Page 401
QT
Table of hydraulic circuits
Circuit Name of Pressure
No.
1. Line pressure
2. Governor pressure
3. Directed line pressure
5. Direct line pressure
6. Directed line pressure
7. Directed line pressure
8. Modulated. throttle pressure
9. Throttle pressure
Ga. Throttle pressure
controlled by modulator
valve
10. Shift valve plunger
pressure
10a. Shift valve plunger
pressure
11. Forced throttle pressure
13. Line pressure
15. Line pressure
19. Line pressure
21. Converter pressure
23. Lubrication pressure
Jan. 1971
From
Pump
Governor
Manual control valve
Manual control valve
Manual control valve
Manual control valve
Modulator valve
Throttle valve
Modulator valve
Shift valve plunger
Shift valve plunger
Downshift valve
1—2 shift valve
2-3 shift valve
1—2 shift valve
Primary regulator
valve
Secondary regulator
valve
To
Primary regulator valve
Manual control valve
Throttle valve
Modulator valve
1—2 shift valve
2-3 shift valve
Servo orifice contro! valve
2-3 shift valve
Front clutch & governor
feed
1—2 shift valve
1—2 shift valve
2-3 shift valve
Primary regulator valve
(piston end)
Modulator valve
Primary regulator valve
(spring end)
2-3 shift valve
Shift valve plunger
Throttle valve
2-3 shift valve
1—2 shift valve
1—2 shift valve
2-3 shift valve
Rear servo apply
Rear clutch and front
servo release
Front servo apply
Secondary regulator
valve and converter
The mechanical part of
the transmission
440-19
Page 402
Driving instructions
Gear selector lever
A scale beside the gear selector lever is marked with sym-
bols indicating the different positions:
= Park
= Reverse
Neutral
= Drive
= 2nd om Forward gears
= Ist gear
ae NO ae o
"
Always press lightly on the footbrake or have the hand-
brake on when shifting the selector lever if the car is at
a standstill with the engine idling. Otherwise the car will
start to creep forward when a driving gear is selected.
GEAR SELECTOR LEVER
Driving
The selector lever must be in position N or P when you
start the engine as the starter contact does not work if the
lever is in any other position.
1. Apply the handbrake or tread lightly on the footbrake.
2. Turn the ignition key to S (Start) and let it spring back
to K (Drive) when the engine fires.
Selecting gears
P. Position P (Park) is selected when the car has been
parked, and the lever must be in this position before
the ignition key can be turned to L (Locked) and with-
drawn. The selector lever is then locked and the trans-
mission is immobilized. The starter contact is opera-
tive in position P. Do not select position P when the
car is in motion.
R. Position R (Reverse) must not be selected unless the
car is stationary.
440—20
N. In position N (Neutral) no gear is engaged. The starter
contact is operative in this position. The handbrake
should be applied when the selector lever is in posi-
tion N to avoid the car from moving if it is placed
on a slope.
D. The D (Drive) position is for normal forward driving.
Whichever of the three forward gears best matches the
speed and load on the engine is automatically engaged.
In the ‘D’ range downshifts will not-occur automati-
cally at speeds over 10 mph (16 km/h) (approxi-
mately) unless the accelerator pedal is depressed past
the detent to the ‘Full kickdown’ position. This may
result in a 3—1 change instead of the required 3-2
change.
“Kick-down”
To obtain maximum acceleration, e.g. for overtaking, it
is possible to effect an instant downshift at speeds below
50—55 mph (80-85 km/h) by pushing the accelerator
pedal hard down to the “kick-down” position. Upshift
to the next higher gear is automatic as soon as the engine
reaches maximum revs for the gear engaged or when the
pedal is eased up.
2. Position 2 gives automatic shift between first and
second gears but top gear cannot be engaged. If the
lever is moved from D to 2, this gives an immediate
manual downshift for more engine braking power.
Position 2 must not be selected at road speeds above
55 miles per hour (90 km/h).
1. Position 1 is used to obtain maximum engine braking
power on steep downgrades. Road speed must be
reduced to below about 12 mph (20 km/h) before 1st
gear is engaged. This position should also be used for
uphill driving on very steep hills to avoid overheating
the transmission oil. Second and top gears cannot be
engaged when the lever is at 1. Position 1 must not
be selected at road speeds above 55 mph (90 km/h).
Towing
The following rules must be observed if for any reason
the car has to be towed:
1. The selector lever must be at N.
2. The transmission must have the correct oil level.
3. National speed limits for towing must of course be
complied with, but in any event towing speed must
not exceed 25 mph (40 km/h).
4. The car must not be towed more than about 25-30
miles (40-50 km). For longer distances, the front
wheels must be raised off the ground.
5. The engine cannot be started by towing or pushing.
Towing lugs are provided at the front and rear bumper
attachments.
dan, 1971
Page 403
—_
Maintenance
It is most important that the following maintenance in-
structions are closely followed and absolute cleanliness
is maintained when topping up or filling the transmis-
sion.
It is vitally important when checking the fluid level that
no dirt or foreign matter enters the transmission other-
wise trouble will almost certainly arise. Before removing
the transmission dipstick, the surrounding area must be
cleaned off to prevent dirt from entering the dipstick
aperature. When filling the transmission with fluid ensure
that the fluid container and funnel are perfectly clean.
In countries where temperatures are unusually high, dust
and/or mud must not be allowed to decrease the effective
areas of the transmission case. Also any foreign matter
on the oil pan must be removed as it would act as a tem-
perature insulator.
Nov. 1971 Saws
440-21
Page 404
ROAD TEST AND FAULT DIAGNOSIS
It is important to gain as much information as possible
on the precise nature of any fault. In ail cases the follow-
ing road-test precedure should be completely carried out,
as there may be more than one fault.
It is essential when making a diagnosis, to be throughly
familiar with the Operation section and Driving Instruc-
tions section.
Testing the car
Any condition of improper operation shown by the checks
can be found, with its possible causes, in the ‘Fault diag-
nosis through road test” section.
IMPORTANT
When testing or making a diagnosis, it is important
that the transmission fluid is at operating tempera-
ture and at the correct level as previously detailed
in the Maintenance” section.
1. Check that the starter will operate only with the selec-
tor in ‘P’ and ‘N’ and that the reverse light operates
only in ‘R’.
2. Apply the brakes and, with the engine at normal idling
speed, select ‘N-D’, ‘N-2’, ‘N-1', ‘N-R’. Transmission
engagement should be felt in each position selected.
3. Check the stall speed (see Stall Speed Tests), with the
transmission in ‘1’ and ‘R’. Check for slip or clutch
break-away.
IMPORTANT
To prevent damage to transmission through over-
heating do not stall for longer than 10 seconds.
4. With the transmission at normal running temperature
select ’D’. Release the brakes and accelerate with a
minimum throttle opening. Check for 1-2 and 2-3
shifts.
Note: At minimum throttle opening the shifts may be
difficult to detect. Confirmation that the transmission
is in third gear may be obtained by selecting ‘2’ when
a 3-2 downshift should be felt.
5, a. From a standing start using full throttle acceleration,
i.e. accelerator at the resistance point, check that
1-2 and 2-3 shifts are as shown on the chart. See
page 020-18.
440-22
b. At 25 m.p.h. (40 km/h) in 3rd gear, depress the :
accelerator to the resistance point. The car should
accelerate in top gear but not downshift to second.
c. At30m.p.h. (50 km/h) in 3rd gear depress the
accelerator to the “‘kick-down” position (through
the resistance point). The transmission should
downshift to second gear.
6. a. Restart using "*kick-down” (accelerator through the
resistance point) and check for 1—2 and 2—3 shifts
according to the table on page 020-18.
b. At 40 m.p.h. (64 km/h) in top gear release the ac-
celerator and select ‘2’. Check for 3-2 downshift
and engine braking.
7. Stop in ‘1’, release the brakes and using full throttle
accelerate to 20 m.p.h. (32 km/h). Check for slip or
clutch break-away noise.
8. Stop and select ’R’. Release the brakes and reverse,
using full throttle if possible. Check for slip and/or )
clutch break-away noise.
9. Stop the car on a gradient facing downhill and select
‘Pp’. Release the brakes and check that the parking
pawl will hold the car. Re-apply the brakes before
disengaging the parking paw!. Repeat with the car
facing uphill. Make sure that the selector is trapped \
by the gate in ‘P’.
Converter trouble shooting
Inability to start on steep gradients combined with poor
acceleration from rest indicates that the converter stator
one-way clutch is slipping or that the stator support is
damaged. This condition permits the stator to rotate in
an opposite direction to the turbine and torque multipli-
cation cannot occur.
Substandard acceleration in 3rd gear above about 30
mph (50 km/h), combined with a substantially reduced
maximum speed, indicates that the stator one-way clutch
has locked in the engaged position. The stator will then )
not rotate with the turbine and impeller, therefore the
fluid flywheel phase of the converter performance can-
not occur. This condition will also be indicated by severe
overheating of the transmission, although the stalling
speed will remain normal. The converter assembly must )
be replaced. <
The torque converter is sealed by welding and cannot be
dismantled; therefore it must be replaced as a unit. The
ventilation holes in the converter housing must be kept
free from dirt.
Aug. 1973
Page 405
Checking the stalling speed
The stalling speed is the maximum speed at which the
engine can drive the torque converter impeller while the
turbine is held stationary. As the stalling speed is depen-
dent both on engine and torque converter characteristics,
it will vary with the condition of the engine. This must
be borne in mind when investigating the cause of the low
stalling speed.
To check the stalling speed, apply the handbrake, press
down hard on the brake pedal, set the selector to ’D”,
“1” or "R”, and push the accelerator right to the floor.
Normal stalling speed should be: for 1.7 and 1.85 | engines
1,800—2.200 rev/min, for 2.0 | engines 1.900—2.300 rev/
min, Use a revolution counter. If the engine stalling speed
is down to 300 rev/min below normal, the engine is not
developing its full power. If it is more than 800 rev/min
ls below normal, the converter assembly must be renewed.
A stalling speed substantially higher than normal indicates
that the converter is not receiving its required supply or
that slip is occurring in one of the gearbox clutches.
» —
NOTE
. When checking stalling speed ensure that the trans-
mission is at normal operating temperature. Do not
stall for longer than ten seconds, or the transmission
will overheat.
Engine rev/min Engine rev/min
stalling speed stalling speed Condition
1.7 and 1.85 | engines 2.0 | engines
1.800—2.200 1.900—2.300 Normal
1.500 1.600 Engine not developing full power
Below 1.000 Below 1.100 Converter stator free-wheel slipping or
>, stator support damaged
Over 2.400 Over.2.500 Slip in gearbox
Position D Position D Front clutch or one-way clutch slipping
Position 1 Position 1 Front clutch or rear band slipping
D, Position R Position R Rear clutch or rear band slipping
Jan. 1973 SAAB 440-23
Page 406
Fault diagnosis through road test
Use in conjunction with the ’’Key to Actions” at the end of the table.
No.
1.
9.
Fault
Starter will not operate inPorN ........ 00s eee eect eee
Starter operates in all selector positions ..............005-
Excessive bump on engagement of D,1,20rR ..........-4-
If “stall” speed higher than specified:
With slip and break-away noise in1........ 2.2.20 eee eee
With slip and break-away noise in R.............2-0000ee
If ’stall” speed lower than specified ...............20005
If ‘stall’ speed 600 r.p.m. lower than specified .............
WN AEIVO TO LD OF 2: co -atear chars iaysharans 1s. ofepash lakenaia a aisle MRP ERRNOD I
No drive in D or 2 but normal in 1
NOSGFIVEAIU ED eV DEERU 15.0, crepes (Cirvorsrct cnax'e fore 2) 0) nancies eee
BIGTRYER:OFAOTC2' SHITE «ei efaiy si sve acd s:0)s <7s a nous Shee
SUfeite is Br 1p Geese saa ietaties Cen ER eR eT CoE Char je
Delayed or no 2-3 shift .................
Delayed or no 2-3 shift but normal in R
Slip or engine run-up on 2-3 shift ..........
UTC Oe rine Brees SA Sei a PoC eP ie cs Ces
Dragons binding On: 2-3 Shits, oo ci.)cotsts eras ct aieisisieteysipispssezeue
Slip, break-away noise or judder on full throttle take-off in D or 2
Loss of performance and overheating in D-3rd (seized stator)... .
Continue as for 4 above.
Transmission downshifts too easily ... 2... +--+ eee eee eee ee
Transmission will not downshift ......---+++e eee cere eee
As for test 5Saabove .... 2... eee eee eee eee eee
No 3-2 downshift or engine braking
No 2-1 downshift or engine braking
Slip, break-away noise or judder on TAKE-Off I Ticav siete ceo ye. 6 1025 .2-s
Transmission up-shifts ....---- ee eee eet e reese
Slip, break-away noise or judder on TBKG-OTE BR ars dase pinete tov ssees
Slip but no judder on take-off in R .. 2.6.62 ee ee ee ee ee eee
As above, with engine braking available in1 .....-.-+-++-++--
DAO UD Eatic sis (asniv stle tie satel ete endtend > sielereisiave iets. eo 5 we ee
INO 1A) cats vie. cretaiatate Boole vice lelp clera ea ere alesis cieisie
As above with engine braking available in 1st gearof 1 .......-
Miscellaneous
440-24
Screech or whine increasing with engine speed
Grinding and grating noise from the gearbox.......
Knocking noise from torque converter area ......--+---++ 00%
Action
19
20
4,3
17:2,3)13):11
1, 2):3,13,12
Check engine performance
21
AWNWWNHWa=- =
o
1,2, 3,13, 11
21
3
3, 13, 14
1
1,2):3, 43; 12
1,2,3,8,9, 10
1,2,3
5
1, 2,3, 8, 13, 9, 10, 12
4, 250719;12
1,15
17
18
22
Nov. 1971
Page 407
Key to actions
—1. Check manual linkage adjustment.
2. Check fluid level.
——3. Check adjustment of downshift valve cable.
4. Reduce engine idling speed.
7 —5. Check adjustment of front band.
6. Check front servo seals and fit of tubes.
t 7. Check front band for wear.
i? 8. Check adjustment of rear band.
| 9. Check rear servo seal and fit of tubes.
10. Check rear band for wear.
11. Examine the front clutch and seals, also the for-
ward sun gear shaft sealing rings. Verify that the
cup plug in the driven shaft is not leaking or dis-
lodged.
12. Examine rear clutch valve and seals. Check fit of
tubes.
~ 13. Strip valve bodies and clean.
14. Strip governor valve and clean.
4 15. Examine parking pawl, gear and internal linkage.
! 16. Examine one-way clutch.
17. Strip and examine front pump and drive tangs.
a 18. Strip and examine gear train.
19. Adjust starter inhibitor switch inwards.
20. Adjust starter inhibitor switch outwards.
21. Replace torque converter
22. Examine torque converter drive plate for cracks
or fracture.
J
Nov. 1971
teem
440-25
Page 408
Quick-reference fault diagnosis chart
(Numbers indicate the recommended sequence of Fault Investigation. Letters apply to the remedies on next page.)
Engagement of R, D, 2 or 1:
Bumpy .
Delayed .
None .
Starting from rest:
No forward .
No reverse .
Seizure reverse
No neutral .
Upshifts:
No 1-2
No 2-3
Above normal shift speeds .
Below normal shift speeds .
Upshift quality:
Slip 1-2 .
Slip 2-3 .
Rough 1-2-.
Rough 2-3 .
Seizure 1-2 .
Seizure 2-3 .
No 2-1
No 3-2
Inviountary high speed 3-2.
Above normal shift speeds .
Below normal shift speeds .
Downshift quality:
Slip 2-1 .
Slip3-2. .
Rough 2-1 .
Rough 3-2 .
Line pressure:
Low, idling .
High, idling
Low at stall
High at stall
Stall speed:
Below 1.000 rev/min.
Over 2.400 rev/min .
Overheating
440—26
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Nov. 1971
Page 409
Fault investigation key
Preliminary Adjustment Faults
bop:
m™moo
Fluid level incorrect.
Downshift valve cable incorrectly assembled or
adjusted.
Manual linkage incorrectly assembled or adjusted.
Incorrect engine idling speed.
Incorrect front band adjustment.
Incorrect rear band adjustment.
Hydraulic Control Faults
2
Fe *pa
ivesnses
Oil tubes missing or not installed correctly.
Sealing rings missing or broken.
Valve body assembly screws missing or not correctly
tightened.
Primary regulator valve sticking.
Secondary regulator valve sticking.
Throttle valve sticking.
Modulator valve sticking.
Governor valve sticking, leaking or incorrectly
installed.
Orifice control valve sticking.
1-2 shift valve sticking.
2-3 shift valve sticking.
2-3 shift valve plunger sticking.
Converter “out” check valve missing or sticking.
Mechanical Faults
70
”
Nx Soa
Nov. 1971
Front clutch slipping due to worn plates, faulty parts
or leaking cup plug in driven shaft.
Front clutch seized or plates distorted.
Rear clutch slipping due to worn plates or faulty
check valve in piston.
Rear clutch seized or plates distorted.
Front band slipping due to faulty servo, broken or
worn band.
Rear band slipping due to faulty servo, broken or
worn band.
One-way clutch slipping or incorrectly installed.
One-way clutch seized.
Input shaft broken.
Pump drive tangs on converter hub broken.
Pump worn.
Converter blading and/or one-way clutch failed,
stator support fractured.
440-27
Page 410
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