Page 251
B. Speed (functioning of speed transmitter).
1. Connect a test lamp (0.1 W max.) between the+ cable
of the solenoid and earth. Place the lamp so that it is
visible from the driver's seat.
DASHPOT
Cars with fuel injection engines as from 1980 model have
a dashpot which mechanically dampens the throttle spindle when closing.
r
TEST LAMP VISIBLE FROM DRIVER'S SEAT.
2. Test drive the car, select neutral and let the car cruise
at about 25 m.p.h. (40 km/h). Brake slightly and check
that the test lamp goes out at about 18±3 m.p.h.
(30±km/h). (The speed transmitter function can also
be checked by listening for the time taken for the engine speed to drop or by using a tachometer).
Checking
1. Run the engine until it is thoroughly warm.
2. Connect a tachometer and set the idling speed to 875
r.p.m.
3. Rev up the engine to 3000 r.p.m. and measure the
time (with a stop watch) between the release of the
throttle and the moment at which the engine return
to 875 r.p.m.
The deceleration time should be 3-6 secs.
Setting
To adjust the delay time, loosen the lock nut on the dashpot and screw the dashpot upwards (shorter delay time)
or downwards (longer delay time).
Basic setting:
1. Run the engine until warm and check that the COvalue and the ignition are correctly set.
2. Disconnect the vacuum pipe to the distributor.
3. Rotate the throttle lever and check that the dashpot rod hits the stop at the specified r.p.m. (use a
tachometer).
R.P.M. when dashpot hits throttle lever
T 2.600± 100 r.p.m.
1979 model (Turbo)
2.000±100 r.p.m.
1980 model (Fuel injection)
I
4. Rev up the engine and check that it returns to idling
speed within the prescribed delay time.
5. Re-connect the vacuum pipe.
,
254-5
Page 252
Temperature compensation
Carbureted engine cars have a temperature compensator
installed which maintains a constant fuel/air ratio regardless of the engine temperature. See Section 231.
CAUTION
The white end of the delay valve (Turbo Sweden,
green) should be positioned towards the distributor vacuum control unit. It is also important that
the valve is fitted with the shorter hose between
the valve and the distributor vacuum control unit.
Delay valve
A delay valve is situated in the vacuum pipe between the
carburetor (throttle housing) and the distributor vacuum
control unit. The valve delays the formation of a vacuum
by 6 seconds approx. (Turbo Sweden, 20 seconds approx).
The ignition advance is therefore also delayed during
acceleration and the emission of nitric oxide (NOx is reduced.
Checking
Checking is carried out using a stop watch, a tachometer
and a stroboscope.
1. Connect the tachometer and the stroboscope.
NOTE
When the vacuum pipe is connected, e.g. when checking the ignition timing, always disconnect the hose
from the carburetor (throttle housing) to prevent
dirt entering and obstructing the delay valve.
CHECKING THE DELAY VALVE
2. Let the engine run at normal idling speed.
3. a. Have an assistant open the throttle suddenly and
let the engine run at 3000 r.p.m. approx. Start the
stop watch when the throttle is open.
b. Check the ignition firing point using the stroboscope light. The vacuum regulator should cut in
after 6 seconds ± 2 seconds (Turbo 20 seconds ± 4
seconds) and the ignition advance should increase.
Faulty delay valves should be replaced.
254-6
SAAB
Page 253
EXHAUST GAS RE-CIRCULATION
Exhaust gas recirculation (EGR, two-stage) (fuel injection engines as from 1978 model)
SYSTEM (EGR)
Exhaust gas re-circulation (EGR on-off)
----
___
2
0
0
0
0
By allowing a small amount of the exhaust gases to recirculate to the intake side of the engine, the combustion
temperature is lowered, which in turn helps to reduce the
emission of nitric oxide (NOxl-
2
5
,.
6
4
S 6103
5
EGA. TWO-STAGE SYSTEM
4
1. EGA valve
2. PVC valve
3. Exhaust manifold
EGA ON-OFF SYSTEM
1. EGA valve
2. PVS valve
3. Exhaust manifold
4. Inlet manifold
5. EGA pipe
6. Restriction (0.16 in./4 mm diameter)
4. Inlet manifold
5. EGA pipe
6. Two-stage outlet
In contrast to the EG R on-off system this system has no
restriction in the exhaust manifold outlet. Instead, the
volume of exhaust gases returned is governed by the
variable opening of the EGR valve.
When the EGR valve opens a small quantity of the ex:
haust gases flows via the EGR pipe into the inlet manifold. The volume of exhaust gases is governed by the
restrictions in the EG R outlet on the exhaust manifold. The EGR valve is controlled by the depression
in the carburetor (throttle housing). The vacuum hole is
positioned relative to the throttle so that the EG R valve
opens at 1900 r.p.m. approx. (fast idling) or at a slightly
higher speed. When the load is low the valve is fully open.
At full throttle and slightly below, the depression is so
weak that the valve shuts. The PVS valve sensors the
temperature of the coolant ·and disconnects the depression at temperatures under 1oo°F (38°C) approx.
so providing smoother running immediately after cold
starting.
VALVE HOUSING WITH OUTLETS FOR EGA TWO-STAGE
1.2. EGA outlets
3. Vacuum outlet, distributor
4. Plugged outlet
SUB
254-7
Page 254
When the throttle is closed (at idling speed or during engine overrun) atmospheric pressure acts on both signal
outlets and consequently no depression is obtained.
1
Cleaning the EGR system
2
I
I
r---1
Clean EGR
valve
Rem. clean EG R-pipe
S6145
1. Remove the EG R pipe and EG R valve. The rubber bellows and throttle housing must first be removed on
cars with fuel injection engines.
THE OUTLETS ON THE ATMOSPHERIC SIDE OF THE
THROTTLE
1. 2. Outlets
As the throttle passes the no. 1 outlet (steady low speed,
light acceleration or light engine overrun), a depression
is created at the EGR valve through no. 1 outlet. This is
then partially offset by the fact that no. 2 outlet is subject to atmospheric pressure, so creating a greater depression at the EG R valve than would have been the case if
only no. 1 outlet had existed. The reduced signal causes
the EG R valve to partially open.
S 6146
BOTH OUTLETS SENSE THE DEPRESSION
1. 2. Outlets
When the throttle passes no. 2 outlet both outlets are
exposed to the engine's depression which results in maximum exhaust gas recirculation. The function of PVS valve is identical to that described in the EG R on-off system.
254-8
2. Clean the caliberated apterture in the exhaust manifold using a drill.
"on-off" - I/) 4 mm
"two-stage" - 1/J10 mm
Page 255
3. Clean the EG R aperture in the inlet manifold as follows:
d. Remove the compressed air hose and refit the brake
servo hose.
4. Wash and blow clean the EGR pipe. If the pipe is
blocked with soot, clean it using a piece of wire.
5. Clean the inlet and outlet of the EGR valve with a
rotary wire brush. Take care not to damage the valve
spindle when cleaning the outlet side.
CAUTION
To prevent particals of soot from entering the inlet
manifold when cleaning the EGR aperture, connect
a compressed air line to the manifold via the nipple
on the brake servo unit.
A special compressed air nipple with an internal
restriction of 0.09 in. (II) 2.5 mm) and a length of
3/8 in. compressed air hose should be used to limit the pressure.
The compressed air nipple is made as shown in the
illustration, e.g. by soldering up the nipple aperture
and then drilling a 0.09 in. (II) 2.5 mm) hole.
--v.~~,~
,.FJ~:0::::!3:1~L_i
l~~,~:s;::.::s;~~~
1.:1
\0.09 in. (2.5 mm)
Drill hole
S6106
a. Disconnect the brake servo hose from the nipple on
the inlet manifold.
b. Connect compressed air to the brake servo outlet on
the inlet manifold using the special connecting nipple.
c. Clean the EGR aperture in the inlet manifold using a
0.40 in. (II) 10 mm) drill, so blowing out any soot
particles.
SAAB
254-9
r
Page 256
Rinse the valve with trichloroethylene and blow the valve
clean with compressed air, keeping it open with a vacuum
pump or by sucking through the hose connected to the
valve.
B. Blockage (soot or dirt in EGR pipe)
3. Run the engine at idling speed.
4. Disconnect the vacuum hose from between the PVS
valve and EGR valve. Create a vacuum in the EGR
valve using a vacuum pump or by sucking on the hose.
The engine should then start to run erratically and
eventually stop.
USE VACUUM TO OPEN THE VALVE AND BLOW CLEAN
WITH COMPRESSED AIR.
6. Re-fit the EGR valve with a new gasket and install the
EG R pipe. Connect the vacuum hose. Cars with fuel
injection engines: Re-fit the throttle housing and rubber bellows.
Checking EGR system
A .. Opening engine speed
1. Run the engine until warm and connect a tachometer.
2. Rev up the engine and check when the EG R valve
opens. The valve should open at fast-idling speed (see
below). The valve spindle is visible between the valve
casing and the vacuum bellows.
Type
Engine speed (fast idling) at which
the valve should open
Qn-off
1900 r.p.m. approx.
Two-stage
2600 ± 300 r.p.m.
254-10
C. Checking the PVC valve
Check the PVS valve by blowing through it. When the
engine is cold the valve should be closed and it should be
open when the engine is warm.
Page 257
RADIATOR AND COOLING SYSTEM
REMOVAL AND INSTALLATION
1. Drain off coolant.
2. Undo the water hose clips at the radiator and disconnect the hoses.
3. Undo the wiring terminals for the radiator fan and
thermoswtich.
4. Remove the front sheet complete with radiator (see
p. 201-2).
Reassemble in the reverse order.
HEATER BLEEDER NIPPLE, AS FROM MODEL 1976
TEST PRESSURIZATION
Leakage in the cooling system can often be difficult to
detect because the system only develops full pressure
when the car is actually being driven. A good method is
to pressurize the system with a pressure tester, whereupon the radiator, hoses and seals can be checked out.
The maximum permitted gauge pressure is 1.0 bar (kp/
cm 2 , 14 psi). A pressure tester can also be used to check
the opening pressure of the radiator filler. Opening pressure, see Group 0.
CAUTION
Be very careful if for any reason the coolant should
be boiling when you are about to remove the radiator cap. Loosen the cap gently and allow steam to
escape before taking the cap off. Never add large
quantities of coolant when the engine is warm, as
this may crack the cylinder block.
INSPECTING THE RADIATOR
If the radiator has been removed from the car, it can be
tested for leakage by being immersed in water with the
tube opening plugged and supplied with compressed air.
The maximum test pressure is 1.0 bar (kp/cm2, 14 psi).
Leaks, if any, can be repaired by soldering. The use of
proprietary sealing agents added to the coolant should
only be resorted to in emergencies, as these agents are
apt to clog the jacket and tubes and interfere with free
circulation. The cells of the radiator battery may sometimes become blocked with dust, insects, etc. with reduced air flow as a result. If _so,wash the radiator and
blow it clear with compressed air.
NON-FREEZING COOLANT MIXTURES
CHANGING COOLANT
1. Unscrew the pressure cap from the expansion tank.
2. Drain off the coolant through the radiator and engine block drain cocks. Set the heater control to maximum heat. As from model 1976: Open the bleeder
nipple at the heater valve.
3. Close the drain cocks and fill the system with fresh
coolant.
4. Start the engine and let it run until warm. Let it run
at moderate speed with the heater control set to maximum heat. As from model 1976, air can be expelled
from the system by means of the nipple at the heater
valve. Top up with coolant as the air is expelled.
SAAB
,f
During the cold season the coolant must be mixed with
anti-freeze, as pure water is liable to freeze and burst the
cylinder block. Ethylene glycol is recommended as an
anti-freeze fluid. For maximum protection against freezing and rusting the glycol dosage should be 40-50 per
cent i.e. 3-4 imp. quarts (3-4 liters) of glycol. Use only
the glycol grade recommended (see Group O for details).
Saab glycol (catalog No. 8383622) can be used with good
result all the year round for two years at a time. Other recommended glycol grades should be changed every year.
If ordinary water is used in the summer season, an antirust agent should be addes. N.B. When anti-freeze is
added, it must be premixed with a suitable quantity of
water since full circulation of the coolant is not achieved
before the thermostat has opened.
CLEANING THE COOLING SYSTEM
1. Drain off coolant.
2. Flush the system with clean water.
3. Fill the system with clean water containing a com-
261-1
Page 258
mercial solvent, following the manufacturer's directions for use.
4. Run the engine warm to start all the coolant circulating.
5. Stop the engine and wait a few minutes before draining
off the coolant.
6. Flush the system again with clean water; this time,
flush the engine and radiator separately and in the
- reverse direction to the normal coolant circulation.
The engine jacket should thus be flushed from the
cylinder head down, and the radiator from the left
connecting pipe. Remove the thermostat first.
7. Flush out the heater core, likewise in the reverse direction to the normal flow.
8. C~eck the operation of the cock in the line to the
heater core.
9. Fit the thermostat, water outlet pipe and hoses and
check the system for leakage. When cleaning the cooling system, check also that the radiator overflow pipe
is not blocked by dirt. If the method Qf cleaning described here fails to clear the radiator of deposits, it
should be removed from the car and sent to a radiator
specialist.
THERMOSTAT AND WATER OUTLET PIPE
WINTER THERMOSTAT
A winter thermostat which opens at +198°F (+92°C) is
available as a spare part.
This thermostat is only intended for use during the winter months in areas with very severe climates, i.e. Nordic
countries, Canada and the northern states of the U.S.A.
The ordinary+ 1900F (+88°C) thermostat should be
_refitted at the end of the winter. The winter thermostat
MUST NOT BE FITTED TO TURBO ENGINES.
261-2
5'IAII
r ·
Page 259
WATER PUMP
REMOVING
Engine in the car (engine removed as from point 5)
1. Drain off coolant through the engine and radiator
drain cocks.
2. Remove the battery ground cable.
3. Dismantle the inlet manifold and cover the openings.
4. a. Remove the alternator.
b. Remove the screw holding the alternator bracket
to the pump cover.
C. Unbolt both rear engine mountings.
d. Place a jack fitted with a wooden block under the
rear end of the power plant and raise the engine
slightly until the upper screw bolting the alternator
bracket to the transmission cover can be removed.
e. Slacken the lower retaining screw slightly and turn
the bracket so that it is as far from the engine as
possible.
5. Remove the other two retaining screws from the water
pump cover and remove the cover.
'""
11111
11111
11111
i:i~
:,:.:,:.:1
·11111
••••♦~~II
WATER PUMP,
VERSION ill
WATER PUMP,
VERSION I
CAUTION
The water pump is available in three different versions which require different procedures for removal and assembly.
Version I:
Impeller retained by means of a screw
(cylindrical fitting on shaft).
Version II:
Impeller retained by means of nut
(conical fitting on shaft)
Version 111: Impeller press-fitted on shaft. The
thread on the end of the shaft is only provided for
dismantling purposes. No nut is required.
S4432
WATER PUMP,
VERSION'!!
6. Version I:
a. Remove the centre screw from the impeller. Hold
the impeller with polygrip pliers and unscrew clockwise (left-hand thread). Save the washer.
Tapping-out hammers or the like must never be used
under any circumstances during the removal or assembly of pumps of versions 11and 111.
REMOVING THE IMPELLER CENTER SCREW
b. Fit a tapping-out hammer with adapter 8392136
to the water pump shaft and withdraw the pump
unit.
SAAB
262-1
Page 260
'
,
-
-;:;871
THE TOOL IS TURNED COUNTER-CLOCKWISE
Tool 8392441
b. Remove the water pump using 83 92 649 (or 83
92 490, older design).
CAUTION. Hammers should never be used.
REMOVING THE WATER PUMP, VERSION I
Tools 8390270 and 8392136
c. The bearing housing may be left behind in the cylinder block. If so, extract the bearing housing with
a tapping-out hammer fitted with a nut and flat
washer, external diameter 1.0" (25 mm),
REMOVING THE WATER PUMP, VERSION II AND Ill
Tool8392490
REMOVING THE BEARING HOUSING
c. The bearing housing may be left behind in the cylinder block. If so, extract the bearing housing by
means of a tapping-out hammer fitted with a nut
and flat washer with an external diameter of 1.0"
(25 mm).
6. Later version.
a. Position tool 8392441 over the water pump and
fit two screws without tightening.
Then turn the tool counter-clockwise so that the
peg on the tool engagesand of the wings on the
impeller. Tighten the two screws.
Loosen the impeller center nut (left hand threaded).
262-2
5"1'11
---