Page 91
eT ET a, i, i. SA
UNDERBODY COATING AND RUST-PREVENTIVE
TREATMENT
Touching-up of underbody coating
To retain the advantages afforded by underbody compo-
sition, the underbody, too, should be regularly inspected
and the coating touched up as necessary. Apart from
protecting against corrosion, the coating improves sound
insulation. This protection is particularly important with
regard to the fenders, which are continuously exposed to
wear from a constant barrage of flying stones and gravel.
Before covering worn or bare parts with fresh underbody
composition, clean the metal thoroughly with a scraper
and a steel-wire brush and then wash with gasoline or
suchlike. Before applying fresh composition, coat the
metal with a reputable make of rust inhibitive, and then
apply about 1.5 mm (0.06 in.) thick coating of composi-
tion before the rust inhibitive has dried. Excessive appli-
cation will result in the composition running and it may
even pull right away from the metal which it is intended
to protect.
Naturally, new metal panels, such as fenders, must always
be treated in a similar manner after fitting. If underbody
coating is applied prior to spraying it is essential that all
composition be washed off the surfaces which are to be
enameled.
Rust-preventing treatment
The cars are treated with a rust preventive agent before
leaving the factory. As from model 1974, spraying with
rust-preventive oil has been greatly increased. The under-
side of the floor is sprayed after the underbody com-
pound is applied. The rust preventing treatment which
the car receives at the factory should be repeated within
12 months after delivery. The reason for this is that some
settlement of the electrophoretic paint may occur in the
welded body joints after the car has been driven for some
time. Provided that this treatment is performed in accor-
dance with the instructions issued by Saab-Scania, further
spraying with rust-preventive oil will only be necessary
every second or third year.
Holes and rubber plugs in the body
The parts of the body which must be sprayed with rust-
preventive oil are listed under the heading Points of
Treatment. On cars as from model 1974, no new holes
need be made for this treatment. On older cars, some
new holes must be drilled. The hole dimensions are 0.8
in, (20 mm) dia. and 0.4 in. (11 mm) dia. The holes are
sealed with slitted rubber plugs (20 mm dia. 845948 and
11 mm dia, 845951).
Preliminary work
1. Clean the underbody, wheel housings and engine com-
partment, panel welds in the front floor, wheel hous-
ings and front fenders.
2. Remove the scuff plates, turn up the floor mats at the
sills and seal the four drain holes in the sills (two in
each sill), see fig.
Work site: Grease pit or lift.
DRAIN HOLES IN THE SILLS
3. Remove the wheels.
. Mask the brake discs,
5. The reel belts on 2-door models should be completely
pulled out and remain out until the treatment is fin-
ished.
PS
Oil, pressure and temperature
About 3 1/2 pints (3 dm3/litres) of oil are used in the treat-
ment. Information on pressure for spraying should be
obtained from the oil manufacturer. Use heavy oil for
the underbody and wheel housings and light oil for the
members, cavities and welds. Heavy oil should be used
for application with a brush or oil can. In order to assure
sufficient penetration, the temperature of the car should
not be less than 50°F (+10°C).
Sept. 1973 SAAB 141-1
Page 92
Equipment
2 high-pressure compressors for airless spraying with a 40:1
pressure increase for heavy oil and 48:1 for light oil.
2 spray guns.
Nozzles which permit access to cavities, members, doors
and through slitted rubber plugs.
Oil can and brush for treatment of welds between wheel
housings and fenders.
EQUIPMENT FOR RUST-PREVENTIVE TREATMENT
1. Nozzle for spraying doors
2. Nozzle for spraying members and cavities
3. Nozzle with reduced pressure for treatment of welds between
wheel housings and fenders. Can be substituted by brush or
oil can.
Oil spraying
The treatment is divided up into four groups. In group 1,
the treatment is done from below, in group 2 from the
sides and in groups 3 and 4 (horizontal reference line)
from inside the engine compartment. The underbody
and wheel housings are sprayed externally.
Cavities and members are sprayed internally. The welds
between the front floor and the wheel housings are
sprayed in the engine compartment.
Treated areas shall have a coat at least 30 jum thick. The
points of attachment between Z-beams and the floor
shall be oiled liberally. All doors are oiled through holes
in the end, about 4 in. (100 mm) from the bottom edge.
A thin coat of oil shall be applied to the inside of the
doors,
Treatment with brush or oil can
A brush or an oil can is used to treat the weld between
the wheel housing and the front fender in the engine
compartment and the weld between the wheel housing
and the outer side panel in the luggage compartment.
The oil is applied liberally to the uppermost point of
the weld so it runs down along the weld.
141-2 SAAB
Points of treatment
NOTE
Points of treatment with slitted plugs can be treated
through the plug if the right nozzle is used.
Group 1 (from below)
1.1, The cavity formed by the front engine member up
against the front floor panel.
A hole 35 mm in dia. is provided in the front floor
panel.
1.2. The front floor, the wheel housings and the entire
underbody are sprayed with oil. Special care must
be taken in treating Z-beams, the cross member in
the engine compartment, jack attachment points
(including the rear attachment point) and the
linkage arm attachment point in the middle of the
floor.
The front wheel housing rib against the front floor
is treated through the recess in the wheel housing
for the drive shafts and tie rods.
1.3. Cross bar member as from model 1974.
The cavity in the cross bar member is treated
through the 11 mm dia. hole in the middle of the
member.
Group 2 (from the sides)
2.1, The inside of the scuff plates is treated through
the 20 mm holes in both ends on 2-door models.
2.2. The cavity formed by the outer side panel against
the outer scuff plate is treated through the 20
mm dia. hole in the front edge.
Insert the nozzle through the hole in the end of
the side panel. Hold the gun as in fig. 1 and spray,
then twist the gun a half turn and spray again
(fig. 2). The oil stream should hit the outlined
areas. Any other spray direction will cause oiling
of the seat belts, side boards and adjoining trim.
Only airless spraying may be practised.
CAUTION
Point 2.2, 2-door models: Because of the location of
the reel belt next to the side panel, only the lower
part of the side panel may be sprayed.
Sept. 1973
Page 93
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2.3.
2.4.
2:0
2.6.
TREATMENT OF SIDE PANEL
Rear wheel housing bracket.
Two 20 mm holes are provided.
Doors.
2 and 4-door models are treated through the 20
mm holes in the rear ends.
4-door models only: The cavity in the lower rear
pillar is treated through the 11 mm hole.
4-door models only: The cavity up near the door
frame between the side panel, outer wheel housing
and end panel is treated through the 20 mm dia.
hole in the end panel.
Groups 3 and 4 (horizontal reference line)
3.1.
3.2.
3.3.
4.1.
4.2.
Hood.
The front part of the front hood frame is treated
through the holes provided.
Treat the joint between the outer wheel housing
and the front fender and between the front fender
and the fender end and the reinforcing piece in the
wheel housing panel beneath the bracket for the
lower door hinge.
Treat the joint between the front floor and the
inner wheel housing back towards the bearing
bracket.
Treat the cross member connected to the bearing
brackets through the excisting holes.
Treat the joint between the outer wheel housing
and the outer side panel from the trunk.
Trunk lid.
Treat the lower rib, as well as the other corners,
through the holes provided.
Deviations, Saab 99 Combi Coupé
4.3. Treat the joint between the outer wheel housing
and the outer side panel through the hole for the
evacuation box after the latter has been removed.
4.4. Treat the trunk lid through the lower hole in the
inner panel of the lid.
Dec. 1975
DEVIATIONS, SAAB 99 COMBI COUPE
Subsequent treatment
Dry off the oil from the oiling points along the sides of
the fenders and on the painted surfaces. Use a rag dipped
in paint thinner. Remove the masking from the brake
discs and fit the wheels. Remove the seals in the drain
holes in the scuff plate members and clean off the oil
which has run out. Put back the floor mats and fasten
the scuff plates. Note! Oil draining must have ceased
when the sealing plugs are removed. Oil which runs out
through the scuff plate member drain holes will dissolve
the insulation mat in the front and middle floor.
141-3
Page 94
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141-4
Page 95
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Jan, 1972
CONTENTS
200 General
201 Removal and installation
210 Engine body
211 Cylinder head
214 Valve mechanism
215 Transmission
216 Crank mechanism
221 Oil pump
222 Oil filter
231 Carburetor
233 Fuel pump
234 Fuel tank and fuel lines
Electronically controlled fuel injection
252 Exhaust system
261 Radiator and cooling system
262 Water pump and fan motor
271 Throttle controls
Page 96
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Page 97
GENERAL
The car has a liquid-cooled carbureted engine with over-
head camshaft and four cylinders in line. Crankcase ven-
tilation is fully enclosed. The carburetor is made by
Zenith—Stromberg.
The Saab 99 E, introduced with the 1970 model, is a
variant in which the engine is fitted with a Bosch elec-
tronic fuel injection system.
The cylinder block is inclined 45° to the right and the
cylinder head is of cross-flow type, i.e. with intake ducts
on one side and exhaust ducts on the other. The engine
is oriented with the clutch to the front of the car.
In 1972 a new Swedish-built 2.0 | engine was introduced
as an alternative to the existing 1.7 and 1.85 | engines
manufactured in Britain.
‘ Cylinder block
The cylinder block is made of special cast iron, cast in
one piece. The cylinder bores, surrounded by cooling
jackets, are drilled straight out of the block. The block
also contains oil channels for the lubricating system.
Cylinder head with valves
The cylinder head is made of aluminum alloy. On the
1,7 and 1.85 | engines the head is fastened to the block
by studs and hexagonal screws. On the 2.0 | engine only
hexagonal screws are used. Special quality castings are
used for the camshaft. On the 1.7 and 1.85 | engines the
camshaft bearings are integral with the cylinder head. On
the 2.0 | engine a separate camshaft bridge is employed
for camshaft bearings.
Crankshaft and bearings
The crankshaft is forged with ground journals. The 2.0 |
engine crankshaft has been case hardened by tenifer
treatment which provides a hard non-metallic surface
giving good protection against wear. There are five main
bearings. The center bearing also acts as an axial locating
bearing. The shaft contains drilled passages for lubricat-
ing oil. All main bearing shells can be replaced. The
crankshaft also drives a separate idler shaft which powers
the oil pump, water pump and distributor through cog
gears and the fuel pump by a cam.
POWER PLANT, 1.7 AND 1.85 L CARBURETED ENGINES
POWER PLANT SEEN FROM LEFT
1. Air cleaner 5. Oil dipstick
2. Oil pressure switch 6. Gear control
3. Oil pump 7. Crankshaft pulley
4. Oil filter
Dec. 1975
s2sa2
—— 18
9
6
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POWER PLANT SEEN FROM RIGHT
1, Carburetor 7. Transmission
2. Crankcase ventilation valve 8. Starter
3. Camshaft cover 9. Primary gear housing
4. Alternator 10. Clutch cover
5. Front axle universal joint 11. Distributor
6. Engine bracket
200-1
Page 98
Camshaft and valve depressors finish. The lower compression ring has oil-scraping char-
acteristics and is somewhat wider than the upper one. The
The camshaft is cast and has hardened and phosphatized :
actual oil scraper is a three-piece ring.
cams. It is driven by a chain from the crankshaft. The
valves are directly actuated by the camshaft cams via
valve depressors and adjusting pallets.
Connecting rods and piston pins
The connecting rods are forged and fitted with bushings
Pistons and piston rings for journaling the piston pins. The piston pin bushing
and big-end bearing halves are exchangeable.
The pistons are made of light alloy and are provided with The piston pin makes a floating fit in the piston and con-
grooves for two compression rings and one oil scraper necting rod. Its axial movement is restricted by lock rings
ring. The upper compression ring is flat with a chromed in the piston pin holes.
$3823
$3825
POWER PLANT, 2.0 L INJECTION ENGINE WITH MANUAL’ TRANSMISSION
200-2 SAAB Dec. 1975
Page 99
Rh"
Lubricating system, oil filter
The engine has a forced lubrication system (see fig. below).
Oil pressure is generated by a rotary pump driven from
the idler shaft. The pump is located on the outside of the
cylinder block. Its rotor vanes force the oil through a re-
ducing valve in the pump itself and on through the oil
filter and oil channels to the various lubrication points.
Each connecting rod bearing has a separate oil channel
from the main bearings. The oil filter is of full-flow type,
i.e. all oil force-fed to the lubrication points goes through
the filter.
The 2.0 | engine is fitted with a birotor pump. This pump
has an inner rotor which drives an eccentrically located
OIL PUMP, ROTOR TYPE OIL PUMP, BIROTOR TYPE
fe
LUBRICATION SYSTEM
S$ 2398
ring wheel. The birotor pump is also used as alternative
equipment for 1.7 and 1.85 | engines.
Ignition system
The distributor is driven by a gear transmission from the
idler shaft. The rotor arm rotates counterclockwise. The
order of firing is 1-3—4—2, cylinder No. 1 being farthest
to the rear. Ignition advance in relation to engine speed
is regulated by a centrifugal governor and in relation to
load by a vacuum regulator.
Fuel system, carbureted engine
The fuel tank is located between the back wheels. The
fuel pump, which is of diaphragm type, is driven by a
special cam on the idler shaft. The pump is located on the
left-hand side of the engine. The fuel passes through a ny-
lon filter in the pump. The earlier pump is provided with
an external lever for manual fuel feed.
$1634
FUEL PUMP, EARLIER DESIGN
S004
FUEL PUMP, LATER DESIGN
Nov. 1972
SAAB 200-3
Page 100
Fuel tank as from ch.No. 99.024.298
As from the above chassis No., the fuel tank is designed
so as to allow internal expansion of the fuel. The expan-
sion space is opened by a valve which is actuated by the
filler cap.
Fuel tank ventilation
When fuel is poured in, the tank (1) will not be complete-
ly filled, and instead the level rises only slightly above the
lower opening on the venting tube (3). The reason for this
is that an air cushion is formed above this level and pre-
vents further filling of the tank.
The formation of this air cushion is due in its turn to the
fact that a spring-loaded valve (5) located in the filler pipe
(2) blocks the upper opening on the venting tube (4) from
the upper side of the tank.
When the tank cap (7) is screwed on, a/ever is actuated
which opens the valve, thus providing a communication
from the upper part of the tank to the surrounding air
via the ventilation hose (6).
On cars up to and incl. chassis No. 99732028846, the
ventilation hose runs out under the rear bumper. Beginning
with chassis No. 99732028847, the hose runs inside the
roof channel, through the left windshield pillar and out
into the engine compartment behind the left wheel housing.
The fuel, which increases in volume when the temperature
rises, is now able to expand inside the tank instead of
being pressed up through the filler pipe (2). As the fuel \
level becomes lower in course of driving, air is drawn into
the tank via the ventilation hose (6).
Without tank cap
FUEL TANK VENTILATION, ARRANGEMENT DIAGRAM
1, Fuel tank
2. Filler pipe
3. Venting tube
4. Venting tube
5. Spring-loaded valve
6. Ventilation hose
7. Tank cap
Sept. 1973