Page 371
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WIRING DIAGRAM, SAAB 96 L.H.D., MODEL 1977 B
371-93
Page 372
0 Fe ag ee a
WIRING DIAGRAM SAAB 96 L.H.D. MODELS 1978
AND 1979, AND DETAIL OF WIRING DIAGRAM
SAAS 95 L.H.D, MODEL 1978
The range of the electrical system is shown by the wiring
SYSTEM OH MNEXT page.
1. Battery
2. Alternator
3. Voltage regulator
4. Starter motor
5. lgnition coil
6. Ignition distributor
7. — Lighting relay
8. Headlight dimmer/flasher switeh
9. — Light switch
10. High beam
1, Low beam
12. Front parking light
13. Tail light
14. Number plate light
15. Rheostat, instrument panel illumination
16. — Ignition switeh
17. Fuse box
18. Direction indicator flasher unit
19. Direction indicator switch
20, Hazard warning flasher switch
21. Hazard warning flasher repeater
22. Direction indicator lights, L
23. Direction indicator lights, R
24. Brake light switch
25. Brake light
26. Ventilator fan switch
27. Ventilator fan motor
28. Horn
29. Horn switch
30. Brake warning switch
31, Oil warning switch
32. Temperature transmitter
33. Fuel level transmitter
34, Combination instrument: fuel gauge, fuel warning
light, temperature gauge, oil warning light, charging
light, instrument panel illumination
Speedometer
Brake warning light
High beam indicator light
Direction indicator warning light
Instrument panel illumination
Dome light
Door switch, interior lighting
Luggage compartment light
Luggage compartment light switch
Wiper and washers system switch
Windshield wiper motor
Washer motor
Fuse holder
Headlight wiper motor
-
SNSRESESSSBSISSE
371-94
SAAB
ao, Headlight wipe motor relay |
60. Seat heating elements with thermostat
81, pin eonnecto!
§2, Spin oonnectol
83, 2pin connector
§4, spin connector
6H 12-pin connector !
§6, Seat belt warning light
67, Seat contact
68. Belt contact, L
59, Belt contact, R
GO, Resistance, town light
61. Service outlet, ignition
65, Switch, electrically heated rear window
66. Relay, electrically heated rear window
67, Electrically heated rear window
75. Reversing light switch
76, Reversing lights
Color code
BL Blue
BR Brown
GL Yellow
GN Green
RD Red
SV Black
VT White
4 GR 1.5
| Cable cross-section, mm2
Color of cable
Cable ref. No,
54
4)
DETAIL oF
1978 WIRING DIAGRAM, SAAB 95 L.H.D., MODEL
March 1979
Page 373
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WIRING DIAGRAM, SAAB 96 L.H.D., MODELS 1978 AND 1979
371-95
March 1979
Page 374
Febr 1977
~
CONTENTS
400 GENERAL
411 CLUTCH
412 CLUTCH OPERATION
GEAR BOX
470 REMOVAL, INSTALLATION
471 DISASSEMBLY, REASSEMBLY
473 DIFFERENTIAL AND PINIONARING GEAR
475 UNIVERSAL JOINTS AND SHAFTS
Page 375
GENERAL
CLUTCH
The clutch is a single dry plate type, comprising clutch
disc, pressure plate assembly and release bearing.
The clutch plate consists of a resilient steel disc attached
to a splined hub sliding on the clutch shaft. The clutch
facings are riveted to both faces of the disc.
The pressure plate assembly, which consists of the clutch
cover and a Cast pressure plate under pressure from spiral
springs, is attached to the flywheel by means of bolts.
The coil springs are kept in place by guides on the pres-
sure plate and the clutch cover. Three clutch release levers
are carried on struts and riveted to the clutch cover. The
pressure plate assembly is held together by the three clutch
levers, which are secured by lugs on the struts. A spring
loaded steel disc, against which the release bearing is pres-
sed when declutching, rests on the inner ends of the clutch
levers.
The release bearing comprises a ball bearing held in a bear-
ing housing, which is retained in the clutch fork by springs.
A teflon coating on the ball bearing presses against
the release plate when declutching. The power is transmit-
ted from the flywheel via the clutch cover and pressure
plate to the clutch disc, and from there to the clutch
shaft. One end of the clutch shaft is carried in a self lubri-
cating bearing in the crankshaft, and the other in a needle
bearing in the gear box primary shaft. In the middle of the
FRONT WHEEL
ENGINE
(CLUTCH)
FRONT WHEEL
clutch shaft is a ball bearing with radial clearance in the
clutch cover but locked axially by means of retaining rings.
Axial guiding of the clutch shaft is provided for by this
bearing. The pressure plate is pressed against the clutch
disc by the coil springs, and is when declutching moved
away from the flywheel by the three clutch levers. The
release bearing is supported by the clutch fork which is
attached to the vertical release shaft carried in the gear
box cover. The clutch operation is hydraulic. It com-
prises a master cylinder that is actuated by the clutch
pedal. A hose connects the master cylinder to a slave cy!-
inder which influences the clutch lever and release bear-
ing.
TRANSMISSION
The transmission is designed for front wheel drive and
arranged so that all shafts with their gears, free wheel,
differential and inner universal joint form a complete
unit.
The transmission has synchromesh for all forward gears,
whereas the reverse gear comprises a sliding gear wheel.
The transmission train comprises an input clutch shaft,
freewheel, primary shaft, countershaft, pinion shaft, dif-
ferential and inner universal joints. The shafts are carried
in ball bearings in the gear box cover. The unit is connec-
DIAGRAMMATIC ARRANGEMENT OF TRANSMISSION
Febr 1977
Page 376
TRANSMISSION
Page 377
ted to the engine by means of a clutch housing of light
alloy, which also encases the differential. All gear wheels
except the reverse gear wheel, are helical cut and in con-
stant mesh with one another.
Shaft borne gears are either carried on needle bearings or
directly splined.
The transmission has synchronizers on both the primary
shaft and the countershaft.
Gear changing movements are transmitted from the steer-
ing column gear shift lever to three shift forks. These shift
forks are able to slide on their shafts and are locked in
their respective gear positions by spring loaded poppet
balls, which fit into recesses made for this purpose on the
shafts.
In addition, arrangements are provided which make it im-
possible to engage two gears simultaneously.
The working of the transmission is shown by the expla-
natory sketch.
In 1st gear, power is transmitted from the primary shaft
to the counter shaft via an intermediate gear behind the
freewheel. The 1st speed gear, which is carried on the
countershaft, is locked to the shaft by a sliding sleeve.
The power is then transmitted to the 3rd speed gear,
which is borne on the primary shaft, and thence to the
3rd gear on the pinion shaft.
In 2nd gear, power is transmitted to the pinion shaft
in the same way as when driving in 1st gear, except
that the engagement sleeve now locks the 2nd speed
gear, instead of the 1st to the countershaft.
The power is then transmitted to the 4th speed gear on
the main shaft and thence to the 4th gear on the pinion
shaft.
in 3rd and 4th gears, power is transmitted from the pri-
mary shaft to the 3rd or 4th speed gear, as applicable,
which is then locked to the primary shaft by means of
a sliding sleeve. In reverse, power is transmitted from
the primary shaft to the countershaft by way of the
previously mentioned intermediate gear behind the free-
wheel. The reverse gear, splined to and sliding on the
countershaft, meshes directly with the 3rd gear on the
pinion shaft, thus turning the latter, together with the
gears, in the reverse direction,
Febr 1977
Synchronizer unit
The synchronizer unit functions as described in the fol-
lowing:
When the synchronizer sleeve is made to mesh with, for
instance, the dog ring on the 3rd speed gear, it pushes
in front of it an internally tapered bronze ring. This
ring has external teeth corresponding to those of the
gear dog ring. The bronze ring is able to change its posi-
tion in relation to the sleeve by half a tooth space, and
it also rotates at the same speed as the primary shaft.
If the speed of the 3rd speed gear differs from that of
the primary shaft at the moment when engagement
should commence, the teeth on the bronze ring will
move into the way of the internal teeth on the sleeve,
thus preventing the sleeve from moving in the direction
of the 3rd speed gear. The internal taper of the bronze
ring is then forced over the external 3rd gear taper and
the friction will cause the gear and sleeve to rotate at
the same speed. The path is thus opened for the sleeve,
enabling the synchronizer sleeve teeth to engage the
teeth of the dog ring on the 3rd speed gear.
DIAGRAMMATIC ARRANGEMENT-OF FREEWHEEL
1. Clutch shaft ag f
2. Freewheel hub Ae
3. Freewheel sleeve”
4. Roller :
5. Coil ae
Page 378
SSS
a SS
Freewheel
The freewheel transmits the power from the clutch shaft
to the transmission Primary shaft. The freewheel hub,
which is splined to the clutch shaft, has six roller seats
each containing a roller. Each of the rollers is individually
spring loaded by means of a coil spring and a plunger,
which constantly try to press the roller up into the
curved roller seat. The freewheel hub is enclosed in a cyl-
indrical sleeve which is an integral part of the primary
shaft. As from transmission No. F114860, the freewheel
comprises ten rollers each with two springs and plungers.
As from transmission No. 369279, more powerful springs
and plungers have been introduced. Complete freewheels
of earlier and {ater versions are fully interchangeable.
The clutch shaft is Connected to the engine crankshaft,
and when the engine is driving the car the freewheel en-
gages, being caused to do so because the freewheel hub
tends to rotate faster than the primary shaft. The rollers
are then forced up onto the curve shaped roller seats in
the freewheel hub.
When the rollers are held between the freewheel hub and
the sleeve, the primary shaft is forced to rotate at the
Same speed as the clutch shaft, with which it is thus vir-
tually united. If, on the other hand, the primary shaft
tends to rotate faster than the clutch shaft, as may occur
when running downhill with the engine idling, for exam-
ple, the rollers are released, i.e. they are carried back to
their curve shaped seats by the freewheel sleeve. Conse-
quently, the sleeve — the primary shaft — is able to rotate
faster than the clutch shaft.
The freewheel is equipped with a blocking device by
means of which it can be completely locked.
DIAGRAMMATIC ARRANGEMENT OF FREEWHEEL
1, Clutch shaft 4. Roller
2. Freewheel hub 5. Coil spring
3. Freewheel sleeve
SAAB
400-4
Differential and speedometer drive
The speedometer drive is taken from the transmission pin.
ion shaft, being transmitted by way of a worm gear tO the
connection for the speedometer cable.
The differential comprises two differential gears ang two
front drive shaft gears, one for each front drive shaft.
The differential and front drive shaft gears have plain bev.
el teeth. The shaft gears are splined on stubs, through
which they are connected with inner universal joints ang
inner drive shafts. The ring gear, to which the pinion shaft
transmits the transmission torque, is bolted to the differen.
tial case.
Febr 1977
Page 379
CLUTCH
DISASSEMBLY AND REASSEMBLY
REMOVAL Before disassembling the pressure plate assembly, mark
all the parts in order to ensure reassembly in the same re-
1, Lift the engine out of the car, see section 201. lative positions. This is important in view of clutch bal-
2. Slacken successively and back off the six bolts holding ance,
the pressure plate assembly to the flywheel, 1. Lift the three retaining springs, and remove the release
3. Remove the pressure plate assy, and the clutch disc. plate.
2. Compress the clutch springs in a press.
S$ 1345
CLUTCH WITH FLYWHEEL
1. Clutch housing with pressure plate
2. Clutch disc
3. Flywheel
DISASSEMBLY OF CLUTCH IN A PRESS
CLUTCH, DISASSEMBLED
1. Clutch cover
2. Pressure plate
3. Clutch release lever
4. Spring
5. Release plate
6. Retaining spring
7. Strut
Febr 1977 SAAB 411-1
Page 380
Remove the clutch release levers from the clutch cover.
Reduce slowly the pressure in the press.
Remove the clutch cover from the pressure plate. LOC
Remove the clutch springs.
ATION OF FACING RIVETS
DOR w
Reassemble in the reverse order. having fitted new facings, the clutch disc should
rha
8. Afte Check with the aid of a dia}
be checked for skewness.
indicator and an arbor.
INSTALLATION
1. Insert the clutch disc, and refit the pressure plate as-
sembly in the flywheel,
2. Center the clutch disc with the arbor, tool 78 40 648,
which fits into the clutch disc bearing in the crank-
shaft end,
. Tighten gradually the six retaining bolts of the clutch.
4. Install the engine, see section 201.
Ww
CLUTCH DISC
Checking the clutch and changing disc facings
1. Examine the clutch face in the flywheel. Burns or
small scratches on the face are of minor importance.
If deep scores are present, on the other hand, the
flywheel should be machined or a new one fitted. CHECKING THROW OF CLUTCH DISC
2. Check the pressure plate for scores or skewness. If the
surface is uneven, fit a new pressure plate or alterna-
tively, face grind the worn face. : 25 a : ay
3. Check the three clutch levers for wear. These are worn
by pressure against the release plate. When giecking.
the latter must be removed. .~> * a -
- Make sure that the release plate is und ged
. Examine the releas¢ gah ab nes
o al >
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Frectics: check
ust if nlgessary.
411-2 SAAB
Febr 1977