Diagnostics
In the event an internal fault in the control module, diagnostic trouble code B1605 is generated
Scheme 362
If there is no power supply then background lighting does not come on when the ignition is switched on.
Scheme 363
Scheme 364
If ground is not present, the display will not light up when the ignition is turned on.
If sensor ground is short-circuited to 5 V or B+ then diagnostic trouble code B2945 is generated.
Scheme 365
Scheme 366
The cabin temperature sensor is fitted in the roof panel by the rear-view mirror and is the NTC type. The sensor is supplied with 5 V from K1 pin 16 via a 10 kohms resistor built into the ACC unit and is grounded from K1 pin 22. This way the voltage over the sensor is inversely proportional to the temperature (the voltage drops when the temperature rises). The value is used to calculate the current temperature at head height for front seat passenger and driver. In addition, the following are used as input values
- outside temperature
- time since engine last ran
- time since start
- blended-air temperatures
- fan speed
- solar irradiance
The cabin temperature sensor's value is only included in the calculation at the start for the ACC unit's regulation. The calculated temperatures are then compared with those the driver and passenger set with the ACC unit's temperature knob. The set temperature is corrected slightly with respect to the outside temperature so that the perceived temperature should equal the set temperature.
As soon as a difference occurs, the blended-air temperature must be increased or decreased. The control module turns the air-blending flap in question until the required blended-air temperature is achieved.
Scheme 367
In the event of open circuit or short circuit diagnostic trouble code B1350 is generated.
Outside temperature when ignition is switched on is used as substitute value followed by mean value of the calculated temperatures at head height for front seat passenger and driver.
Scheme 368
The mixed air temperature sensor is the NTC type and has a sensor body inserted in the left-hand floor outlet. The sensor is supplied with 5 V from K1 pin 19 via a 6.8 kohms resistor built into the ACC unit and is grounded from K1 pin 24. This way the voltage over the sensor is inversely proportional to the temperature (the voltage drops when the temperature rises).
The value is used so that the control module can turn the air-blending flap until the required blended-air temperature is obtained.
In the event of open circuit or short circuit diagnostic trouble code B1345 is generated.
The relative opening of the air-blending flap in question, multiplied by the coolant temperature, is used as substitute value.
Scheme 369
Scheme 370
The mixed air temperature sensor is the NTC type and has a sensor body inserted in the right-hand floor outlet. The sensor is supplied with 5 V from K1 pin 18 via a 6.8 kohms resistor built into the ACC unit and is grounded from K1 pin 25. This way the voltage over the sensor is inversely proportional to the temperature (the voltage drops when the temperature rises).
The value is used so that the control module can turn the air-blending flap until the required blended-air temperature is obtained.
In the event of open circuit or short circuit diagnostic trouble code B2345 is generated.
The relative opening of the air-blending flap in question, multiplied by the coolant temperature, is used as substitute value.
Scheme 371
Scheme 372
The solar sensor, located at the top of the dashboard, contains 5 solar cells: LH, RH, front, rear and top. The plastic housing is colored so that only infrared light (heat radiation) can penetrate. The solar sensor is fed B+ pulses from K1 pin 26 and is grounded via K1 pin 22. Voltage from the 5 sensor elements is sent in sequence to K1 pin 17 of the ACC unit.
For the control module to be able to identify which solar cell is reporting, each transmission is begun with the pulse pattern 5 V - 0 V - 5 V. The control module synchronizes the solar sensor pulse transmissions by sending short ground pulses of 25 Hz from K1 pin 26.
The control module uses the voltage from the 5 solar cells to calculate the sun's intensity, bearing and height.
The values are used to calculate the current temperature at head height for the front seat passenger and driver. The following are also used as default values
- outside temperature
- time since engine last ran
- time since start
- blended-air temperatures
The calculated temperatures are compared to those the driver and passengers have set on the ACC unit display. The set temperature is adjusted with respect to the outside temperature so that the perceived temperature corresponds with the set temperature.
As soon as a difference occurs, the blended-air temperature must be increased or decreased. The control module turns the air-blending flap in question until the required blended-air temperature is achieved.
In the event of open circuit or short circuit diagnostic trouble code B1340 is generated. The latest valid value is used as substitute value. When the ignition is switched on 0 W/m 2 is used.
Scheme 373
Scheme 374
In the event of open circuit or short circuit diagnostic trouble code B2490 is generated.
The diagnostic tool shows 100% at max. heat and 0% at max. cold.
Scheme 375
Scheme 376
The stepping motor has two windings. The windings are energized in a special order with short pulses. This makes the motor move in short steps, which is how it got its name. The direction of rotation can be changed. When the motor is stationary, both the windings are energized continuously to lock the motor. The stepping motor does not require a feedback coupling to the control module (position sensor). By sending a known number of pulses, the control module always knows how far the flap has moved. This is possible on condition that the control module has calibrated itself by turning the flap to its respective end positions so that it knows the position of the flap.
Calibration takes place by simultaneously pressing the AUTO and REC buttons. A sound and the message, ACC:CALIBR. STARTED are indicated in the main instrument unit, confirming the calibration. Calibration must take place if the battery is disconnected/discharged, if the ACC unit or stepping motor is replaced, or their positions are changed.
The climate system has three air-blending flaps, one for the driver's zone and one air-blending flap for the front seat passenger that is connected via a link with the air-blending flap for the rear seat passengers.
The stepping motor for the right-hand air-blending flap is supplied with current from the ACC unit's K1 pins 34 and 32 (winding 1), and K1 pins 33 and 31 (winding 2).
The flap is set by the control module using the air-blending temperature sensor for the right-hand side so that the requested air-blending temperature is obtained.
In the OFF position the flap stops in the last selected position.
When the ignition is switched off the air-blending flap will first stop in the latest selected position and after 8 minutes it moves to park position, max. cold (0%).
In the event of open circuit or short circuit diagnostic trouble code B2290 is generated.
The diagnostic tool shows 100% at max. heat and 0% at max. cold.
Scheme 377
Scheme 378
The stepping motor has two windings. The windings are energized in a special order with short pulses. This makes the motor move in short steps, which is how it got its name. The direction of rotation can be changed. When the motor is stationary, both the windings are energized continuously to lock the motor. The stepping motor does not require a feed-back coupling to the control module (position sensor). By sending a known number of pulses, the control module always knows how far the flap has moved. This is possible on condition that the control module has calibrated itself by turning the flap to its respective end positions so that it knows the position of the flap.
Calibration takes place by pressing the AUTO and REC buttons. A sound and the message, ACC:CALIBR. STARTED are indicated in the main instrument unit, confirming the calibration. Calibration must take place if the battery is disconnected/discharged, if the ACC unit or stepping motor is replaced, or their positions are changed.
The climate system has two air distribution flaps, one twin-flap for the driver's zone and the front seat passenger, and one for the rear seat passengers that is linked to the front flap. The two flaps are maneuvered by a stepping motor fitted to the passenger side of the heating and ventilation unit. Consequently, the air distribution is common for the passenger and the driver zones. The air is distributed to the defroster, floor/rear door windows or the dashboard/rear center vents.
The stepping motor for the air distribution flap is supplied with current from the ACC unit's K1 pins 38 and 36 (winding 1) and K1 pins 37 and 35 (winding 2).
The air distribution is controlled depending on the requested mixed air temperature for the driver's zone.
Defrost is selected first after cold starting, see Cold Start in Auto .
Required air distribution can also be selected manually on the panel.
In the OFF position the flap stops in the last selected position.
When the ignition is switched off the air distribution flap will first stop in the latest selected position.
After 8 minutes and when the outside temperature is under 18°C the air distribution flap moves to park position floor (50%). If the outside temperature rises above 18°C the air distribution flap moves to ventilation (0%).
Scheme 379
In the event of open circuit or short circuit diagnostic trouble code B2400 is generated.
The diagnostics tool shows 100% in defrost position and 0% in panel position.
Scheme 380
The fan is supplied with +30 from fuse 22. The control module regulates the fan control unit, which supplies the fan motor on the ground side. The fan control unit is mounted on the fresh air filter cover.
The fan control unit is supplied with B+ from K1 pin 20 on the ACC unit and power grounded from grounding point G41P. The ground lead is also reference ground from K1 pin 1 on the ACC unit. The fan control unit is controlled by an analogue voltage of 0-5 V from K1 pin 13 on the ACC unit. The fan current increases as the control voltage increases.
The control module regulates the fan current in the following way
- If the engine is stationary, 0 A is selected.
- When the starter motor engages, 0 A is selected.
- When starting in cold weather, the coolant temperature and outside temperature are determined. The lower the values, the lower the current. For conditions for cold starts, see «COLD START IN AUTO»(ref-278647-S14401058132008013000000) .
- Under normal driving conditions it is at its lowest when the current blended-air temperature corresponds with the requested temperature in both zones (none of the zones requires cooling or heating). The current is increased as soon as either of the zones requires cooling or heating.
- At higher speeds the air from outside will be forced into the car. The faster the car travels the greater the effect of the incoming air. The ACC unit calculates an air flow value based on the speed of the car, air and blending flap position.
Scheme 381
With manual selection of defrost or HI, 6 fan steps are shown. With selection of LO, 8 fan steps are shown which is MAX fan speed. Required fan speed can also be selected manually on the panel. If fan speed 0 is selected then the A/C will be disengaged, but otherwise the ACC system is fully active.
Fan speed is shown with a number of positions by the ACC unit knob.
In the event of short circuit in the control circuit diagnostic trouble code B2425 is generated.
Scheme 382
The climate system has two air recirculation flaps that are linked together. The two flaps are controlled by a DC motor fitted on the passenger side of the heating and ventilation unit. Using these flaps the fan can retrieve air from outside or inside the cabin, there are no intermediate positions. When the position is changed the control module releases voltage for approx. 10 seconds. The motor is supplied with current from the ACC unit's K1 pins 27 and 28. The output poles are inverted to change the rotation direction of the motor.
If the ignition has been off for more than 10 minutes then air recirculation is selected at the earliest 0-15 seconds after starting the engine and only if the outside temperature is above 25°C and the requested blended-air temperature is the lowest possible for both zones (both zones must be cooled down considerably after start).
Following which, air recirculation can be selected automatically as necessary by the control module in the event of high thermal load, such as low car speed, high outside temperature, high solar intensity or with high coolant temperature.
Air recirculation can also be selected manually on the panel. An LED in the button indicates when the air is being recirculated.
When the ignition is off fresh air is selected after 10 seconds.
Scheme 383
In the event of open circuit or short circuit diagnostic trouble code B2410 is generated.
Scheme 384
The climate system is equipped with a vacuum controlled shut-off valve for the heat exchanger. The aim is to prevent coolant circulating in the heat exchanger when necessary so that maximum cooling efficiency can be achieved. The control module controls a solenoid valve that in turn controls the shutoff valve.
The solenoid valve is supplied from +54 via fuse 31 and is controlled on the ground side from the ACC unit's K1 pin 14.
When the control module grounds the output the solenoid valve opens and releases a vacuum to the shut-off valve which in turn shuts off coolant supply.
The control module closes the shut-off valve if the required blended-air temperature is below approximately 6°C for both zones (both zones must be cooled down considerably).
In the event of open circuit or short circuit diagnostic trouble code B2375 is generated.
Scheme 385
Scheme 386
Cars with parking heater are equipped with a circulation pump for the parking heater. The aim is to achieve and even flow through the heat exchanger when the parking heater is active.
The circulation pump is supplied from +30 via fuse 8 and is controlled on the ground side from the control module's K1 pin 15.
The control module starts the pump when the engine is on or when the parking heater is active.
Scheme 387
The function can be programmed using the diagnostic tool if the circulation pump is retrofitted.
In the event of open circuit or short circuit diagnostic trouble code B2380 is generated.
Scheme 388
All functions are controlled automatically with the selected temperature. The AUTO button LED comes on and confirms that the AUTO function is active.
AC OFF, electrically heated rear window, air recirculation, seat fans, heating pads and temperature up or down can be selected without leaving AUTO.
Scheme 389
Selection of inside temperature for driver and passenger zone in steps of 1°C between 16°C and 27°C, alternatively between 60°F and 80°F. An LED on the temperature knob shows selected temperature.
When the ignition is switched on the following values are used
Recommended setting is 21+/-3°C, alternatively 69+/-5°F.
With a value higher than 26°C, alternatively 80°F, HI is indicated with a red LED and the system is set in accordance with the following
- fan speed 6 steps
- air distribution in defrost/floor position
- air mixture in full heat position for side in question. 100% is shown on the diagnostic tool.
- air recirculation in off position
With a value lower than 16°C, alternatively 60°F, LO is indicated with a blue LED (the passenger cannot select LO if the driver has not) and the system is set in accordance with the following
- fan speed MAX, 8 steps
- A/C ON/OFF
- air distribution in panel position
- air mixture in full cold position for side in question, 0% is shown on the diagnostic tool
- air recirculation in on position, when A/C is active
During calibration any diagnostic trouble codes for the flaps are stored in the ACC unit and can be read using the diagnostic tool.
Scheme 390
For a cold start the windscreen must first be de-iced or demisted. Following which, the cabin must be heated as quickly as possible. When the outside air and coolant are cold the fan speed must be adapted so that the air temperature after the heat exchanger is always as high as possible.
If the indication for a heated front seat goes out 5 seconds after a manual selection then this indicates that a fault has arisen in the heating pad. The diagnostic trouble code can be read in the diagnostic tool.
Scheme 391
For the Saab 9-5 the seat ventilation can be obtained as an option for the electrically adjustable front seat. The system consists of one fan in the seat cushion and one in the backrest cushion, that draw in air and moisture through perforated holes in the seat cushion and backrest.
The seat fan is located in the seat well. The backrest fan is located on the curved plate in the backrest frame.
The ventilated front seats have leather upholstery with perforated holes and foam cushions with punched holes. The air and moisture is directed through ducts in the seat cushion and backrest under the seat.
Connector 1 (K1) 40-pin, test readings
| Pin no. | Component/function | In/Out | Test conditions | Between X and Y | Test reading |
|---|---|---|---|---|---|
| 1 | Ground for control module | In | Ignition ON | 4-1 | B+ |
| 2 | Seat ventilation, left | Out | 2-11 | Stage 1: 9.5 V Stage 2: B+ | |
| 3 | Parking heater connection | In | Activate parking heater | 3-1 | B+ |
| 4 | Power supply (+15 circuit) | In | Ignition ON or active control module | 4-1 | B+ |
| 5 | I-Bus (-) | In/Out | Ignition ON | 5-1 | 2-3 V |
| 6 | I-Bus (+) | In/Out | Ignition ON | 6-1 | 2-3 V |
| 7 | PPS "Passenger Airbag" (US/CA)(from DICE) | In | Ignition ON | 7-1 | PWM signal 3.5-B+ |
| 8 | PPS "ON" (US/CA) | Out | |||
| 9 | +15 | In | Ignition ON | B+ | |
| 10 | PPS "OFF" | Out | US/CA | ||
| 11 | Seat ventilation, return ground | In | 11-2/12 | ||
| 12 | Seat ventilation, right | Out | 12-11 | Stage 1: 9.5 V Stage 2: B+ | |
| 13 | Fan control module's control voltage | Out | Ignition ON change fan speed | 13-1 | 0-5 V |
| 14 | Shut-off valve, heat exchanger | Out | Ignition ON | 4-14 | B+ |
| 15 | Circulation Pump | Out | Activate motor | 4-15 | B+ |
| 16 | Cabin temperature sensor | In | Ignition ON | 16-22 | See TECHNICAL DATA |
| 17 | Solar sensor, test line | In | Ignition ON | 17-22 | 0-5V PULSE TRAIN, LP Hi-Lo p |
| 18 | Blended-air temperature sensor, RH | In | Ignition ON | 18-25 | See TECHNICAL DATA |
| 19 | Blended-air temperature sensor, LH | In | Ignition ON | 19-24 | See TECHNICAL DATA |
| 20 | B+ -voltage ON fan control module | Out | Ignition ON | 20-1 | B+ |
| 21 | Power supply +30 | In | Power supply +30 | 21-1 | B+ |
| 22 | Solar sensor ground | Out | Ignition ON | 26-22 | 12 V, 25 Hz TRIGGER, 1% LP Hi_Lo p |
| 22 | Interior temperature sensor ground | Out | Ignition ON | 16-22 | See TECHNICAL DATA |
| 24 | Mixed air temperature sensor, left ground | Out | Ignition ON | 19-24 | See TECHNICAL DATA |
| 25 | Mixed air temperature sensor, right ground | Out | Ignition ON | 18-25 | See TECHNICAL DATA |
| 26 | Solar sensor, B+ power supply (clock pulse) | Out | Ignition ON | 26-22 | 12 V, 25 Hz TRIGGER, 1% LP Hi-Lo p |
| 27 | Power supply, air recirculation motor | Out | Activate fresh air | 27-28 | +12 V for approx. 10s |
| 28 | Power supply, air recirculation motor | Out | Activate air recirculation | 28-27 | 12 V for approx. 10s |
| 29 | Stepping motor, mixed air, left | Out | Ignition ON activate motor | 29-40 | 50 Hz/50 % LP Hi-Lo |
| 30 | Stepping motor, mixed air, left | Out | Ignition ON activate motor | 30-39 | 50 Hz/50 % LP Hi-Lo |
| 31 | Stepping motor, mixed air, right | Out | Ignition ON activate motor | 31-33 | 50 Hz/50 % LP Hi-Lo |
| 32 | Stepping motor, mixed air, right | Out | Ignition ON activate motor | 32-34 | 50 Hz/50 % LP Hi-Lo |
| 33 | Stepping motor, mixed air, right | Out | Ignition ON activate motor | 33-31 | 50 Hz/50 % LP Hi-Lo |
| 34 | Stepping motor, mixed air, right | Out | Ignition ON activate motor | 34-32 | 50 Hz/50 % LP Hi-Lo |
| 35 | Stepping motor, air distribution flap | Out | Ignition ON activate motor | 35-37 | 50 Hz/50 % LP Hi-Lo |
| 36 | Stepping motor, air distribution flap | Out | Ignition ON activate motor | 36-38 | 50 Hz/50 % LP Hi-Lo |
| 37 | Stepping motor, air distribution flap | Out | Ignition ON activate motor | 37-35 | 50 Hz/50 % LP Hi-Lo |
| 38 | Stepping motor, air distribution flap | Out | Ignition ON activate motor | 38-36 | 50 Hz/50 % LP Hi-Lo |
| 39 | Stepping motor, mixed air, left | Out | Ignition ON activate motor | 39-30 | 50 Hz/50 % LP Hi-Lo |
| 40 | Stepping motor, mixed air, left | Out | Ignition ON Activate motor | 40-29 | 50 Hz/50 % LP Hi-Lo |
PINOUTS REFERENCE CHART
Connector 2 (K2) 6-pin, test readings
| Pin no. | Component/function | In/Out | Test conditions | Between X and Y | Test reading |
|---|---|---|---|---|---|
| 1 | Seat heating, left | Out | Ignition ON Activate motor | 1 (K1) - 1 | B+ |
| 2-3 | +30 | In | 1 (K1) - 2/3 | B+ | |
| 4 | Seat heating, temperature sensor, left | In | 23 (K1) - 4 | See Heating Pad, Seat (64FL/FR) | |
| 5 | Seat heating, temperature sensor, right | In | 23 (K1) - 5 | See Heating Pad, Seat (64FL/FR) | |
| 6 | Seat heating, right | Out | Ignition ON Activate motor | 1 (K1) - 6 | B+ |
PINOUTS REFERENCE CHART
Scheme 392
| Number of windings | Pcs | 2 |
|---|---|---|
| Resistance, winding 1 | Pin no. | 1-3 |
| Ohm | 100 | |
| Resistance, winding 2 | Pin no. | 4-6 |
| Ohm | 100 | |
| Stepping frequency | Hz | 200 |
| Power supply | V | 12 |
STEPPING MOTOR TECHNICAL DATA
Scheme 393
| Number of windings | Pcs | 2 |
|---|---|---|
| Resistance, winding 1 | Pin no. | 1-3 |
| Ohm | 100 | |
| Resistance, winding 2 | Pin no. | 4-6 |
| Ohm | 100 | |
| Stepping frequency | Hz | 200 |
| Power supply | V | 12 |
STEPPING MOTOR TECHNICAL DATA
Scheme 394
| Power supply, temperature sensor (NTC) | Pin no. | 6 (H10-8) |
|---|---|---|
| Ground, temperature sensor, (NTC) | Pin no. | 5 (H10-8) |
CABIN TEMPERATURE SENSOR TECHNICAL DATA
Scheme 395
Supplied with 5V through a 6.8 kohms resistor in the control module.
| °C (°F) | Kohms |
|---|---|
| 0 (32) | 26,7-29,3 |
| 10 (50) | 17,5-18,9 |
| 20 (68) | 11,8-12,5 |
| 25 (77) | 9,8-10,3 |
| 30 (86) | 8,1-8,5 |
| 40 (104) | 5,6-6,0 |
TECHNICAL DATA
Scheme 396
| Power supply, NTC | Pin no. | 9 |
|---|---|---|
| V | 5 | |
| Kohms | 6.8 | |
| Ground, NTC | Pin no. | 10 |
MIXED AIR TEMPERATURE SENSOR TECHNICAL DATA
Scheme 397
Supplied with 5V through a 6.8 kohms resistor in the control module.
| °C (°F) | Kohms |
|---|---|
| 0 (32) | 31.6-33.5 |
| 10 (50) | 19.3-20.4 |
| 20 (68) | 12.2-12.8 |
| 30 (86) | 7,8-8,2 |
| 40 (104) | 5.2-5.5 |
| 50 (122) | 3.5-3.7 |
| 60 (140) | 2.4-2.6 |
| 70 (158) | 1.7-1.8 |
| 80 (176) | 1.2-1.3 |
| 90 (194) | 0.88-0.95 |
TECHNICAL DATA
Scheme 398
| Power supply B+ | Pin nr. | 1 |
|---|---|---|
| Ground | Pin nr. | 4 |
| Sensor signal | Pin nr. | 2 |
SOLAR SENSOR TECHNICAL DATA
Scheme 399
Scheme 400
| Control voltage | V | 0-5 |
|---|---|---|
| Control voltage | Pin no. | 2 |
| Power supply B+ | Pin no. | 1 |
VENTILATION FAN CONTROL TECHNICAL DATA
Scheme 401
Note. The maximum fan current varies depending on the air flow in the heating and ventilation unit and the battery voltage.
Scheme 402
| Power supply B+ | V | 12 |
|---|---|---|
| Power supply B+, fresh air | Pin no. | 6, approx. 10 s after activation |
| Power supply B+, air recirculation | Pin no. | 5, approx. 10 s after activation |
| Max. current consumption blocked motor | MA | 450 |
| Normal current consumption at "nominal voltage" | MA | 150-230 |
DC MOTOR TECHNICAL DATA
Scheme 403
| Characteristics | De-energized closed | |
|---|---|---|
| Resistance | Ohm | 43-49 |
| Power supply B+ | V | 12 |
| Power supply B+ | Pin nr. | 1 |
| Ground | Pin nr. | 2 |
SOLENOID VALVE TECHNICAL DATA
Scheme 404
| Power supply B+ | V | 12 |
|---|---|---|
| Max current consumption at "rated voltage" | A | 1,6 |
| Normal current consumption at "rated voltage" | A | 0,8 |
| Power supply B+ | Pin nr. | 2 |
| Ground | Pin nr. | 1 |
SPECIFICATION
Scheme 405
| Nominal consumption at 13 V | A | 12 |
|---|---|---|
| Resistance, NTC | Kohms | 1 ± 5% (at 25C°) |
| Pad resistance | Ohms | 1.09 ± 0.05 (20C°) |
SPECIFICATION
Scheme 406
| Nominal consumption at 13 V | A | 2 2.3-5 Blocked fan |
SPECIFICATION
Fault diagnosis strategy for electronic systems
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- A final check must be carried out after the repair.
- The car is ready.
Fault symptoms
- No system function or poor system function.
Perceived temperature in cabin too high or too low compared to the set temperature.
Perceived temperature in cabin too high or too low compared to the set temperature.
Perceived temperature in cabin too high or too low compared to the set temperature.
No function or incorrect function in the ACC panel.
- No fan function in the seat.
Type of diagnostics
- Continuous
- No heat in the seat.
- Continuous
- No fan function in the seat.
- Continuous
- No heat in the seat.
- Continuous
Perceived temperature in the cabin is too low compared to the set temperature. The temperature in the cabin cannot be regulated on the right-hand side.
Experienced temperature is too low compared to the set temperature. The cabin temperature cannot be adjusted on the right side.
Experienced temperature is too low compared to the set temperature. The cabin temperature cannot be adjusted on the right side.
Perceived temperature in cabin too high or too low compared to the set temperature.
Perceived temperature in cabin too high or too low compared to the set temperature.
Perceived temperature in cabin too low compared to the set temperature.
Perceived temperature in cabin too high or too low compared to the set temperature.
The air distribution does not correspond to set position.
Perceived temperature in cabin too high or too low compared to the set temperature.
The air distribution does not correspond with the illuminated symbol in the ACC window.
Perceived temperature in cabin too high or too low compared to the set temperature.
The air distribution does not correspond with the illuminated symbol in the ACC window.
- The cabin is misting up again.
- Bad air in the cabin.
- Perceived temperature in cabin too high compared to the set temperature.
The ventilation fan cannot be operated from the ACC.
- No heat in the seat.
- No heat in the seat.
Perceived temperature in cabin too high or too low compared to the set temperature.
Perceived temperature in cabin too high or too low compared to the set temperature.
Perceived temperature in cabin too high or too low compared to the set temperature.
Perceived temperature in cabin too high or too low compared to the set temperature.