Engine Electrical: Diagnosis Saab 9-7X I

DIAGNOSTIC CODE INDEX

DIAGNOSTIC CODE INDEX

Begin the system diagnosis with the Diagnostic System Check - Vehicle . The Diagnostic System Check will provide the following information

1. The identification of the control modules which command the system
2. The ability of the control modules to communicate through the serial data circuit
3. The identification of any stored DTCs and their status

The use of the Diagnostic System Check will identify the correct procedure for diagnosing the system and where the procedure is located.

Scan Tool Output Controls

Generator Battery Control Module (GBCM)

Scan Tool Data List

Generator Battery Control Module (GBCM)

Engine Control Module (ECM)

Powertrain Control Module (PCM)

Transmission Control Module (TCM)

Circuit Description

The generator battery control module monitors the battery voltage for precision electrical power management. The generator battery control module monitors both the battery sense positive voltage circuit and the battery sense negative, ground, circuit to precisely determine system voltage. If there is a difference between the less precise battery voltage, battery positive voltage circuit and ground circuit, and the more precise battery sense voltage of 1 volt or more for 10 seconds, then DTC B1390 will set.

DTC Descriptor

This diagnostic procedure supports the following DTC

DTC B1390 Device Voltage Reference Input 1 Circuit

Conditions for Running the DTC

1. Vehicle in RUN mode and Engine Run Flag is False or True.
2. This diagnostic shall be run every 100 ms.

Conditions for Setting the DTC

The difference between the low precision battery voltage circuit reading and the high precision battery voltage sense circuit reading is greater than or equal to 1 volt for 10 seconds.

Action Taken When the DTC Sets

The generator battery control module will request the driver information center (DIC) message of the Service Charging System. The battery tell-tale is not turned ON.

The generator battery control module uses the less accurate battery positive voltage circuit for voltage readings.

Conditions for Clearing the DTC

1. During the current ignition cycle, the difference between the less precision battery positive voltage circuit reading and the high precision battery voltage sense circuit reading is less than 1 volt.
2. Clear the DTC with a scan tool.

Diagnostic Aids

Recommended action

1. Check the Batt + voltage and Batt + sense voltage wires for an open or short low condition.
2. Check the Batt - ground and Batt - sense ground wires for an open or short high condition.
3. Clear the codes.
4. Cycle the ignition.

If a fault condition persists, replace the module.

DTC B1390

The generator battery control module controls the generator through the generator field control circuit. The signal is a 5-volt pulse width modulation (PWM) signal of 128 hz with a duty cycle of 0-100 percent. Normal duty cycle is between 5-95 percent. If the generator field control circuit is in the 0-5 percent range, pulled low to ground or open then DTC B1487 will set.

This diagnostic procedure supports the following DTC

DTC B1487 Generator L-Terminal Circuit Low

1. The engine speed is greater than 450 RPM.
2. This diagnostic shall be run every 100 ms.

The generator field control circuit is less than or equal to 5 percent duty cycle for more than 120 seconds.

The generator battery control module will request the driver information center (DIC) message of Charging System Failure and commands ON the battery indicator.

1. The generator field control circuit input is from 1-99 percent duty cycle, greater than 0 volts.
2. Clear the DTC with a scan tool.

Recommended Action

1. Correct L-Term short low condition
2. Clear the codes.
3. Cycle the ignition.

If a fault condition persists, replace the module.

DTC B1487

The generator battery control module controls the generator through the generator field control circuit, charge indicator control circuit. The signal is a 5-volt pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0-100 percent. Normal duty cycle is between 5-95 percent. If the generator field control circuit is 0 percent duty cycle or pulled high to battery positive voltage, 5 volts, then DTC B1488 will set.

This diagnostic procedure supports the following DTC

DTC B1488 Generator L-Terminal Circuit High

1. Vehicle in RUN mode and Engine Run Flag is False.
2. The engine RPM is less than or equal to 0 RPM.
3. This diagnostic shall be run every 100 ms.

The generator field control circuit is 0 percent and shorted high to battery voltage, 5 volts, for greater than 5 seconds.

The generator battery control module will request the driver information center (DIC) message of Service Charging System and commands ON the battery indicator.

1. The generator field control circuit voltage is 0 volts.
2. Clear the DTC with a scan tool.

Recommended Action

1. Correct L-Term short high condition
2. Clear the codes.
3. Cycle the ignition.

If a fault condition persists, replace the module.

DTC B1488

The generator battery control module monitors the generator through the generator field duty cycle signal circuit. The signal is a pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0-100 percent. Normal duty cycle is between 5-95 percent. If the generator field duty cycle signal circuit is in the 0-5 percent range or pulled low to ground, then DTC B1492 will set.

This diagnostic procedure supports the following DTC

DTC B1492 Generator F-Terminal Circuit Low

1. Vehicle in RUN mode and Engine Run Flag is True.
2. The engine speed is less that 1,000 RPM.
3. DTC B1487 or B1488 is not set as a current DTC.
4. This diagnostic shall be run every 100 ms.

The generator field duty cycle signal circuit is less than or equal to 5 percent duty cycle for more than 120 seconds.

The generator battery control module will request the driver information center (DIC) message of Service Charging System and commands ON the battery indicator.

1. The generator field duty cycle signal circuit input is greater than 5 percent duty cycle.
2. Clear the DTC with a scan tool.

Recommended Action

1. Correct F-Term short low condition
2. Clear the codes.
3. Cycle the ignition.

If a fault condition persists, replace the module.

DTC B1492

The generator battery control module monitors its internal battery current sensor for many charging system operations. When the values of the battery current sensor go out of range, DTC B1516 will set.

This diagnostic procedure supports the following DTC

DTC B1516 Battery Current Sensor Performance

1. Vehicle in RUN mode and Engine Run Flag is True.
2. This diagnostic shall be run every 50 ms.

The duty cycle of the internal battery current sensor is less than 2 percent duty cycle or greater than 98 percent duty cycle for greater than 240 seconds.

1. The filtered battery current is set to 0.1 amp.
2. The generator field control circuit duty cycle is set to 100 percent, battery voltage defaults to 13.8 volts.
3. The generator battery control module will request the driver information center (DIC) message of Service Charging System. The battery indicator remains OFF.

The duty cycle of the internal battery current sensor is greater than 2 percent duty cycle or less than 98 percent duty cycle.

Recommended Action

1. Clear the codes.
2. Cycle the ignition.

DTC B1516

Diagnostic Fault Information

Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.

DTC P0562

1. The vehicle speed is above 8 km/h (5 mph).
2. The system voltage is between 9.5-18 volts.

The ECM detects a system voltage below 10 volts for 5 seconds.

1. The ECM/PCM will command the charge indicator and or warning message to be illuminated on the instrument panel cluster (IPC) and the driver information center (DIC), if equipped.
2. The ECM/PCM will not illuminate the malfunction indicator lamp (MIL).
3. The ECM/PCM will store conditions, which were present when the DTC set as Fail Records data only.

1. The ECM/PCM will command the message OFF after one trip in which the diagnostic test has been run and passed.
2. The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.

Circuit/System Testing

1. Measure the voltage at the battery terminals and compare it with the Ignition 1 Signal parameter in the ECM/PCM data list. Verify that battery and Ignition 1 signal readings do not differ more than 1 volt. If greater than 1 volt test the Ignition 1, ground circuits of the ECM/PCM for open/high resistance or replace the ECM/PCM.
2. Go to «Charging System Test»(ref-268108-S22732575282007101800000) .

Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.

1. The vehicle speed is above 8 km/h (5 mph).
2. The system voltage is between 9.5-18 volts.

The ECM/PCM detects a system voltage above 16 volts for less than 1 second.

1. The ECM/PCM will command the charge indicator and or warning message to be illuminated on the instrument panel cluster (IPC) and the driver information center (DIC), if equipped.
2. The ECM/PCM will not illuminate the malfunction indicator lamp (MIL).
3. The ECM/PCM will store conditions, which were present when the DTC set as Fail Records data only.

1. The ECM/PCM will command the message OFF after one trip in which the diagnostic test has been run and passed.
2. The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.

1. A possible cause of this DTC could be overcharging with a battery charger or jump starting.
2. A high voltage value in multiple modules indicates a concern in the charging system.

Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.

Key ON Test

1. No generator, crankshaft position (CKP) sensors, or camshaft position (CMP) sensor DTCs are set.
2. The ignition is in RUN position.
3. The engine is not running.

RUN Test

1. No generator, CKP sensors, CMP sensor DTCs are set.
2. The engine is running.

1. During the key ON test, the ECM/PCM detects high voltage on the generator turn ON signal circuit for at least 5 seconds.
2. During the RUN test the ECM/PCM detects low voltage on the generator turn ON signal circuit for at least 15 seconds.

1. The ECM/PCM will command the charge indicator and or warning message to be illuminated on the instrument panel cluster (IPC) and the driver information center (DIC), if equipped.
2. The ECM/PCM will not illuminate the malfunction indicator lamp (MIL).
3. The ECM/PCM will store conditions, which were present when the DTC set as Fail Records data only.

1. The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.
2. Using the scan tool Clear DTC Information function can clear the DTC.

1. Ignition OFF, disconnect the harness connector at the generator.
2. Ignition ON, test for less than 1 volt between the generator turn ON signal and ground. If greater than the specified range, test the generator turn ON signal circuit for a short to voltage. If the circuit tests normal, replace the ECM/PCM.
3. Engine running, test for greater than 3.5 volts between the generator turn ON signal and ground. If less than the specified range, test the generator turn ON signal circuit for a short to ground, an open, or a high resistance. If the circuit tests normal, replace the ECM/PCM.
4. If the circuit test normal during the Ignition ON/Run tests, replace the generator.

Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.

1. The vehicle speed is above 8 km/h (5 mph).
2. The system voltage is between 9.5-18 volts.

The ECM/PCM detects an out of range PWM signal during the KEY ON test the ECM/PCM detects, a PWM signal greater than 65 percent for at least 5 seconds or during the RUN test a PWM signal less than 5 percent for at least 15 seconds.

1. The ECM/PCM will command the charge indicator and or warning message to be illuminated on the instrument panel cluster (IPC) and the driver information center (DIC), if equipped.
2. The ECM/PCM will not illuminate the malfunction indicator lamp (MIL).
3. The ECM/PCM will store conditions, which were present when the DTC set as Fail Records data only.

1. The ECM/PCM will command the message OFF after one trip in which the diagnostic test has been run and passed.
2. The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.
3. Using the scan tool Clear DTC Information function can clear the DTC.

1. Ignition OFF, disconnect the generator harness connector.
2. The ignition ON, engine OFF, connect a test lamp to battery positive voltage and repeatedly probe the generator field duty cycle circuit, harness side while monitoring the GEN-F Terminal Signal Parameter in the data list. It should change from 0 percent to above 95 percent. If the GEN-F Terminal Signal parameter was not affected by the test lamp, test the GEN-F Terminal Signal circuit for a short to ground, a high resistance, an open circuit. If the circuit tests normal replace the ECM/PCM.
3. Go to «Charging System Test»(ref-268108-S22732575282007101800000) .

Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.

Key ON Test

1. No generator, crankshaft position (CKP) sensors, or camshaft position (CMP) sensor DTCs are set.
2. The ignition is in RUN position.
3. The engine is not running.

RUN Test

1. No generator, CKP sensors, CMP sensor DTCs are set.
2. The engine is running.

1. During the Key ON test the ECM detects a high signal voltage on the generator turn on signal circuit for at least 5 seconds.
2. During the RUN test the ECM detects a low signal voltage on the generator turn on signal circuit for at least 15 seconds.

1. The ECM will command the charge indicator and or warning message to be illuminated on the instrument panel cluster (IPC) and the driver information center (DIC), if equipped.
2. The ECM will not illuminate the malfunction indicator lamp (MIL).
3. The ECM will store conditions, which were present when the DTC set as Fail Records data only.

1. The ECM will command the message OFF after one trip in which the diagnostic test has been run and passed.
2. The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.
3. Using the scan tool Clear DTC Information function can clear the DTC.

1. Ignition OFF, disconnect the harness connector at the generator.
2. Ignition ON, test for less than 1 volt between the generator turn on signal and ground. If greater than the specified range, test the generator turn on signal circuit for a short to voltage. If the circuit tests normal, replace the ECM.
3. Engine running, test for greater than 3.5 volts between the generator turn on signal and ground. If less than the specified range, test the generator turn on signal circuit for a short to ground, an open or a high resistance. If the circuit tests normal, replace the ECM.
4. If the circuit test normal during the Ignition ON / Run tests, replace the generator.

Visual/Physical Inspection

1. Inspect for aftermarket devices which could affect the operation of the starting and charging systems. Refer to «Checking Aftermarket Accessories»(ref-268113-S34470778152007101800000) .
2. Inspect the easily accessible or visible system components for obvious damage or conditions which could cause the symptom.

Symptom List

Refer to a symptom diagnostic procedure from the following list in order to diagnose the symptom

1. «Battery Inspection/Test»(ref-268108-S00563501072007101800000)
2. «Battery Electrical Drain/Parasitic Load Test»(ref-268108-S29573563352007101800000)
3. «Battery Common Causes of Failure»(ref-268108-S11811896022007101800000)
4. «Charging System Test»(ref-268108-S22732575282007101800000)
5. «Charge Indicator Always On»(ref-268108-S08169178472007101800000)
6. «Charge Indicator Inoperative»(ref-268108-S19880368892007101800000)
7. «Generator Noise Diagnosis»(ref-268108-S42165073032007101800000)
8. «Starter Solenoid Does Not Click»(ref-268108-S01543015772007101800000)
9. «Starter Solenoid Clicks, Engine Does Not Crank»(ref-268108-S03177266332007101800000)
10. «Engine Cranks Slowly»(ref-268108-S08501949032007101800000)
11. «Starter Motor Noise Diagnosis»(ref-268108-S18697779222007101800000)

Follow these instructions in order to avoid an incorrect diagnosis because of connections

1. If testing the vehicle with the battery cables still connected, wiggle the J 42000 clips on the terminal bolt. This may cut through any coating or through any oxidation that may be present on the bolt. Even new bolts contain a protective coating that may insulate or cause a resistance in the test circuit.
2. If correct connections to the battery terminal bolts in the vehicle are in doubt, perform the following steps: Disconnect the negative battery cable. Disconnect the positive battery cable. Install the test adapters on the terminals. Follow the instructions for an Out-of-Vehicle test.
3. If the tester displays a REPLACE BATTERY or BAD CELL-REPLACE result for a battery tested in the vehicle with the battery cables connected, perform the following steps: Disconnect the negative battery cable. Disconnect the positive battery cable. Install the tester adapters. Follow the instructions for an Out-of-Vehicle test. Replace the battery only if the Out-of-Vehicle test shows a REPLACE BATTERY or BAD CELL-REPLACE result. This prevents battery replacements that are due only to faulty battery cable connections.
4. Use the correct terminal adapters. Do not use any common bolts or a combination of bolts, nuts, and or washers as adapters when testing the battery. Use the test adapters that are provided with the J 42000 or P/N 12303040 terminal adapters. If the adapters that are provided with the J 42000 require replacement, use P/N 12303040. Any other adapter may not contact the correct areas of the battery terminal, causing a resistance that may result in an invalid battery test result.

Battery Inspection/Test

1. Be sure to rule out any possible obvious influences, such as customer error or aftermarket equipment.
2. Customer driving habits, such as regular short trips. This does not allow enough time to properly charge the battery. Refer to «Battery Description and Operation»(ref-268108-S00251414142007101800000) .
3. Verify that the battery and charging system are in proper working order. Refer to «Battery Charging»(ref-268108-S38839111942007101800000) and «Charging System Test»(ref-268108-S22732575282007101800000) .
4. A battery discharging for no apparent reason while the vehicle is parked can be caused by an intermittent draw, such as a module waking up, or a continuous draw, such as a dome light or stuck relay.
5. Some systems and modules such as OnStar®, and regulated voltage control (RVC), if equipped, are designed to wake-up, perform a task, and go back asleep at regular intervals. Refer to «Body Control System Description and Operation»(ref-268105-S31976288612007101800000) for the system or modules description and operation.
6. Remote keyless entry (RKE) will wake up due to an outside input. Refer to «Keyless Entry System Description and Operation»(ref-268098-S34134588242007101800000) for the system description and operation. IMPORTANT: The battery specification listed below is a generic specification. Refer to «Battery Usage»(ref-268108-S30030004312007101800000) when testing the battery.
7. The battery run down time will vary depending on cold cranking amperage (CCA) and reserve capacity (RC). If the CCA and RC are higher, then the battery run down time would be longer. If the CCA and RC are lower, then the battery run down time would be shorter. The graph below indicates roughly how many days a 690 CCA battery with at 110 min. RC (60.5 AH) starting at 80 percent state of charge will last with a constant current draw until it reaches 50 percent state of charge. Differences in battery rating and temperature will affect the results.

Battery Electrical Drain/Parasitic Load Test

Load Test

Note. Do not turn the parasitic draw test switch to the OFF position with the engine running. Damage will occur to the vehicle's electrical system.

Note. The test switch must be in the ON position when removing the fuses in order to maintain continuity in the electrical system. This avoids damaging the digital multimeter due to accidental overloading, such as a door being opened to change a fuse.

1. Disconnect the battery negative cable from the battery negative terminal. Refer to «Battery Negative Cable Disconnection and Connection»(ref-268108-S09012939602007101800000) .
2. Install the male end of the J 38758 to the battery ground terminal.
3. Turn the J 38758 knob to the OFF position.
4. Install the battery negative cable to the female end of the J 38758 .
5. Turn the J 38758 knob to the ON position.
6. Road test the vehicle and activate ALL of the accessories, including the radio and air conditioning. This may take up to 30 minutes.
7. Park the vehicle. Turn the ignition switch to the OFF position and remove the ignition switch key.
8. Connect a 10A fused jumper wire to the test switch tool terminals.
9. Turn the J 38758 knob to the OFF position. The current now flows through the jumper wire.
10. Wait 1 minute. If the fuse blows, install an inductive ammeter and go to step 19.
11. Remove the fused jumper wire.
12. Set a digital multimeter to the 10A scale.
13. Connect the digital multimeter to the test switch tool terminals.
14. Turn the J 38758 knob to the OFF position. The current flows now through the digital multimeter.
15. Wait 1 minute. Check and record the current reading. When there is a current reading of 2A or less, turn the J 38758 knob to the ON position. The electrical current will now pass through the switch. Then switch the digital multimeter down to the 2A scale for a more accurate reading when the J 38758 knob is turned OFF.
16. Turn the J 38758 knob to the OFF position. Wait 15 minutes for most vehicles.
17. Check and record the current reading.
18. Note the battery reserve capacity, amp hour rating. Refer to «Battery Usage»(ref-268108-S30030004312007101800000) . Divide the reserve capacity by 4, amp hour rating by 2.4. Compare this to the multimeter milliampere reading taken in the previous step. The parasitic current drain should not exceed this number. Example: If a battery has a reserve capacity of 100 minutes, (60 A/H) the current drain should not exceed 25 mA.
19. If excessive current drain is not found at this time and there are no other apparent causes, complete the following: Using the MIN/MAX function of the digital multimeter, monitor the parasitic drain overnight or during the day. This will determine if something has been activated during that time frame. NOTE: The test switch must be in the ON position when removing the fuses in order to maintain continuity in the electrical system. This avoids damaging the digital multimeter due to accidental overloading, such as a door being opened to change a fuse. IMPORTANT: Removing fuses, relays, and connectors to determine the failure area may wake up modules. You must wait for these modules to go to sleep or use the sleep function on the scan tool. When the vehicle has an unacceptable amount of parasitic current drain, remove each fuse one at a time until the current drain falls to an acceptable level. This will indicate which circuit is causing the drain. Refer to «Power Distribution Schematics»(ref-268084-S21447297012007101800000) to diagnose exactly which part of the suspect circuit is causing the parasitic drain. In some cases a non-fused circuit or component, such as a relay, is the cause of excessive parasitic current drain. Repeat the parasitic current drain test procedure after any repair has been completed to make sure that the parasitic current drain is at an acceptable level. When the cause of the excessive current drain has been located and repaired, remove the J 38758 .
20. Connect the battery negative cable to the battery negative terminal.

Charging System Test

Charging System Test

Noise from a generator may be due to electrical or mechanical noise. Electrical noise (magnetic whine) usually varies with the electrical load placed on the generator and is a normal operating characteristic of all generators. When diagnosing a noisy generator, it is important to remember that loose or misaligned components around the generator may transmit the noise into the passenger compartment and that replacing the generator may not solve the problem.

Generator Noise Diagnosis

Inspect the flywheel ring gear for damage or unusual wear.

Starter Motor Noise Diagnosis

Moving the ignition switch to the START position sends a 12-volt signal to the engine control module (ECM)/powertrain control module (PCM) crank request circuit. The ECM/PCM verifies that the transmission is in the PARK or NEUTRAL position. With the transmission in Park, voltage flows through the Park/Neutral position switch and feeds the starter relay coil. The ECM/PCM then grounds the control circuit of the starter relay. When the starter relay is energized it allows battery positive voltage to the starter solenoid S terminal. On some vehicles the starter will continue to crank the engine with the key released until it starts or the crank command has timed out to prevent excessive heat build up in the starter circuitry or the ECM/PCM receives an engine run flag.