Page 291
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CONTENTS
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300
GENERAL
311
BATTERY
1•It~❖ ...·•···,
321
ALTERNATOR
331
STARTER
340
IGNITION SYSTEM
341
IGNITION COIL
342
DISTRIBUTOR
344
SPARK PLUGS
346
INTERFERENCE~PPRESSORS
361
LIGHTING
361
DIRECTION INDICATORS
362
HORNS AND HORN CONTROLS
363
WINDSHIELD WIPERS AND WASHERS, HEADLIGHT
WIPERS AND WASHERS
364
ELECTRIC CONTROLS AND SWITCHES
371
WIRING AND FUSES
381
INSTRUMENTS AND CONTROLS
.....
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SUB
Page 293
GENERAL
The electrical system operates on 12 volts and the electrical equipment comprises the following units:
Battery, starter, alternator, voltage regulator, distributor,
ignition coil, spark plugs, outside and inside lights, direction indicators, windshield wipers, windshield washer,
horns, heater and ventilation fan motor, radiator fan motor, brake light switch, brake warning switch, handbrake
switch, temperature transmitter, fuel level transmitter,
cold start switch, radiator fan relay, hazard warning flasher switch, back-up light, clock, cigarette lighter, wiring
harness and loose wires as well as switches and fuses.
Aiso provided on some models are headlight wipers, headlight washers, electrically heated driver's seat, a warning
system for unfastened seat belts and electrically heated
rear window.
BATTERY
The 12 volts battery is of lead-acid type with six cells. Its
capacity is 60 ampere-hour·s (Ah). It is located on a shelf
in the front right-hand corner of the engine compartment
with the negative pole grounded to the bodywork of the
car.
position lights, brake lights, and back-up lights which are
automatically switched on when the gear shift lever is
placed in reverse. As from 1980 model West German and
UK cars are equpped with rear fog lights.
The headlight mountings are arranged for vertical and
lateral adjustment of the beam.
Headlights are controlled by the same lever that operates
the direction indicators. To dim the lights, the lever is
pulled towards the steering wheel. A blue light on the
instrument panel indicates when the headlights are at
high beam.
When the headlights are on, the parking and tail lights
are also lit.
During model 1975 for the Swedish market, a new headlight function has been introduced, namely, town lights.
The town lights, together with the rear lights and license
plate light, are switched on automatically when the engine is started.
Full headlight power at both high and low beam will be
obtained when the headlights are switched on by means
of the normal switch.
The instrument illumination is regulated with a rheostat
switch, placed on the instrument panel.
OTHER ELECTRICAL EQUIPMENT
ALTERNATOR
The generator is of the AC-type. A signal light on the in·
strument panel shows whether or not the alternator is
charging.
STARTER
The starter is rated at 0.8 kW (1.1 hp). Its drive pinion is
moved into engagement by a control magnet operated by
the ignition key.
IGNITION SYSTEM
The engine has a bettery ignition system consisting of an
ignition coil and a distributor with a cpmbined centrifugal
and vacuum system for ignition advance. The system is
energized by the ignition key.
LIGHTS
The outside lighting consists of headlights, front parking,
direction indicators and side position lights, number plate
light, and tail lights with rear direction indicators and side
Interior lighting consists of dome lights and ignition
switch illumination, controlled by the dome light switch,
a contact at each door, and a switch at the gear lever
housin!;!,
The trunk is illuminated by a light controlled by a contact at the hinge of the trunk lid. On Saab 99 Combi
Coupe the switch is located at the striker plate for the
rear door.
A self-canceling lever under the steering wheel controls
the current supply to the direction indicators. This lever
also controls the headlights. A green light on the instrument panel indicates when direction indicators are operating. The warning flasher switch is located on the instrument panel. All four direction indicators flash together
when this switch is actuated.
The windshield wipers are operated by a reciprocating
flexible cable. The switch also actuates the windshield
washer as well as the headlight wipers and washers fitted
on cars on some markets. The windshield wipers have
two speeds.
The horns are operated by a contact in the steering wheel
safety padding.
The radiator fan is driven by an electric motor and is located behind the radiator. It is thermostat-controlled and
operates only when the coolant temperature in the radiator exceeds the set cut-in temperature of the thermo-contact.
The backrest and cushion of the drivers seat have thermostat-controlled electric heating elements (see Group 8).
SAMS
300-1
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Page 294
WIRING AND FUSES
The wires leading from the battery or alternator to the
various current-consuming units are arranged in a wiring
network divided into groups. The individual wires are
color-coded for ease of identification. The terminals consist of solderless AMP connectors. Fuses are provided to
protect the wiring, etc. against abnormally high current
loads (e.g. short circuits) and to reduce the risk of fire in
such an event. The fuses are grouped in a fuse box and
the fuse box, relays and socket for ignition service instrument, "TSI", are mounted on the right wheel housing in
the engine compartment. On cars not equipped with town
lights, the panel has a place for a relay for extra equipment.
BRAKE LIGHT SWITCH
The brake light switch is mechanical and is actuated by
the rod between the pedal and_the servo unit. On braking,
current flows to the brake lights.
BRAKE WARNING SYSTEM
Defects in the brake system, e.g. leakage from either of
the two brake line circuits, are signaled by a brake warning light in the indicator light display instrument. Up to
and incl. model 1977, the light is operated by a switch
contained in the master cylinder. The switch is actuated
by a plunger which is displaced in the event of a pressure
difference between the two brake circuits.
The hydraulic system is in no way affected by the removal or installation of the switch.
As from model 1978, the switch is actuated by a float in
· the brake fluid container if the liquid level gets too low.
The contact is incorporated in the filler cup of the brake
fluid container.
300-2
SUB
Page 295
BATTERY
CAUTION
Do not misconnect the battery. Reversing the pole
connections, even momentarily, will damage the alternator rectifier. Connect the positive cable to the
positive pole of the battery (both marked +) and the
negative cable (ground lead) to the negative pole
( both marked-).
If an external battery is temporarily connected to the car battery, connect the poles
positive-to-positive and negati~e-to-negative. The
battery must not be connected to or disconnected
from the electrical system,of the car while the engine is running. When quick-charging the battery,
first disconnect the positive cable.
GENERAL
The battery is a 12 volt lead accu mu lator with six cells
and a working voltage of about 2 volts per cell. The electrolyte used in the battery is dilute sulphuric acid with a
spec. gravity of 1.28 at +68°F (+20°C) when the battery
is fully charged. The capacity of the battery is 60 amperehours (Ah), i.e. it is rated to deliver a current of 3 amperes
for 20 hours at +68°F (+20°c). The positive pole of the
battery is connected to the starter and other current-consuming units and the negative pole is grounded to the
bodywork of the car.
REMOVING AND INSTALLING
MAINTENANCE
To remove the battery from the car, first disconnect the
negative (ground) cable to prevent shorting, then disconnect the positive cable. Note that the engine must be
stopped before the terminals are disconnected, as the alternator may otherwise be damaged.
Next unscrew the two wing nuts from the hooks, after
which the battery can be lifted out of the car.
Before replacing the battery,' make sure that the outside
is clean and that the pole terminals and cable clamps are
also clean so that they make proper contact. After connecting the cables, coat the pole terminals and clamps
with acidfree vasel ing.
As the ability of the battery to start the engine depends
on its state of charge, regular checking and maintenance
of the battery are important - especially in wintertime,
when the load on the starter is heavier and the capacity
of the battery is reduced by low temperature. Moreover,
an u·ndercharged battery is apt to freeze.
ELECTROLYTE LEVEL
The level of electrolyte in the battery tends to fall due
to evaporation and electrolytic decomposition of water.
Use only distilled water to top up. The surface of the
electrolyte should be about 0.4" (10 mm) above the top
edge of the plates.
Sulphuric acid ·of the correct concentration should only
be added if the spec. gravity of the electrolyte needs to
be corrected as a result of drainage or leakage from the
battery.
BATTERY REMOVAL -TURBO
In order to remove the battery from Turbo cars the
pressure pipe between the exhaust manifold and the
boost control must first be disconnected.
If the car is equippped with AC then the hoses for
the AC unit must also be disconnected by loosening
the clips at the wall of the engine compartment.
ELECTROLYTE SPECIFIC GRAVITY
The spec. gravity of the electrolyte is measured with a
hydrometer; the reading indicates the state of charge of
the battery (see table).
State of charge
Full charge
Half charge
Discharged
Spec. gravity
approx. 1 .28
1.21
,.
1.12
,.
r
r
SA"8
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311-1
Page 296
Testing
The maintenance-free battery is tested in the same way
as conventional batteries, with the exception that the
relative density of the acid cannot be measured.
By loading the battery (corresponding to the load during
starting) for a period of 15 seconds, the capacity and
charge of the battery can be determined by observation
of the voltage. Use a battery tester with a rheostat.
Loading test:
Apply a load of about 200 A to the battery for 15 seconds, and check that the voltage does not drop below
9.6 Vat a battery temperature of 27°c (80°F).
The permissible voltages at lower temperatures are as
follows.
TESTING THE BATTERY
Battery temperature
Minimum voltage
27°C
16°C
4-°C
-7°C
-18°C
9.6 V
9.5 V
(80°F)
(60°F)
(40°F)
(20°F)
( 0°F)
9.3 V
8.9 V
8.5 V
~HARGING
If the voltage reading during this test is too low, this indicates that the battery either has a temporarily low charge
or inadequate capacity.
The following chart should be used to assess batteries.
If it emerges that the battery is not defective, the temporary fault may be the result of an abnormally high load
(e.g. electrical items left switched on) or of a fault in
the electrical or charging system of the car.
rharging must be adjusted to the capacity of the battery.
The battery is fully charged when the voltage per cell has
reached 2.5-2. 7 V, without load, and has remained constant during the last three hours of charging.
Decomposition of water causes the electrolyte to bJil.
The filter caps must therefore be removed from the cells
while charging is in progress.
Charging
MAINTENANCE-FREE
BATTERY, SAAB TURBO
Temporary limited discharge.
The-battery can be charged by means of a conventional
battery charger. In rapid charging, the charging current
General
must not exceed 50 A.
The maintenance-free battery is very similar to a conventional battery and also contains diluted sulphuric acid.
The maintenance-free battery should therefore always be
kept upright. The battery is provided with srr:all vent
holes, although considerably less gas is generated than in
a conventional battery. Since the battery does not r.ormally lose any distilled water, no filler holes :,re provided.
The maintenance-free battery also holds its charge much
longer than a conventional battery.
311-2
SNlB
Totally discharged battery
If the battery becomes totally discharged, i.e. as the result
of an electricity-consuming device being left on, then
trickle-charging will be necessary to initiate the chemical
process in the battery once more.
Where applicable start re-charging with a current of 3 Amp
approx. (max. 5 Amp) for 24 hours or until the charging
current drops to its lowest stable level. The charging voltage should never exceed 16 Vin order to prevent a substantial loss of battery acid. If possible battery chargers
supplying pulsating current should be used in SL'.chcases.
Page 297
Test chart
Defective -------1
Below 9.6 V
Charge at 40 A
for 3 min
Ocular checking for
loose terminals,
cracked casing
Capacity test
200 A load for 15
seconds
Above 9.6 V
Below 15.5 V
Ab:JVe 15.5 V
'
Charge battery
Max of 40 A to
15.5-16.0 V.
16.0 V must not
be exceeded.
Below 9.6 V
Capacity test
200 A charge for
15 s
Above 9.6 V
'
Battery
Defective
B.::ttery in good
condition
Check electrical
system
S6888
SAAB
311-3
Page 299
ALTERNATOR
INTERNAL WIRING
GENERAL
While the car is running, the alternator supplies the current
needed by the various items of electrical equipment and
at the same time charges the battery.
To remove the heat generated in the alternator, its drive
pulley is provided with fan vanes that draw air through
the alternator as long as it is runnirig.
The alternator is mounted on top of the engine and in
front of the heat exchanger, and is driven by a V-belt
from the crankshaft pulley.
The alternator is internally ventilated. It has a 12-pole
rotor and six silicon diode rectifiers. An exciter diode is
connected to each of the three stator windings, with a
common junction point at terminal D + (+ 61 ). The sta·
tor windings are in three phases as in Bosch and in the
earlier SEV alternators and are star-connected (
)
while the later SEV alternators are delta-connected (
).
The six rectifier diodes are arranged and wired in an AC
bridge, e.e. three diodes are wired for normal polarity
(anode to the terminal) and the other three for reverse
According to polarity, the diode holder is insulated from
the body or directly grounded by a body contact. The
annular exciter winding is mounted on the rotor, which
has pole claws, one half of the claw acting as a north pole
and the other as a south pole. The e11.dsof the exciter
winding are connected to slip rings which transmit the
exciting current.
"'"'
ALTERNATOR,
BOSCH MAKE (EARLY DESIGN)
ALTERNATOR,
BOSCH MAKE (LATER DESIGN)
AL TERNA TOR, SEV MAKE (LATER DESIGN)
AL TERNA TOR, SEV MAKE (LATER DESIGN)
,
321-1
Page 300
FUNCTIONAL DESCRIPTION
of the regulating contact and break the circuit.
The current to the exciter winding is then forced to go
through the resistance and is thus reduced, whereupon
the magnetic field strength diminishes, and with it the
strength of the alternating current generated in the stator winding. The voltage regulator thus governs the voltage to a maximum of about 14 V. Alternators of later
design have an intergrated charging regulator with electronic breaker operation.
The charge indicator light is also influenced by the voltage
output from the stator winding via terminal D+ on the
regulator, in such a way that the-voltage is equal on both
sides of the light and the light is therefore extinguished.
This is an indication that the alternator is charging.
No current-limiting relay is needed, since the alternator
itself governs the current intensity. At high alternator
speeds, when the frequency of the alternating current is
also high, and when the intensity of the output current
reaches a given value, the resulting resistance (impedance)
assumes such a magnitude that no further increase of current is possible.
When the ignition key is turned to the drive position (K),
the circuit is energized.
The circuit runs from the ignition switch via the charge
indicator light to terminal D + (+ 61) on the voltage regulator and thence over the breaker contact to terminal OF
on the alternator, and finally through the brusches to the
citer winding, after which the circuit is grounded.
The rotor is thus magnetized and a force field is generated
in the rotor.
When the engine starts and the rotor begins to spin, an alternating current is generated in the stator winding; this
current is r.ectified as it passes the diodes and is fed into
the battery from terminal B+.
The voltage obtained from the stator winding also passes
via the exciter diodes to the voltage regulator and acts
upon the coil that controls the breaker. When the voltage
rises to 14 V or above, the magnetic field of the coil becomes so powerful as to overcome the spring resistance
Voltage regulator AD 1 14 V
To currentconsuming units
r-,
Resistance
Battery 12 V
Indicator
light
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D-
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0-
O+
OF
OF
w-------
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Regulator/
ontact
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Stator
winding
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Exciter
winding
Alternator
K 1 _.
14 V 55 A 20
Rectifiers
S 1860
ALTERNATOR
321-2
WIRING DIAGRAM,
SA.ta
MAKE BOSCH