Saab - Service: Overview Saab 9-4X I

Vehicle Identification Number (VIN) System

Abbreviations and Meanings

Vibrate Software Description and Operation

The software EL-38792-VS Vibrate Software is a computer program developed to be used as support for Diagnostic tables for vibration analysis together with EL-38792-A Electronic vibration analyzer (EVA) 2 and a scan tool, to determine the source of the vibration problem. EL-38792-VS Vibrate Software is developed to give fast calculations and create a diagram for rpm and frequency intervals for specific vehicle systems and components, based on the vehicle data parameters that have been entered by the user.

The EL-38792-VS Vibrate Software uses the vehicle data parameters, such as axle ratio, number of engine cylinders, etc. to create the base chart, depicting the relationships of the various vehicle systems and/or components. The chart view can be modified to show data related to vehicle speed only, engine speed only, or both vehicle speed and engine speed. The user can then plot the dominant frequency reading obtained on the EL-38792-A Electronic Vibration Analyzer (EVA) 2 which correlates with the vibration concern, and the engine RPM obtained on a scan tool which correlates with the concern. Once these pieces of data are correctly plotted, the chart will point to the source of the vibration concern, which should confirm the results obtained through the Vibration Analysis diagnostic tables.

Scheme 1

The vibration revolution counter consists of two 2 rows of reeds placed side by side. Each reed is intended to vibrate at a particular resonant frequency. The reeds are arranged by their specific resonant frequency, increasing from left to right, ranging from 10-80 Hz. This arrangement allows for a visual display of the most dominate frequencies which fall within this range.

The reed tachometer can be a helpful diagnostic tool, however it is extremely sensitive to external inputs that are not related to the vibration concern, such as rough road surfaces, etc., and it is difficult to master its use. Due to these conditions, the reed tachometer has limited diagnostic capability.

Due to the limited diagnostic capability, limited availability and increasing costs of the reed tachometer, it is NOT recommended as the primary tool to use in diagnosing a vibration concern.

When diagnosing a vibration concern, use the EL-38792-A Electronic Vibration Analyzer (EVA) 2. The EL-38792-A Electronic Vibration Analyzer (EVA) 2 has been designed to overcome the shortcomings to the reed tachometer. Refer to ELECTRONIC VIBRATION ANALYZER (EVA) DESCRIPTION AND OPERATION .

Test Description

The numbers below refer to the step numbers on the diagnostic table.

5

Obtaining rotational speed for the components rotating at tire/wheel speed is critical to systematically eliminating specific vehicle component groups. These component rotational speeds can be generated by using the EL-38792-A Vibrate Software, or through calculating them manually.

14

Note. Be certain to OBSERVE for disturbances that match the customer's description FIRST, then look at the GE-38792-A Electronic Vibration Analyzer (EVA) 2 frequency which corresponds with that disturbance.

Proper location of the EL-38792-A EVA 2, sensor onto the component which is most excited by the vibration disturbance is critical to obtaining an accurate frequency reading.

This test will duplicate virtually any disturbance which occurs while the vehicle is in motion.

17

Accelerate to a speed high enough above the speed of the disturbance to allow for the time needed to shift into NEUTRAL and for the engine to decrease in RPM to idle speed, before coasting down through the disturbance range.

18

This test will either eliminate or confirm the engine as a contributing cause of the customer concern.

The numbers below refer to the step numbers in the diagnostic table

4

A build-up of foreign material on a tire and wheel assembly and/or a damaged, abnormally or excessively worn tire and wheel assembly could cause a vibration disturbance.

6

Tire and wheel assemblies that exhibit excessive runout when measured while mounted on the vehicle, may or may not be contributing to, or causing a vibration disturbance. On-vehicle runout, if present, could contribute to, or cause a vibration disturbance, but the cause of the on-vehicle runout may not be the tire and wheel assemblies.

7

Tire and wheel assemblies that exhibit excessive runout when measured off of the vehicle could cause a vibration disturbance.

9

Tire and wheel assemblies that exhibit marginal runout-within acceptable limits, but close to the maximum-when measured off of the vehicle could still be contributing to a vibration disturbance, if its mating hub/axle flange also exhibits marginal runout. When the tire and wheel assembly and the hub axle flange are mounted to each other, the combined stack-up of their marginal amounts of runout could combine to produce an excessive amount of runout, which could cause a vibration disturbance.

14

Brake rotors and/or brake drums, if equipped, that exhibit excessive imbalance could contribute to, or possibly cause a vibration disturbance.

15

A hub/axle flange and/or wheel studs that exhibit excessive runout could cause a vibration disturbance.

16

When the tire and wheel assembly and the hub axle flange are mounted to each other, the combined stack-up of their marginal amounts of runout could combine to produce an excessive amount of runout, which could cause a vibration disturbance. Match-mounting or vectoring the tire and wheel assembly to the hub/axle flange will modify the amount of combined runout.

18

Force variation may be present in a tire and wheel assembly that exhibited acceptable balance and runout. Force variation, if present, could contribute to, or cause a vibration disturbance.

20

Vibration disturbances could be affected by, or possibly caused by, components that are susceptible to steering input and/or torque-load input.

22

On-vehicle balancing, or finish-balancing can be used to reduce small amounts of imbalance which may be present as a result of the combined stack-up of the tire and wheel assembly with other components which may exhibit marginal balance.

The numbers below refer to the step numbers on the diagnostic table

2

This test will determine the effect of turning input on the vibration.

6

This test will determine the effect of an initial heavy torque load on the vibration.

7

Damaged or worn wheel drive shafts may cause a noise or vibration that may be transferred into the passenger compartment.

8

Damaged or worn wheel bearings may cause a noise or vibration that may be transferred into the passenger compartment.

9

Damaged or worn suspension components may cause a noise or vibration that may be transferred into the passenger compartment.

10

Damaged or worn powertrain mounts and/or exhaust mounts may cause a noise or vibration that may be transferred into the passenger compartment.

11

Incorrect trim height may cause binding and/or interference between components that may produce a vibration.

The numbers below refer to the step numbers on the diagnostic table.

2

If powertrain related DTCs are present, there may be a powertrain performance condition present which could be a contributing cause to the customer's concern.

5

Making comparisons of the customer's vehicle with an equally equipped, same model year and type, KNOWN GOOD vehicle will help determine if certain disturbances may be characteristic of a vehicle design.

The numbers below refer to the step numbers on the diagnostic table.

5 A loose, damaged, misaligned, or defective powertrain insulator and/or bracket may create a transfer path into the passenger compartment.

6 A loose, damaged, misaligned, or defective exhaust system insulator and/or bracket may create a transfer path into the passenger compartment.

7 Incorrectly seated and/or aligned powertrain components and/or exhaust system components may create a transfer path into the passenger compartment.

When loosening powertrain mounts in order to re-bed the powertrain observe the following

Do not loosen the mount bracket-to-engine bolts/nuts, do not loosen the mount bracket-to-vehicle frame bolts/nuts if mount brackets are used.

Loosen the mount-to-mount bracket bolts/nuts if mount brackets are used, or loosen the mount-to-slotted holes in vehicle frame bolts/nuts if a direct-mount design is used.

8 Non-rotating engine driven accessory component systems can no longer produce a unique disturbance.

9 Non-rotating engine driven accessory components can no longer produce a unique disturbance. If a disturbance is still present, but the characteristics have been altered, it is possible that these component systems are acting as a transfer path for engine firing frequency or a first order engine disturbance.

If a disturbance is still present, but the characteristics have NOT been altered, it is NOT likely that these component systems are acting as a transfer path for engine firing frequency or a first order engine disturbance.

10 If the mark placed on the face of an engine driven accessory pulley seems to stand still while running this test, then that accessory system is either responding to an existing frequency, such as engine firing pulses, or creating a disturbance.

11 A loose, damaged, misaligned, or defective engine driven accessory system insulator and/or bracket may create a transfer path into the passenger compartment.

12 Removing the engine driven accessory and bracket, or brackets from the engine allows a thorough inspection to determine if any conditions are present that may create a transfer path into the passenger compartment.

The numbers below refer to the step numbers on the diagnostic table.

4 If sufficient clearance exists to separate the transmission torque converter from the engine flywheel/flexplate, then further tests can be used to isolate the transmission from the engine.

5 An engine flywheel/flexplate that has excessive lateral runout, when combined with the mass of the transmission torque converter, can produce a disturbance.

6 An engine flywheel/flexplate that is loose at the engine crankshaft or that is cracked or damaged, when combined with the mass of the transmission torque converter, can produce a disturbance.

7 This step is designed to isolate the transmission from the engine to determine if the disturbance is related to the engine ONLY.

9 Re-indexing the transmission torque converter to the engine flywheel/flexplate alters the balance relationship between the torque converter and the rear of the engine.

11 Placing the EL-38792-A Electronic Vibration Analyzer (EVA) 2 sensor onto the underside of the engine oil pan along the FRONT and the REAR edge allows for a determination to be made, which will help to narrow down the cause of the disturbance.

13 An engine flywheel that has excessive lateral runout, when combined with the extra mass of the clutch pressure plate and clutch driven plate, can produce a disturbance.

14 The clutch pressure plate and the engine flywheel are marked for proper indexing of the heavy-spot of one to the light-spot of the other. Improper indexing of the pressure plate to the flywheel can produce a disturbance.

15 An engine flywheel that is loose at the engine crankshaft or that is cracked, damaged and/or missing balance weights; and/or a clutch pressure plate and clutch driven plate that has loose springs, cracks, warpage, damage and/or missing balance weights - can produce a disturbance when their mass is combined.

16 An engine flywheel that is loose at the engine crankshaft or that is cracked, damaged and/or missing balance weights; and/or a clutch pressure plate and clutch driven plate that has loose springs, cracks, warpage, damage and/or missing balance weights - can produce a disturbance when their mass is combined.

17 Re-indexing the pressure plate to the engine flywheel alters the balance relationship between the pressure plate/flywheel assembly and the rear of the engine.

18 An engine flywheel/flexplate that is damaged, misaligned, and/or imbalanced, can produce a disturbance.

19 An engine crankshaft balancer that is damaged, misaligned, and/or imbalanced, can produce a disturbance.

General Information

The paint protector film may remain on the vehicle for a maximum of three months and must then be removed.

The vehicle's production date is indicated on the vehicle card (422 means week 42 day 2).

Scheme 2