Page 451
Removing the ignition and starter contact
1. Disconnect the battery cables.
2. Remove the left-hand seat (NOTE: disconnect the seat
heating element wiring).
3. Select reverse gear, remove the ignition key and dismantle the cover from the gear lever housing.
4. Fold back the carpeting from the gear lever housing
and the left-hand seat member.
5. Insert the ignition key and select 1st gear.
6. Disconnect the wires from the ignition lock and the
reversing light switch.
7. Remove the three gear lever housing retaining screws.
8. Rotate the gear lever housing to the right, remove the
three cover plate retaining screws and remove the cover plate.
9. Remove the two ignition lock switch retaining screws
and remove the switch.
GEAR LEVER LOCK
Assembly
General
1.
The car is equipped with a combined ignition switch and
gear lever lock. When the gear lever is placed in reverse
and the ignition key withdrawn, the gear lever is locked.
The ignition switch has the following positions:
L. Locked. Reverse gear must be engaged before the key
can be turned to L, and the key can only be withdrawn in this position.
Parking lights and hazard warning lights can be
switched on.
G. Garage. All lights can be switched on.
K. Drive. All electrical systems including the ignition circuit are live.
S. Start. This position has a spring-loaded return to K.
The gear lever lock consists of a tongue (3) and cogwheel
(4) actuated by a toothed segment (5) mounted under
the lock cylinder (6). The segment turns with the lock
cylinder.
2.
3.
Insert a screwdriver in the slot (4) and turn the contact to bring the mark (2) opposite the arrow (3)
(see illustration).
Check that the ignition key is in position L (locked).
Mount the contact with the locating stud ( 1) in the
matching groove in the gear lever housing.
4
2
3
~
1
1
IGNITION
GEAR LEVER LOCK
AND STARTER
S 3187
CONTACT
1. Locating stud
2. Setting mark
3. Mark arrow
4. Gear wheel fitting groove
1. Housing
2: Spring
~-\\----H-4
3. Locking tongue
4. Cogwheel
5. Toothed segment
6. Lock cylinder
UAEI
432-7
Page 452
4.
5.
6.
7.
8.
9.
10.
11.
Turn the ignition key back and forth to make sure
that the gear lever lock does not stick or jam.
Fit the cover plate.
Mount the gear lever housing and adjust the gear
position (see under "Adjustment of gear positions").
Connect the cable to the ignition switch and reversing
light switch. Connect the switch and mount the
lamp in the gear lever cover. Fit the cover.
Refit the buttons on the heater controls.
Mount the fixing plate between the heater ducts.
Replace the floor carpet, and bellows on the gear
lever.
Install the driver's seat.
Connect the battery.
1
1
2
3
4
GEAR LEVER LOCK
1. Housing
2. Spring
3. Locking tongue
4. Cogwheel
5. Toothed segment
6. Lock cylinder
7. Ignition key
5
LOCK CYLINDER
Removing
1. Take off the gear lever housing (see section on removing the gear lever housing).
2. Turn the key to a position between the locking- and
garage position.
3. With the key in this position, the lock cylinder cotter
pin can be pushed in to free the cylinder with the help
of a wire lockpick or similar inserted through a hole
under the gear lever housing (see illustration).
4. Pull out the lock cylinder.
S 6615
Assembling
1. Turn the key in the lock cylinder to a position between
the locking- and garage positions.
2. Push in the lock cylinder catch pin. Check that the
toothed segment driver pins are correctly positioned
to fit in the lock cylinder. Push in the lock cylinder
and check that it is engaged in the toothed segment.
3. Mount the gear lever housing according to the instructions given below.
432-8
WEI
S 2465
Page 453
Disassemblywhen key is missing
If the key is missing, the lock cylinder is removed from
the gear lever housing as follows:
1. Lift out the left front seat and the gear lever housing
protection casing.
2. Loosen the gear lever housing retaining nuts with the
aid of special tool 8391237.
3. Drill out the plug covering the hole for the lock cylinder catch pin in the gear lever housing.
4. Drive in the catch pin with the aid of a drift approx.
0.08 in. (approx. 2 mm) and remove the lock cylinder.
Before installation, plug the hole in the gear lever housing
again. The plug is made of a suitable screw or rivet that is
cut to a length of approx. 0.19 in. (approx. 5 mm).
GEAR LEVER HOUSING
Dismantling
1. Disconnect the battery cables.
2. Remove the left-hand seat (NOTE: disconnect the seat
heating element wiring).
3. Fold away the carpeting.
4. Remove the heating duct.
5. Remove the tapered pin and detach the rod from the
gear rod assembly.
6. Dismantle the cover from the gear lever housing.
7. Disconnect the wires from the ignition lock and the
reversing light switch.
8. Remove the three gear lever housing retaining screws
and remove the housing together with the control unit
and the gear rod. Use sleeve 87 90 370.
Installation
1. Introduce the rod through the dash panel aperture
and place the gear lever housing and the control unit
in position.
2. Install the rod in the gear rod assembly and fit the
tapered pin.
3. Refit the gear lever housing. Use sleeve 87 90 370. Adjust the gear positions. See "Adjusting Gear Positions"
and "Adjusting Spring-Loading".
4. Reconnect the wires to the ignition lock and the
reversing light switch.
5. Refit the heating ducts and replace the carpeting.
6. Refit the gear lever housing cover and the rubber boot.
7. Refit the rihgt-hand seat.
8. Reconnect the battery cables.
432-9
Page 454
GEAR LEVER
Removal
1. Undo the three screws under the rubber boot and remove the gear lever from the gear lever housing.
2. Pull out the tension pin from the carrier, screw out
the catch stud and remove the spring.
3. Remove the carrier, the bearing and the cover.
4. Knock carefully with a plastic hammer on the knob,
so that it will loosen from the gear lever and remove
the carrier, the catch rod and the rubber boot.
5. Remove the lock ring, which holds the hollow lever
and the gear lever together and pull out the hollow
lever with its rubber bushing.
Replace damaged or weared parts.
Assembly
1. Fit slot ring, washers and rubber bushings on the hollow lever.
2. Fit the hollow lever in the gear lever and fit the lock
ring.
3. Fit rubber boot, carrier and catch rod. Put the spring
into the hollow lever and screw in the catch stud 1"
(25 mm) see illustration.
4. Fit cover, bearing, carrier and tension pin.
5. Pressthe knob on the gear lever.
6. Fit the gear lever on the gear lever housing.
7
8
SECTION THROUGH GEAR LEVER HOUSING
MODEL 1978
1. Knob
2. Carrier
3. Catch rod
4. Gear lever
5. Rubber boot
6. Rubber bushing
7. Washer
8. Hollow lever
9. Slot ring
10. Washer
11. Rubber bushing
12. Washer
432-10
13. Lock ring
14. Cover
15. Bearing
16. Gear lever bearing
17. Carrier
18. Tension pin
19. Spring
20. Gear shift rod
21. Catch stud
22. Bottom part
23. Bearing
24. Rubber bushing
2
13
1718
20
-
,...
Page 455
GENERAL
'1' Range
Automatic transmission
This gives manual selection of 1st gear only. When this
gear has been engaged it will remain in engagement until
'2' or 'D' has been selected.
When selected at higher speeds, the transmission immediately changes to 2nd and when the speed has slowed
down to a certain speed the 1st gear will engage.
Position 1 may not be selected at speeds above 90 km/h.
The Automatic Transmission consists of a three-element
hydrokinetic torque converter, and a hydraulically operated gearbox comprising a planetary gear set providing
three forward ratios and reverse.
THETORQUECONVERTER
The feature of using a hydraulic converter in conjunction
with a three speed automatic gearbox provides a means
of obtaining a smooth application of engine power to the
driving wheels and additional engine torque multiplication.
The converter also provides extreme low speed flexibility
when the gearbox is in 3rd gear and, due to the ability of
multiplying engine torque, it provides good acceleration
from very low road speed without having to resort to a
downshift in the gearbox. Torque multiplication from
the converter is infinitely variable between the ratios of
2: 1 and 1: 1. The speed range, during which torque multiplication can be achieved, is also variable, depending upon
the accelerator position.
AUTOMATIC TRANSMISSION
OPERATION
'D' Range
This is provided for use when full performance of the car
is required and when selected gives a first speed start with
automatic up- and down change.
'2' Range
This is provided for use when only the first two ratios are
required.
Automatic change from '1 '-'2' is also provided.
Driving on 3rd is eliminated. Position 2 may not be selected at speeds above 55 mph (90 km/h).
TORQUE CONVERTER
The torque converter for use in conjunction with the
gearbox, comprises an impeller connected to the engine
crankshaft, a turbine connected to the input shaft of the
gearbox, and a stator mounted on a sprag type oneway
clutch supported on a fixed hub projecting from the
converter housing.
&AMI
440-1
Page 456
CHAIN TRANSMISSION
The impeller is rotated by the engine and converts the
engine power into hydrokinetic energy. The fluid flows
from the impeller vanes to the turbine vanes and returns
to the impeller through the stator vanes. The curvature of
the various vanes is so designed that when a speed differential exists between the impeller and the turbine, the
angle of the fluid flow from the turbine is changed by the
stator vanes in such a way that the discharge of fluid from
the stator assists in driving the impeller. Under such conditions, torque multiplication occurs and varies from 2: 1
when the turbine is stalled to 1: 1. The torque 2: 1 is received when the vehicle is held stationary with the engine operating at maximum throttle opening and any one
of the driving ranges selected. The torque 1: 1 is received
when the turbine reaches a speed approximately 90 % of
the impeller. When this speed differential between the impeller and turbine is achieved, the fluid flow angle from
the turbine is such that the stator is driven in the same
direction as the turbine and the impeller. Under these
circumstances, the converter becomes a fluid flywheel
or coupling and there is no torque multiplication.
From the turbin shaft of the torque converter is the power transmitted via a chain to the input shaft of the transmission.
THE GEAR SET
The planetary gear set consists of two sun gears, two sets
of pinions, a pinion carrier and a ring gear. Helical involute tooth forms are used throughout. Power enters the
gear set via the sun gear. In all forward gears, power enters through the forward sun gear; in Reverse, power enters through the reverse sun gear. Power leaves the gear
set by the ring gear. The pinions are used to transmit
power from the sun gears to the ring gear. In Reverse, the
sun gear carrier is braked, causing the ring gear to rotate
in the opposite direction to the sun gear. In forward gears,
a double set of pinions is used to cause the ring gear to
rotate in the same direction as the sun gear. The carrier
locates the pinions in their correct positions relative to
the two sun gears and the ring gear (and also forms a reaction member for certain conditions). The various mechanical ratios of the gear set are obtained by the engagement of hydraulically operated multi-disc clutches and
brake bands.
l
1
l
S 3192
PRINCIPLES OF OPERATION, TORQUE CONVERTER
1. Impeller
2. Turbine
3. Stator
440-2
CLUTCHES
Multi-disc clutches operated by hydraulic pistons connect
the converter to the gear set. In all forward gears the front
clutch connects the converter to the forward sun gear; for
Reverse, the rear clutch connects the converter to the reverse sun gear.
Page 457
PRINCIPLES OF OPERATION, ALJTOMATIC TRANSMISSION
1. Torque converter
2. Front clutch
3. Rear clutch
4. Front band
5. Rear band
6. One-way clutch
Application of bands and clutches for the various selected positions
Selector Position
Ratio
Applied
Driving
Held
1
1st
Front Clutch
Rear Band
Rear sun gear
Planet
Carrier
D and 2
1st
Front Clutch
One-way Clutch
Rear sun gear
Planet
Carrier
D and 2
2nd
Front Clutch
Front Band
Rear sun gear
Reverse
Sun
D
3rd
Front Clutch
Rear Clutch
Rear sun gear
R
Reverse
Rear Clutch
Rear Band
Front sun gear
SAt\B
.L
Planet
Carrier
440-3
Page 458
BRAKE BANDS
First Gear ('D' or '2' selected)
Brake bands, operated by hydraulic servos, hold elements
of the gear set stationary to effect an output speed reduction and a torque increase. In '1' the rear band holds the
pinion carrier stationary and provides the 1st gear ratio
of 2.39:1 and, in Reverse, a ratio of 2.09:1. The front
band holds the reverse sun gear stationary to provide the
2nd gear ratio of 1.45: 1.
The front clutch is applied, connecting the converter to
the forward sun gear. The one-way clutch is in operation,
preventing the planet carrier from rotating anti-clockwise;
the gear set provides the reduction of 2.39: 1. When the
vehicle is coasting the one-way clutch over-runs and the
gear set freewheels.
ONE-WAY CLUTCH
In 'D', a one-way clutch is used in place of the rear band,
thus also providing a 1st gear ratio of 2.39: 1. This oneway clutch, allowing the gear set to freeqheel in 1st gear,
provides smooth ratio changes from 2nd to 1st.
TH~MECHANICAL
P.OWER FLOW
First Gear ('1' sel~ted)
,
The front clutch is applied, connecting the converter to
the forward .su·ngear. The rear band is applied, holding
the _plani:t carrier stationary; the gear set provides the.
redu.ction of 2.39: 1. The reverse sun gear rotates freely
in the opposite direction to the forward sun gear.
MECHANICAL POWER FLOWSELECTED
FIRST GEAR 'D' OR '2'
Second Gear ('D' or '2' selected)
Again the front clutch is applied, connecting the converter
to the forward sun gear. The front band is applied holding
the reverse sun gear stationary; the gear set provides the
reduction of 1.45: 1.
j
S 3196
. MECHANICAL POWER FLOW-
440-4
FIRST GEAR '1' SELECTED
MECHANICAL
SELECTED
POWER FLOW - SECOND GEAR 'D' OR '2'
-----
Page 459
Third Gear ('D' selected)
THE HYDRAULIC SYSTEM
Again the front clutch is applied connecting the converter
to the forward sun gear. The rear clutch is applied, connecting the converter also to the reverse sun gear; thus
both sun gears are locked together and the gear set rotates
as a unit providing a ratio of 1: 1.
The hydraulic system contains a pump of the internal/
external gear pattern, picking up fluid from the oil pan
through a strainer. Automatic control is provided by a
centrifugally operated hydraulic governor on the transmission pinion shaft. This governor works in conjunction
with valves in the valve bodies assembly located in the
transmission. These valves regulate the fluid pressure and
direct the pressure to the appropriate transmission components.
The Pump
The pump, driven by the converter impeller, is in operation whenever the engine is running. This pump, through
the primary and secondary regulator valves, supplies the
hydraulic requirements of the transmission both with the
engine idling and whilst the car is in motion.
MECHANICAL
POWER FLOW - THIRD GEAR 'D' SELECTED
The Governor
The governor, revolving with the output shaft is basically
a pressure regulating valve which reduces line pressure to
l\lou-t:P~I
--------
!!:ind D~•Lt:
---- - ----
a iia,iii:: llldl
In neutral the front and rear clutches are off, and no power is transmitted from the converter to the gear set. The
front and rear bands are also released.
Reverse ('R' selected)
The rear clutch is applied, connecting the converter to the
reverse sun gear. The rear band is applied, holding the planet carrier stationary; the gear set provides the reduction of
2.09: 1 in the reverse direction.
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Vdllt:~
VVILII UUlj.JUl
smHl
\l.t:. vt:rnc1e1 speea.
This variable pressure, known as governor pressure, is
utilized in the control system to effect up and down shifts
through the 1-2 and 2-:-3 shift valves. Rotation of the
governor at low speeds causes the governor weight and
valve to be affected ·by centrifugal force. This outward
force is opposed by an opposite and equal hydraulic force
produced by pressure acting on the regulating area of the
governor valve. The governor valve is a regulating valve
and will attempt to maintain equilibrium. Governor pressure will rise in proportion to the increase in centrifugal
force caused by higher output shaft speed.
As speed increases, the governor weight moves outwards
centrifugally to a stop in the governor body, when it can
move no further. When this occurs, a spring located between the weight and the governor valve becomes effective. The constant force of this spring then combines
with the centrifugal force of the governor valve, the total
then being opposed by governor pressure, thus rendering
this pressure less sensitive to output shaft speed variations.
Thus, the governor provides two distinct phases of regulation, the first being used for accurate control of the low
speed shift points.
o/,0~~~
S 3198
MECHANICAL
POWER FLOW - REVERSE GEAR 'R' SELECTED
SAAB
440-5
Page 460
THE CONTROL SYSTEM
The control system utilizes three basic types of valves:
regulating valves, shuttle valves and a manual valve.
Pressure control is provided by the primary and secondary
regulator valves, the former operating in conjunction with
downshift and throttle valve pressure acting upon the
spring end and modulated throttle pressure acting on the
opposite end.
Shift control is provided by the 1-2 and 2-3 shift valves
operated by governor pressure acting upon one end and
throttle pressure acting upon the spring end, line pressure
acting, upon differential areas providing "shift speed
hysteresis".
Manual control is provided by the man.Jal valve which,
according to the position of the selector, directs fluid to
or provides an exhaust for, clutch and servo pistons.
For ease of reference, all hydraulic circuits are identified
by numbers. See table on page 440-19.
PRINCIPLES OF OPERATION, FRONT SERVO
1.
o...-...ko
b,.,.nd
2. Piston, inner
3. Piston, external
4. Adjusting screw
5. Lever
6. Push rod
6
PRINCIPLES OF OPERATION, REAR SERVO
2. Brake band
2. Piston
3. Push rod
4. Lever
5. Push rod
6. Adjusting screw
7. Locking nut
440-6
SA.f\EI