Starting System: Other Saab 9-5 I рестайлинг

Connected components

BATTERY GROUNDING COMPONENT CONNECTION SPECIFICATIONS

Scheme 44

Scheme 45

Location: On the seat member under the right-hand seat.

A. Permanently connected components

Via crimp J95

BATTERY GROUNDING COMPONENT CONNECTION SPECIFICATIONS (PERMANENTLY CONNECTED COMPONENTS)

B. Connected components in LHD car

BATTERY GROUNDING COMPONENT CONNECTION SPECIFICATIONS (COMPONENTS CONNECTED IN LHD CAR)

C. Connected components in RHD car

BATTERY GROUNDING COMPONENT CONNECTION SPECIFICATIONS (COMPONENTS CONNECTED IN RHD CAR)

Scheme 46

Scheme 47

Location: On the gearbox.

BATTERY GROUNDING COMPONENT CONNECTION SPECIFICATIONS (G25)

The redundancy ground connection from the left front wheel housing is also connected.

Scheme 48

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

Control module

When the control module is supplied with current, the processor in it is tripped. The processor then reads the instructions stored in the control module's memory.

The control module is programmed to read the inputs and activate the outputs. If the control module

program is faulty, the diagnostic trouble code "Internal Control Module Fault" will be generated.

The control module must be supplied with current before the system will function. The control module is supplied with current and the processor tripped when the control module can be contacted by the diagnostics instrument.

Outputs

The purpose of the system is to control a number of functions by means of various actuators, such as an injector or lamp. For the system to be capable of performing its functions, it must be possible to activate the actuators. For this reason the actuators must be connected to the control module and have a proper power supply or ground connection.

Inputs

A condition for the control module's capability of controlling its actuators is that the system's sensors supply it with correct values.

Sensor performance can be checked with the diagnostics instrument.

Tech 2 Menu Structure

TECH 2 MENU STRUCTURE

Note. More detailed information on general fault diagnosis can be found in Group 3 Electrical system, "DICE".

Scheme 49

It is our experience that the majority of control modules returned to us for repair or replacement under warranty are in perfect working order. In these cases, fitting a new control module has obviously not cured the fault. Therefore, go through all the following points carefully before changing the control module

Scheme 50

1. Check the latest edition of TIS2000 to see whether the problem can be solved with a control module software update (for control modules that can be reprogrammed). IMPORTANT: Avoid SPS programming unless it is absolutely necessary. It is extremely important to follow the instructions for SPS programming to avoid damaging the control module.
2. Check all grounding points and the power supply to the control module.
3. Check with a diagnostic tool that all the readings are plausible (several readings can affect one function).
4. Check with the diagnostics tool that all activations function normally. (Malfunction in one output circuit can affect another output circuit).
5. If the fault persists, the control module must be changed. Fill in the "Checklist for changing turbocharger and engine control module" before changing the control module and attach it when the control module is returned.
6. Control modules are sensitive to electrostatic discharges. Great care must be taken to follow the following procedure to avoid damaging internal components in the control module: Keep the control module in its packaging for as long as possible. Never touch the pins of a control module with your hands or clothing. Ground yourself by touching part of the car's body/engine. Unplug the connector from the car's control module. Place the exchanged control module in its return packaging without touching the pins. Ground yourself by touching part of the car's body/engine. Plug in the connector to the car's control module.

Scheme 51

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 52

Scheme 53

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 54

Scheme 55

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 56

Scheme 57

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

Scheme 58

Conditions

None.

Check

Check that

1. the battery cables are tightened firmly to the terminals and that they have not oxidized
2. the battery connections to the car are tight and that there is no oxide or corrosion causing poor contact
3. the starter motor connections are tight and that there is no oxide or corrosion causing poor contact.

Scheme 59

SEE SERVICE MANUAL 1:4 TECH 2

Group: Test equipment

SPECIAL TOOL COMPATIBILITY DESCRIPTIONS (TECH 2)

Scheme 60

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

Group: Test equipment

SPECIAL TOOL COMPATIBILITY DESCRIPTIONS (CLAMP AMMETER)

Scheme 61

Voltage range 8-16V

Group: Test equipment

SPECIAL TOOL COMPATIBILITY DESCRIPTIONS (TEST LAMP)

Scheme 62

STARTER MOTOR SPECIFICATIONS (4-CYLINDER ENGINE)

Test values

TEST VALUES SPECIFICATIONS (4-CYLINDER ENGINE)

Scheme 63

STARTER MOTOR SPECIFICATIONS (V6 ENGINE)

Test values

TEST VALUES SPECIFICATIONS (V6 ENGINE)

Scheme 64

1. Starter motor (4)
2. Ignition switch (20)
3. TWICE control module (632)
4. Gear selector, automatic (239/77)
5. Starting relay (517)
6. Immobilizer (463)

Scheme 65

1. Starter motor (4)
2. Ignition switch (20)
3. TWICE control module (632)
4. Gear selector, automatic (239/77)
5. Starting relay (517)
6. Immobilizer (463)
7. Starting interlock contacts, clutch (411)

Scheme 66

1. Starter motor (4)
2. Ignition switch (20)
3. TWICE control module (632)
4. Gear selector, automatic (239/77)
5. Starting relay (517)
6. Immobilizer (463)

Starter motor

The starter motor is fitted on to the engine block. A solenoid engages a pinion with the ring gear on the engine flywheel.

When the engine is started and the engine speed exceeds the starter motor RPM, the pinion is disengaged from its shaft via a free wheel. This prevents the starter motor from overrevving.

Ignition switch

The starter motor is activated when the ignition switch is in the start position.

TWICE control module

The control module grounds the starting relay actuating coil when it has received the ready signal from the immobilizer unit.

The TWICE control module sends the "Key correct" message to the bus when the correct key is being used.

Gear selector, automatic

The gear selector on cars with automatic transmission allows start only when the selector lever is in position P or N.

Starting interlock contact, clutch pedal

Some cars with manual gearboxes made for the US/CA market are equipped with a contact for the clutch pedal that does not allow the car to be started unless the pedal is in the depressed position.

Scheme 67

The starter motor has permanent magnets to reduce strain on the battery.

A planetary gear increases the starting torque.

The starter motor circuit consists of two sub-circuits

1. the working circuit, and
2. the operating circuit.

Scheme 68

The working circuit runs from the battery's positive terminal to terminal 30 on the starter motor.