4. Remove the upper turbocharger delivery pipe.
5. Remove the bolts of the turbocharger delivery pipe.
6. Raise the car.
7. Detach the turbocharger delivery pipe from the hose and the A/C compressor.
8. Lower the car.
9. Remove the battery cover.
10. Remove the battery coolant pipe.
11. Remove the upper radiator mountings.
12. Press the radiator assembly forward and remove the turbocharger delivery pipe.
13. Unplug the connector from the oil pressure switch.
14. Remove the oil pressure switch using «32 025 062 CROW FOOT SPANNER»(ref-275854-S28439952382007122900000) .

Scheme 934

Scheme 935

Scheme 936

Scheme 937

Scheme 938

1. Fit the oil pressure switch. Tightening torque 20 Nm (15 lbf ft).
2. Fit the connector.
3. Press the radiator assembly forward and fit the turbocharger delivery pipe. Do not tighten yet.
4. Raise the car.
5. Fit the turbocharger delivery pipe to the A/C compressor and fit the delivery hose.
6. Lower the car.
7. Tighten the delivery pipe bolts.
8. Fit the upper turbocharger delivery pipe.
9. Fit the upper radiator mountings.
10. Fit the battery coolant pipe.
11. Fit the battery cover.
12. Attach the pipe to the mass air flow sensor.
13. Fit the cover on the air cleaner.
14. Fit the upper engine cover.

Scheme 939

Scheme 940

1. Remove «POWER TRAIN REMOVAL»(ref-275854-S33378151892007122900000) .
2. Remove «CAMSHAFT COVERS, REMOVED ENGINE»(ref-275854-S24663228022007122900000) .
3. Remove «TIMING COVER»(ref-275854-S08547553002007122900000) .
4. Remove the oil cooler assembly from the cylinder block. Remove the gasket.
5. Remove the oil sump. Carefully prise with a pry bar.
6. Clean sealing surfaces of gasket residue and the like.

Scheme 941

Scheme 942

Scheme 943

1. Apply a 2 mm thick bead of 93 160 951 Flange sealant on the oil sump's sealing surface and fit a new seal on the oil sump intake pipe.
2. Fit the oil sump. Tightening torque, M6 bolts: 10 Nm (7 lbf ft) Tightening torque, M8 bolts, 25 Nm (18 lbf ft).
3. Fit a new gasket and fit the oil cooler to the cylinder block. Tightening torque 25 Nm (18 lbf ft)
4. Fit «TIMING COVER»(ref-275854-S08547553002007122900000) .
5. Fit «CAMSHAFT COVERS, REMOVED ENGINE»(ref-275854-S24663228022007122900000) .
6. Fit «POWER TRAIN REMOVAL»(ref-275854-S33378151892007122900000) .

Scheme 944

1. Remove «CAMSHAFT DRIVE, B284 (OLD VERSION)»(ref-275854-S37177709562007122900000) .
2. Remove the oil pump.

Scheme 945

1. Fit the oil pump against the flat surface at the crankshaft.
2. Fit the oil pump bolts. Tightening torque 23 Nm (17 lbf ft)
3. Fit «CAMSHAFT DRIVE, B284 (OLD VERSION)»(ref-275854-S37177709562007122900000) .

Scheme 946

Scheme 947

1. Remove «OIL SUMP»(ref-275854-S23517497792007122900000) .
2. Remove the wind deflector.
3. Remove the baffle plate.
4. Remove the circlip and press in the connector.
5. Remove the level switch from the oil sump.

Scheme 948

Scheme 949

1. Fit the level switch to the oil sump.
2. Fit the connector with a new O-ring lightly coated with Vaseline. Secure with the circlip.
3. Fit the baffle plate.
4. Fit the wind deflector. Fit «OIL SUMP»(ref-275854-S23517497792007122900000) . Tightening torque 10 Nm (7 lbf ft)

Scheme 950

1. Remove the upper engine cover.
2. Lift the catch with small, bent screwdriver, turn clockwise and raise the filler pipe.

Scheme 951

1. Fit the oil filler pipe with O-ring.
2. Fit the upper engine cover.

Scheme 952

Scheme 953

1. Raise the car. IMPORTANT: The flexible bellow on the front section of the exhaust system must not be bent more than 5° from its neutral line. This means that if the front exhaust system is left hanging freely, it must not be bent more than by its own weight. If the strain on the pipe is too great, its component parts will be permanently deformed. This can cause noise, leaks and eventually complete breakdown.
2. Remove the nuts from the front exhaust pipe on the catalytic converter. Take the strain off the front section with 83 95 212 Strap.
3. Remove the rear torque arm bracket.
4. Remove the rear torque arm.

Scheme 954

Scheme 955

1. Fit the rear torque arm. Tightening torque 60 Nm (44 lbf ft)
2. Fit the rear torque arm bracket. Tightening torque 80 Nm (59 lbf ft).
3. Fit the rear exhaust pipe. Remove the strap. Tightening torque 25 Nm (18 lbf ft).
4. Lower the car.

Scheme 956

Scheme 957

1. Raise the car.
2. Remove the front torque arm. Auto: Man

Scheme 958

Scheme 959

1. Fit the front torque arm. Tightening torque, nut and bolt 60 Nm +90° (44 lbf ft +90°) Tightening torque bolt to gearbox 80 Nm (59 lbf ft) Auto: Man
2. Lower the car.

Scheme 960

Scheme 961

Scheme 962

Scheme 963

Scheme 964

1. Remove the upper engine cover.
2. Detach the ground cables and unplug the connectors of the engine control module. IMPORTANT: Take care when releasing the locking mechanism on the connector so as not to damage the connector. Pull the halves straight apart to avoid bending the pins. For further information regarding connectors, refer to «CONNECTORS, HANDLING AND INSPECTION»(ref-275842-S26624887112007122900000) .
3. Remove the engine control module with mounting. The lower hole of the mounting is slotted.
4. Unplug the atmospheric pressure sensor connector.
5. Remove the cable duct from the plate bracket.
6. Remove the plate bracket from the intake manifold.
7. Detach the brake vacuum hose from the intake manifold.
8. Remove the holder and check valves for crankcase ventilation and tank bleeding.
9. Unplug the ignition coil connectors. At cylinder 4, the ignition coil must be loosened and lifted slightly in order to unplug the connector.
10. Remove the ignition coils.
11. Remove the spark plugs using 83 95 485 Spark plug socket, with guide sleeves.

Scheme 965

Scheme 966

Scheme 967

Scheme 968

Scheme 969

1. Check the spark plug gap.
2. Fit the spark plugs using 83 95 485 Spark plug socket, with guide sleeves. Tightening torque 28 Nm (21 lbf ft)
3. Fit the ignition coils. At cylinder 4, the connector must be plugged in before the ignition coil is fitted.
4. Plug in the ignition coil connectors.
5. Fit the holder and check valves for crankcase ventilation and tank bleeding.
6. Attach the brake vacuum hose to the intake manifold.
7. Fit the plate bracket to the intake manifold.
8. Fit the cable duct to the plate bracket.
9. Plug in the atmospheric pressure sensor connector.
10. Fit the engine control module with mounting. The lower hole of the mounting is slotted.
11. Attach the ground cables to the engine control module and plug in the connectors. IMPORTANT: Take care when plugging in the connector so as not to damage or press out the pins/sleeves in the connector. For further information regarding connectors, refer to «CONNECTORS, HANDLING AND INSPECTION»(ref-275842-S26624887112007122900000) .
12. Replace the upper engine cover.

Scheme 970

Petrol engine

The B284 engine is a turbocharged V6 engine manufactured completely of aluminum with 60° between cylinder banks, 4 valves per cylinder and 2 camshafts per bank. The firing sequence is 1-2-3-4-5-6. The front cylinder bank has even numbered cylinders (2-4-6) while the rear has odd numbered cylinders (1-3-5).

The camshafts are driven via a chain drive system. The engine family can be modified from 2.8 to 3.8 liters through a combination of different bores and crankshafts. The V6 engine installed on the Saab 9-3 has a volume of 2.8 liters and is equipped with a turbocharger whose turbine is supplied exhaust gases from both cylinder banks, unlike the previous V6 engine which was asymmetrically turbocharged.

The turbocharger, known as a "twin scroll" turbocharger, is a relatively new type for petrol engines. "Twin scroll" means that the turbine housing is divided into two spirals - one fed from the front cylinder bank and the other fed from the rear cylinder bank. The compressor has a standard design.

In order to achieve better performance, lower fuel consumption and low emissions, the engine is equipped with continuous variable cam phasing (CVCP). With CVCP, the engine's intake camshafts can be adjusted to generate the best function. These adjustments occur hydraulically.

The engine comes in two variants - B284E with 230 hp maximum power and 330 Nm maximum torque. B284L with 250 hp maximum power and 350 Nm maximum torque. The basic engine of the two variants is identical. It is the software that determines the level of performance.

Cylinder block

B284 is a fluid-cooled, 6-cylinder V engine made of an aluminum alloy. Then engine has a 60° angle between the cylinder banks, 4 valves per cylinder and 2 overhead camshafts per bank. The engine is a cross-flow type, i.e. with intake ducts on one side and exhaust ducts on the other side of the combustion chambers. The cylinder liners are steel and are cast in the cylinder block. The cylinders are completely surrounded by coolant, including between the cylinders. The four main bearing caps are mounted with six bolts each. Two of the six bolts are so-called cross bolts, constituting an important part of the stability in the bottom of the cylinder block. The thrust bearing is located at the third main bearing cap.

Scheme 971

Scheme 972

In order to reduce the amount of air mixed in the oil in the crankcase, return oil is led from the cylinder heads in ducts that lead to the oil sump. Thus, the return oil does not come in contact with moving parts such as the crankshaft and connecting rods.

The cylinder block also houses bored oil ducts to supply oil to bearings, the turbocharger and the cam phasing mechanism.

Scheme 973

Scheme 974

The cylinder head is made of aluminum and has four valves per cylinder. The combustion chambers are pentroof type. Two camshafts are mounted in the cylinder head with four bearing caps. The bearing cap closest to the camshaft sprocket has cast ducts for transferring oil to the CVCP pinion of the intake camshaft.

The cylinder heads also house a position sensor for the intake camshaft and valves for CVCP control.

Crankshaft

The crankshaft is made of forged steel and has ground bearing journals, the surface of which is hardened via induction hardening. This generates a hard outer layer that protects against wear. The crankshaft is mounted in 4 main bearings, no. 3 of which has a thrust bearing. The crankshaft contains bored ducts for lubrication oil. The crankshaft is dynamically balanced. It is relatively compact and powerful, which reduces torsional vibration and vibration. The toothed wheel of the crankshaft position sensor is mounted on the rear edge of the crankshaft. It comprises a steel disc with 58 teeth and one space with no tooth.

Scheme 975

Piston

The pistons are made of a light metal alloy and have grooves for two compression rings and one groove for the oil scraper ring. The piston ring grooves are hard anodized to reduce wear. The top compression ring is made of stainless steel and has a plasma coating. The other compression ring is made of cast iron and is a napier ring. Both compression rings are low tension rings. The three-piece oil scraper ring comprises two thin, chromium-plated scraper rings with an expander between. The piston ring groove is drained via four slits - two on each side of the piston. The gudgeon pin is free floating in the piston.

Scheme 976

The piston skirts have a graphite coating in order to reduce wear and friction against the cylinder walls.

Scheme 977

Scheme 978

The connecting rods are made of sinter-forged steel. The principle behind such is that a steel alloy in powder form is poured into a form. The form is pressed together and heated. The metal powder that is pressed together and heated to its fusing point fuses into a strong yet light connecting rod.

The greatly dimensioned small end has a bearing bushing of brass while the big end has two loose bearing shells. The top of the small end contains a bored hole for lubrication. Both bearing bushings and the bearing shells can be replaced.

The big end bearing cap is divided by splitting, which generates good fit and roundness.

Cam transmission

The engine is equipped with four overhead camshafts - two per cylinder head. A gear wheel mounted on the crankshaft drives the so-called primary chain, which is toothed. A self-adjusting hydraulic chain tensioner ensures that the primary chain has the correct tension. The chain is controlled with the help of three chain control guides.

Scheme 979

The distribution chain drive the distribution pinion of the front and rear bank's timing chains. A timing chain runs from the distribution pinion up to the respective cylinder head. Each timing chain has two guides and a self-adjusting hydraulic tensioner.

Scheme 980

The exhaust camshaft has a silent pinion while the intake camshaft has a hydraulic cam phasing mechanism (CVCP). The camshafts actuate rocker arms with roller bearings (aka roller finger followers) that are shaped like a ball cup at one end. This ball cup meets the ball-shaped upper part of the hydraulic valve clearance balancer. The other end of the rocker arm actuates the valve stem. The hydraulic valve clearance balancers keep the clearance between the rocker arm/roller bearing at zero. The valve clearance balancers thus do not participate in the movement of the valve mechanism.

Scheme 981

The valves are steel with chromium-plated spindles. The exhaust valves are sodium cooled.

Scheme 982

CVCP, general

Continuous variable cam phasing (CVCP) is a system that makes continual variation of the intake camshafts' position, i.e. phasing, possible. The duration (the number of degrees the values are hold open) remains constant. It is the position of the cam lobes, i.e. the camshaft angles when the intake values open or close, that are different. This is controlled by ECM via hydraulic valves in order to obtain the optimal intake camshaft setting at any given operating point.

Scheme 983

Camshaft, general

The camshafts control the movements of the valves. The profile of the camshaft lobes is determined by which properties were prioritized for the engine type in question. Normally, there are many conflicting requirements that must be met. High peak output often leads to uneasy idling and a weak low RPM register. On the other hand, if good low RPM properties are prioritized, high peak output suffers.

Use of supercharging with a turbocharger makes it possible to make design limits a little fuzzy. You can choose a camshaft with good properties during idling and in the low RPM register. In the high RPM register, where the camshaft is a limitation, you can allow boost pressure to increase in order to compensate for the output the engine loses due to the mild camshaft profile.

Following this line of argument, fixed camshaft times are a limitation. With stricter environmental requirements and increased demands for soft engine running and high output, it is becoming increasingly difficult to get these conflicting requirements to come together. The solution is variable cam phasing. By equipping the intake camshafts with a pinion containing a hydraulic mechanism, the intake camshafts can assume the position most beneficial to the specific operating point.

Camshaft, idling

When idling, the camshaft is let go later, which reduces the overlap between the exhaust phase and intake phase. When the engine is idling, pressure in the intake manifold is low (vacuum). If the camshafts have a large overlap, i.e. the exhaust valves and intake valves are wide open at the same time, exhaust gases are sucked into the cylinder due to the negative pressure in the intake manifold. This results in a high residual gas content in the cylinder, which in turn leads to uneven idling and increased emissions. Note that at a slightly higher engine load, the engine can tolerate a higher residual gas content without uneven running. This is used to reduce emissions and fuel consumption.

Scheme 984

Camshaft, moderate load

In order to reduce both exhaust emissions, especially NOx and CO2, as well as fuel consumption, the intake camshafts are set rather early when engine load is moderate, corresponding to the load of the most common driving conditions, such as motorway driving. The purpose is to increase internal EGR. By increasing overlap, the residual gas content in the cylinders increases. The increased residual gas serve as a standard EGR system - adding exhaust gases to the charge air reduces the NOx content of the exhaust gases.

Increased internal EGR also reduces pump loses during the engine intake phase. Pump loses are the work used for engine gas exchange. For example, when driving with a light load, the engine's air supply must be choked using the throttle valve. The pressure in the intake manifold is then low (vacuum). Because of this low pressure, the piston needs more energy to move down during the intake phase. If it is possible to increase pressure in the intake manifold without increasing the intake air mass (which would generate the wrong torque), pump loses would be reduced. In this case, the cylinders would be partially filled with residual gases, which would cause the pressure in the intake manifold to increase in order to take in the same air mass as would be required if there was not a high residual gas content.

Scheme 985

Camshaft, high engine speed and high load

When the engine is running with a high load at a high engine speed, the capacity is increased in that the intake camshafts are allowed to go later. By filling the cylinder when the piston is down low (creating a large volume), there is room for more air mass at the same given intake pressure. Since engine speed is high, there is minimal backflow of air when the piston is on its way up in the cylinder even through the intake valves are open.

Scheme 986

CVCP mechanism

The CVCP mechanism consists of a housing with a gear for the timing chain. The walls on the inside of the housing contain four chambers. A rotor with four wings is situated in the center of the housing and is mounted on the camshaft. A guide pin ensures correct positioning between CVCP and the camshaft during installation. Oil is led from the CVCP solenoid valve through ducts up to the camshaft bearing cap. A number of radial holes bored into the camshaft bearing surface lead oil in the camshaft to the CVCP mechanism's rotor and into the chambers.

Scheme 987

Scheme 988

Regulation of oil flow affects the position of the wings in the chambers. The rotor (camshaft) position can thus be displaced in relation to the housing (timing chain). This way, the camshaft position can be displaced 50 crankshaft degrees. An aperture disc is mounted to the side of the rotor to enable ECM to measure the position of the camshaft.

In order to ensure the camshaft position upon start and in the event of a system fault, the CVCP mechanism is equipped with a lock consisting of a spring-loaded piston actuated by oil pressure to the "pre-setting side". Upon start or, for example, in the event of an open circuit on the lead to the solenoid valve, pressure on the pre-setting side becomes zero. The pistons locks the housing with the rotor and the camshaft position is now in the starting position. When the engine is then started and camshaft control begins to work, pressure on the pre-setting side increases and the spring force for the piston is overcome. Locking is released and the oil pressure actuates the wings in the chambers to turn the CVCP mechanism.

Scheme 989

ECM regulates a PWM voltage to the solenoid valve, causing the valve plunger to move. The position of the plunger is determined by the balance between the return spring and the power from the coil. When the coil is de-energized, the plunger resumes its home position through the force of the return spring. The valve closes the oil flow to "pre-setting" and opens it to "post-setting". The CVCP mechanism then assumes its starting position.

Scheme 990

The valves have four ports, three of which have filters. The return port does not need a filter. The oil pressure from the engine's lubrication oil pump is supplied to the center port. The plunger assumes different positions depending on the size of the PWM voltage. When no voltage is supplied, there is a connection between oil pressure and "post-setting". The port for "pre-setting" is connected to "oil return". By varying the PWM voltage, the plunger can assume any number of positions in order to achieve the desired camshaft setting.

Scheme 991

ECM regulates camshaft position based primarily on engine speed and load. A number of other values are used for minor compensations. Based on these values, ECM calculates requested camshaft position, converts it to the necessary PWM and sends it out to the valves. A Hall sensor reads the position of the aperture discs and thereby the current position of the camshafts. ECM compares the requested and actual positions. If there is deviation, the PWM voltage to the valves is corrected.

Scheme 992

Scheme 993

Scheme 994

General

Engine oil is used not only to lubricate and cool the engine, but also for the operation of the CVCP mechanism. The oil sump is made of cast aluminum and has a lower and an upper baffle plate, a so-called windage tray. The oil level switch is mounted in the sump. The oil pump is a complete unit mounted in the cylinder block behind the cam timing cover. The oil cooler is mounted on the cylinder block while the front of the engine houses the filter housing and oil pressure switch.

It is vital that the oil change intervals specified in the Saab Service Programme are followed to ensure that all engine components reach their full service life and that engine performance is optimal. Servicing must be carried out when one of the criteria - service message, distance or time - is met. It is also vital that oil complying with specification GM-LL-A-025 is used.

Scheme 995

Oil sump

The oil sump is cast of an aluminum allow in a power version that reduces noise. The sump has a lower baffle plate to control oil movements and prevent the oil pump from sucking in air. To reduce crankshaft friction loses, the sump is also equipped with an upper baffle plate, a so-called "windage tray". This plate reduces the amount of oil drawn in with the crankshaft rotations, which in turn reduces friction. A oil level switch is mounted in the oil sump.

Scheme 996

Scheme 997

Oil pump

Engine lubrication is handled by a pressure lubricating system in which oil pressure is generated by a gear pump (a gerotor pump) consisting of a pump housing with cover, gear and a centrally displaced gear ring. The pump housing is mounted in the cylinder block behind the cam timing cover and is driven directly by the crankshaft. The pressure relief valve is located in the pump housing. The oil pump sucks in oil from the sump via a pipe. The oil is lead in the gear pump and is then forced out via a duct in the engine to the heat exchanger. Once the oil has passed the heat exchanger, it is filtered in the oil filter.

Scheme 998

Scheme 999

Oil filter

The engine is equipped with an oil filter order to prevent wear and engine damage from particles and to reduce engine wear. The filter is an insert filter. The filter cartridge should be changed as specified in the Service Programme. In the event of a filter clog, an overflow valve in the oil filter holder cover opens. The oil then passes without being cleaned. This is a safety feature since oil circulation is vital under all conditions.

Scheme 1000

Heat exchanger

In order to maintain a uniform engine oil temperature, it passes through a heat exchanger. When a cold engine is started, the coolant warms up the engine oil. Conversely, if the engine is driven with a high load, i.e. the engine oil is warmer than the coolant, the heat exchanger cools the engine oil. The heat exchanger is mounted together with the oil filter on the cylinder block on the back of the engine.

Scheme 1001

Engine oil level switch (243)

Location

Z18XE

at the bottom of front edge of the oil pan

Scheme 1002

Z19DT

on rear of engine under crankshaft position sensor

Scheme 1003

Z19DTH

on rear of engine under crankshaft position sensor

Scheme 1004

Pressure sensor, engine oil (696)

Location: above the A/C compressor

Scheme 1005

Scheme 1006

GENERAL DATA SPECIFICATION

Cylinder bore

CYLINDER BORE SPECIFICATION

General data

PISTON GENERAL DATA SPECIFICATION

Scheme 1007

The piston diameter is measured perpendicular to the piston pin and 9 mm from the piston base

PISTON DIAMETER

Piston pin

PISTON PIN DIAMETER

Scheme 1008

Connecting rod

CONNECTING ROD DIAMETER

General data B284

CRANKSHAFT MAIN BEARING DIAMETER

Crankshaft journal diameter B284

CRANKSHAFT JOURNAL DIAMETER B284

Main bearing journal diameter B284

MAIN BEARING JOURNAL DIAMETER B284

Scheme 1009

Scheme 1010

1. Inlet valves INLET VALVES DIAMETER A mm 5.955 - 5.975 B mm 35.03 - 35.29 C mm 101.23 E ° 45
2. Exhaust valves EXHAUST VALVES DIAMETER A mm 5.945 - 5.965 B mm 30.470 - 30.730 C mm 97.11 E ° 45 WARNING: The exhaust valves are filled with salt and must not be heated to glowing else there is a risk of explosion.

Valve guides

VALVE GUIDES DIAMETER

Play is measured with the valve disc 3 mm from the seat.

Tappets

TAPPETS SPECIFICATIONS

Valve springs

VALVE SPRINGS SPECIFICATIONS

Scheme 1011

CAMSHAFTS GENERAL DATA SPECIFICATION

Scheme 1012

CHECK VALUE REFERENCE

GENERAL DATA

Oil pressures

OIL PRESSURES SPECIFICATIONS

Scheme 1013

ENGINE REFERENCE

Power train

TIGHTENING TORQUE SPECIFICATION

B284E

Power, man: 230 hp (171 kW)

Torque, man: 330 Nm

Torque, aut: Nm

Scheme 1014

B284L

Power, man: 250 hp (186 kW)

Power, auto: 230 hp (171 kW)

Torque, auto: 320 Nm

Torque, man: 350 Nm

Recommended oil quality

All cars leaving the factory are filled with synthetic engine oil. These products contain components of very high quality in order to meet the demands of our engines.

Background

Synthetic oil has been chosen to meet demands on service life and improved fuel economy in order to reduce the impact on the environment. The use of recommended oils will avoid the tendency to build up internal deposits in the engine, which can block the lubricating system and damage components in the engine.

Engine performance

Lubrication and viscosity are of the utmost importance when it comes to obtaining the best possible performance from our engines. It is therefore important that the oil recommendations are followed. The beneficial low-temperature flow properties of the oil enable it to quickly reach remote parts of the lubrication system, thereby reducing engine wear. In the same manner, oil viscosity at high temperatures has been adapted to also provide the best function when used in extremely hot markets.

Fuel economy

Selecting oil with low viscosity has a positive impact on fuel economy. Problems with wear may arise, however, if the oil film becomes too thin due to low viscosity. The recommended oils maintain the right viscosity at various temperatures. The synthetic oil also generates lower fuel consumption during the warm-up period after start.

Useful life

It is important that the oil's properties are maintained to their fullest during the entire change interval. Some oils' additives are consumed too quickly, resulting in internal, engine-damaging deposits and increased wear. The recommended oils meet today's high demands for durability provided that the service programme is followed.

An often neglected aspect is that more frequent oil changes are necessary if the car is driven often in urban traffic with frequent starts and short driving distances. This is because more fuel and condensation blends into the engine oil in such circumstances.

Environmental aspect

Low fuel consumption means fewer emissions, principally of carbon dioxide (CO2).

Service and oil change

It is important to follow the oil change intervals specified by the service programme to guarantee the service life of all engine components and to keep engine performance optimized. Both distance driven and time between servicing are of the utmost importance. Servicing must be carried out when any of the criteria such as service messages, distance driven or time have been fulfilled.

Recommendation

Use oils as specified in OIL GRADE AND VISCOSITY TABLE as these oils fulfil the requirements specified above.

OIL GRADE AND VISCOSITY TABLE

We strongly discourage the use of additional engine oil additives.

The risks of using oil that does not fulfil the specifications above are great. If an oil of too low a grade is used, there is a risk or wear due to poor lubrication or coatings in the engine due to prematurely aged oil that cannot keep the engine clean. This could eventually lead to clogged oil ducts and engine damage.

Part number

93 165 209 Long life oil 5W-30 1 liter

93 165 210 Long life oil 5W-30 2 liters

93 165 211 Long life oil 5W-30 4 liters

93 165 212 Long life oil 5W-30 5 liters

93 165 011 Long life oil 5W-30 20 liters

93 165 006 Long life oil 5W-30 60 liters

93 165 007 Long life oil 5W-30 205 liters

93 165 008 Long life oil 5W-30 Bulk

93 165 314 Long life oil 5W-30 208 liters

93 160 350 Long life oil 0W-30, 4 liters

93 160 348 Long life oil 0W-30, 1 liter

93 265 212 Long life oil 5W-30, 4 liters

93 165 209 Long life oil 5W-30, 1 liter

93 165 385 Long life oil 0W-40, 1 liter

93 165 386 Long life oil 0W-40, 5 liters

Scheme 1015

Fitting tool, seals, timing cover

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1016

Adjustment tool, camshaft fixing

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1017

Flywheel locking attachment

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1018

Fixing tool, timing chain (x4)

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1019

Centering tool, timing cover

Group: Basic engine

86 12 822 Toolboard T3 Engine

SPECIAL TOOLS REFERENCE

Scheme 1020

Valve spring depressor

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1021

Sleeve, rotating the crankshaft

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1022

Fitting tool, valve cone

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1023

Guide pin, connecting rods

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1024

Fitting tool, front crankshaft seal

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1025

Fitting tool, rear crankshaft seal HFV6

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1026

Support, crankshaft belt pulley

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1027

Puller, crankshaft belt pulley

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1028

Fitting tool, spark plug hole seal, camshaft cover

Used together with J-5590 DRIFT .

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1029

Removal tool, main bearing cap

Used together with 83 90 270 Sliding hammer.

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1030

Fitting tool, crankshaft belt pulley

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1031

Removal/fitting, gudgeon pin circlip

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1032

Used together with J-24254-A FITTING TOOL

Group: Basic engine

32 025 069 Toolboard T12, HFV6 (B284)

SPECIAL TOOLS REFERENCE

Scheme 1033

EN-47639 Hook for lifting yoke 8395287 x 2

Group: Basic engine

SPECIAL TOOLS REFERENCE

Scheme 1034

EN-47640 Holder, engine in stand HFV6 (B284)

Group: Basic engine

SPECIAL TOOLS REFERENCE

Scheme 1035

EN-47641 Oil filter spanner

Group: Basic engine

86 12 806 Toolboard T1 1/2 Service

SPECIAL TOOLS REFERENCE

Scheme 1036

EN-47642 Holder, cylinder head in stand

Group: Basic engine

SPECIAL TOOLS REFERENCE

Scheme 1037

EN-47644

Used together with 83 96 152 Centering tool, powertrain.

Group: Basic Engine

SPECIAL TOOLS REFERENCE

32 025 060 Tool kit

Kit, articulated spanner E14-E18 plus bit T55 short 5/16" socket

Group: Basic engine

SPECIAL TOOLS REFERENCE

Scheme 1038

Crow foot spanner 17 mm 3/8" "Facom"

Group: Basic engine

SPECIAL TOOLS REFERENCE

Scheme 1039

Crow foot spanner 27 mm 3/8"

32 025 069 Toolboard T12, HFV6 (B284)

Group: Basic engine

SPECIAL TOOLS REFERENCE

Scheme 1040

86 12 871 Toolboard T7 Diesel 4-cyl

Group: Engine

Reference: KM-977

SPECIAL TOOLS REFERENCE

Scheme 1041

Group: Basic engine

SPECIAL TOOLS REFERENCE

Scheme 1042

For torque converter

Group: Automatic transmission

Scheme 1043

List of components

For additional information, see ELECTRICAL COMPONENT LOCATOR (2006) or ELECTRICAL COMPONENT LOCATOR (2007) .

The engine control module also controls the following systems

1. «RADIATOR FAN SYSTEM, B284»(ref-275856-S34724378522007122900000)
2. «STARTING SYSTEM, B284»(ref-275861-S18888054992007122900000) or «STARTING SYSTEM»(ref-279920)
3. «AIR CONDITIONING A/C, B284»(ref-275884-S19065595692007122900000) or «CLIMATE SYSTEM»(ref-279923)
4. «CHARGING SYSTEM, PETROL (2006)»(ref-275860-S15122825402007122900000) or «CHARGING SYSTEM (2007)»(ref-279916)
5. «FUEL SYSTEM, MOTRONIC E9, US/CA»(ref-275858-S05243174192007122900000) «FUEL SYSTEM, MOTRONIC E9, OTHER MARKETS»(ref-275858-S02484463782007122900000)

LIST OF COMPONENTS No. Name Location Graphic - Components - 179a Solenoid valve, charge air, on turbocharger delivery pipe 229 Main relay, engine control system in the main fuse box in front of battery 243 Engine oil level switch at the bottom of oil pan's rear edge 345 Crankshaft position sensor, at bottom of rear bank toward gearbox side 555F Position sensor, intake camshaft, front cylinder bank on the front cylinder bank's belt circuit end near the rear bank 555R Position sensor, intake camshaft, rear cylinder bank on the rear cylinder bank's belt circuit end near the front bank 605 Solenoid valve, by-pass turbo, on turbocharger delivery pipe 608 Control module, V6 petrol at the top of the rear cylinder bank A B 695F Solenoid valve, intake camshaft, front cylinder bank on the front cylinder bank's belt circuit end near the front edge 695R Solenoid valve, intake camshaft, rear cylinder bank on the rear cylinder bank's belt circuit end near the rear edge 696 Pressure sensor, engine oil above the A/C compressor 727 Main fuse box 727 in engine bay in front of battery 4 - 7-pin connector - H7-1 On engine at rear corner of upper intake manifold on gearbox side - Crimp connections - J293 Approx. 110 mm from branching of engine control module toward front cylinder bank - J294 Approx. 70 mm from branching of engine control module toward engine control module - J295 Approx. 120 mm from branching of engine control module toward engine control module - J297 Approx. 70 mm from branching of fuel pressure sensor toward rear cylinder bank - J309 Approx. 240 mm from branching of battery toward engine control module

Scheme 1044

Scheme 1045

Scheme 1046

Scheme 1047

Scheme 1048

Scheme 1049

Scheme 1050

Scheme 1051

Scheme 1052

Scheme 1053

Scheme 1054