Starting System: Diagnosis Saab 9-3 II

Test values

TEST VALUES

Scheme 9

STARTER MOTOR SPECIFICATION

TEST VALUES

Scheme 10

STARTER MOTOR SPECIFICATION

TEST VALUES

Scheme 11

Used with ISAT. For measuring large currents, e.g. starter motor current consumption or generator charge current.

Group: Test equipment

SPECIAL TOOL COMPATIBILITY DESCRIPTION

Scheme 12

Voltage range 8-16V

Group: Test equipment

SPECIAL TOOL COMPATIBILITY DESCRIPTION

Scheme 13

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 14

Scheme 15

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 16

Scheme 17

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 18

Scheme 19

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.

Diagnostic tool

The software has been subdivided. For Saab 900 and 9000 (version 44.000 and later) a 10 Mbyte memory card is used. For 9-5, 9-3, 9-3 Sport Saloon and SPS (version 102.000) a 32 Mbyte memory card is required. The subdivision gives assured functionality for systems in older cars and less validation work with new releases. Both cards can sit in the diagnostic tool. You switch between cards by starting the diagnostic tool, waiting until the introduction screen is shown and then pressing

1. Shift
2. Left arrow or right arrow
3. Shift

For 9-3 Sport Saloon (9440), connect the P-bus and I-bus are directly connected to the data link connector, which requires use of an adapter (CANdi) for the diagnostic tool. The increased complexity of the car has increased the demands on the diagnostic tool. The diagnostic tool has therefore been adapted more directly to various user situations. When Tech2 is used for car models other than the 9-3 Sport Saloon and 9-5 prior to MY06, the CANdi box must not be used.

Diagnostic Strategy

The diagnostic strategy remains unchanged. You first read the diagnostic trouble codes from all the control modules and then perform fault diagnosis on the diagnostic trouble codes whose symptom description corresponds with the customer complaint. The difference in the diagnostic tool is that you now always read the diagnostic trouble codes from all control modules one at a time. You can then choose to transfer the diagnostic trouble codes to WIS via an RS 232 cable or enter them by hand. The diagnostic trouble codes now have two extra characters to point out the type of fault more accurately.

To easily find the activations or read values used in fault diagnosis for a specific trouble code you can select, "Diagnostic Data, trouble code" and then see directly just the values used in WIS fault diagnosis.

Fault diagnosis by symptom

Using fault diagnosis by symptom is more difficult to determine in advance which control module should be contacted to read values or activate. Accordingly the diagnostic tool has been divided into operations. You no longer contact a control module but an operation, that is a virtual control module. This means that with a fault on e.g. the left flashers you do not need to think about which control module is involved in the operation, you just select "Left flashers" from the menu. The diagnostic tool will then present the values and activations from all control modules involved in the left flashers operation. If you find something wrong, you can then see which control module the value came from and then perform fault diagnosis using, e.g. the wiring diagram.

During fault diagnosis on a specific operation using the diagnostic tool information about this can be found in WIS. In WIS there is an extra search window that uses the same navigation as on the diagnostic tool.

Fault symptoms

The ignition key cannot be turned to the LOCK position and the key cannot be withdrawn from the ignition switch.

Cause: If the ignition key has been turned from ON to OFF at a speed above 5 km/h then the key cannot be turned to the LOCK position and so cannot be withdrawn from the ignition switch. The reason for this is that the CIM stops sending out + X-feed to the TCS/ESP which in turn stops sending the speed signal and the latest speed then remains stored. In this situation, key-turning is not permitted.

Fault symptom

Key cannot be turned from LOCK to OFF

Diagnostic help

This symptom can arise if system voltage is low.

When DTCs are read out, the diagnostic instrument shows what is blocking the turn of the key.

Most functions that can make it impossible to turn the key are monitored by self-diagnostics and therefore generate DTCs if they are faulty.

Fault diagnosis is only used for faults that are not monitored by self-diagnostics.

Scheme 20

Key cannot be turned from OFF to LOCK

This symptom can arise if system voltage is low.

When DTCs are read out, the diagnostic instrument shows what is blocking the turn of the key.

Most functions that can make it impossible to turn the key are monitored by self-diagnostics and therefore generate DTCs if they are faulty.

Fault diagnosis is only used for faults that are not monitored by self-diagnostics.

Scheme 21

No starter motor cranking.

Engine does not start.

Check battery cable connections, to the battery and to the chassis, are tightened and have good contact without oxide or corrosion.

Most functions that can prevent starter motor cranking are monitored by self-diagnostics and therefore generate DTCs if they are faulty.

Fault diagnosis is only used for faults that are not monitored by self-diagnostics.

Scheme 22

No starter motor cranking.

Engine does not start.

Check battery cable connections, to the battery and to the chassis, are tightened and have good contact without oxide or corrosion.

Most functions that can prevent starter motor cranking are monitored by self-diagnostics and therefore generate DTCs if they are faulty.

Fault diagnosis is only used for faults that are not monitored by self-diagnostics.

Scheme 23