4.2 - automatic transmission [ocr]

8/10/2019 4.2 - Automatic Transmission [OCR]

http://slidepdf.com/reader/full/42-automatic-transmission-ocr 1/156

S RVI

M NU



24

Technical data

4

Special tools

44

General road testing and fault

diaqnosis

Saab

442

Removal fitting

444

Transmission control

472

Dismantling assembly

SERVICE

473

Differential and pinion crown wheel

MANUAL

gear

475

Universal joints

4:2 Automatic

transmission

M 986 92

:



·

nits

The basic and derived units used throughout the Service Manual are in

accordance with the SI system. (Systeme International d Unites)

For users not familiar with the SI units, some non-Continentpl units are

given in brackets after the respective SI unit.

The following symbols and abbreviations are used:

Great Britain

Greece

Iceland

Italy

Japan

Middle East

Netherlands

Norway

Sweden

USA

US California

GB

GR

IS

IT

ME

NL

NO

SE

US

UC

Equivalent

unit

and

symbol

inch (in)

pound

Ib

pound-force (Ibf)

foot pound (ft Ib)

pound-force per square inch (Ibf/in

2

(Also abbreviated: psi)

US

l iquid quart (Iiq qt)

(Also abbreviated: qts)

US gallon (USgal)

°Fahrenheit eF)

1 mm =

0.039

in

1

kg

= 2.201b

1 N = 0.23

Ibf

1

Nm

= 0.74 Ibf

ft

1 bar = 14.5 Ibf/in

2

1

I

=

1.05

liq

qt

1

USgal

= 0.83

UKgal

°C = O

32)

x

5/9

Austria

Australia

Belgium

Canada

Switzerland

Germany

Denmark

Spain

Europe

Far East

Finland

France

of = °C

x

9/5 + 32

Liter

I

Conversion factors

1

in =

25.4

mm

t

Ib = 0.45

kg

lbf= 4.45 N

1 Ibf f t

=

1.36 Nm

1 psi = 0.07 bar

1 US Iiq

qt =

0.83 UKqt

51 unit

Millimeter (mm)

Kilograme (kg)

Newton (N)

Newtonmeter (Nm)

Atmosphere (bar)

°Celcius eC)

AT

AU

BE

CA

DE

DK

ES

EU

FE

FI

R

arket codes

The codes refer to market specifications

© Saab Automobi le AB 1992

Production: Technical Publications, Saab Automobile AB, Trollhattan, Sweden



Technical data

024-1

Technical data

Previously there were two types of automatic trans

mission: the earlier model

35

and laterthe strength

ened and modernized model

37

which was intro

duced on model year

1979

cars.

The following description concerns model

37

When

carrying out any work on model.35 automatic trans

mission units, refer to Service Manual 4:2 M79-85

par t No. 32 8906 .

Identification of torque converters for automatic transmission units

The identification number

is

stamped on the torque converter as shown.

Model Type Torque converter Identification number

3713

225K

8 9 11 13 14

15 16 17

37

Note:

All

model 37 t ransmissions have 8 holes in the

mounting ring.

num r

Saab



024 2 Technical data

Type designation model year 98 and later

GA

3 3 4

09

GM

=

Manual gearbox

J

j

GA

=

Automatic transmission

Transmission adaptation .

Number forward speeds

3 = 3-speed

4

=

4-speed

5

=

5-speed

Primary gear ratio

Development stage, variant

84

185.18)

Borg Warner, type

37

M2C.33G or M2C.33F according to Ford

specification

8.0

8.40). When changing the fluid, only abc

3 litres can be drained via the drain plug.

Motor oil mineral oil) 10W/30 or 10Wj Tv

1.25 1.31)

Saab

kg

Ib)

l itres qts)

Iitres qts)

0.88

4

41/36

40/37

0.93

Type

Gear ratio designations

Type of fluid

Automatic transmission

Primary gear

Number teeth

in/out

Ratio

Manufacturer and type

Weight

Fluid capacity, automatic transmission

Fluid capacity, lubricated-for-Iife final

drive



tios

Technical data 024 3

Type

008

009 Turbo

11 Turbo

012

013

14 Turbo

Standard

Turbo 16 US

EU SE

Standard Standard

16 cat

Torque converter ratio 2.38:1 1

Primary gear ratio

.

0.97 0.93 0.88

0.92

0.92

0.88

1st gear

2 39:1

2nd gear

1.45:1

3rd gear

1:

1

Reverse gear

2 9:1

Final drive

3.67 3.89

3.89

Number of teeth

9:33

9:35 9:35

Type

15 016 017

i16 Turbo 16

i16 i162 31

Torque converter ratio

Primary gear ratio 93 0.88

0.88

1st gear

2.39:1

2nd gear

1.45:1

3rd gear

1

:1

Reverse gear

2.09:1

Final drive 3.89 3.89 3.89

Number

of

teeth 9:35 9:35 9:35

Saab



024-4 Technical data

tios

Year

Model

Transmission Primary gear

Final drive

Overall ratio

number

1

2

3

Reverse

1986

900 GL, i 900 US,

GA33207 008 39:38

9:33 8.54 5.18

3.57 7.47

900 S 008 0.97 3.67

900 Turbo, not US

GA43707 011 41 :36

9:33 7.69 4.67

3.22 6.73

011

0.88

3.67

Turbo 16 US

GA53307 009 40:37

9:33

8.11

4.92

3.39 7.09

009 0.93

3.67

98

900c,

i

i16, GA33207 008 39:38

9:33 8.54 5.15

3.57 7.47

S16 0.97

3.67

900 Turbo 16 GA53307 0 09

40:37

9:33 8.11 4.92

3.39

7.09

0.93

3.67

Turbo

8

cars GA43707 011 41 :36

9:33 7.69 4.67

3.22 6.73

with sports pack 0.88

3.67

1988 900c,

i

i16, GA33207 008 39:38 9:33 8.54 5.15 3.57

S16 0.97

3.67

900 Turbo

16

GA53307 009 40:37

9:33

8.11

4.92

3.39 7.09

cat 0.93

3.67

Turbo 8 cars GA43707 011 41 :36

9:33 7.69 4.67

3.22 6.73

with sports pack 0.88

3.67

1989

900, i i16, S16

GA33308 013

40:37

9:35 8.61

5.22

3.60 7.53

0.92

3.89

900 Turbo 16 GA53408 014 41 :36

9:35 8.17

4.95 3.41 7.15

cat 0.88

3.89

1990

900i, i16, S16 GA33308 013 40:37

9:35

8.61

5.22

3.60 7.53

0.92 3.89

900 Turbo 16 GA53408 014

41

:36

9:35 8.17

4.95 3.41 7.15

cat 0.88

3.89

1991

900, i16, GA33309 015 40:37

9:35 8.61 5.22

3.60 7.53

0.93

3.89

900 Turbo 16

GA53409 016 41 :36

9:35 8.17 4.95

3.41 7.15

0.88

3.89

7 1

992

900i 16, GA33409 017 41 :36

9:35 8.17

4.95 3.41

900i 16-2.1 I 0.88

3.89

900 Turbo 16

GA53409 016

41 :36

9.35 8.17

4.95 3.41 7.14

0.88

3.89

Saab

900



oad speed

Technical data 24 5

Year

Model Transmission Tyres

Road speed, km/h per 1,000 rpm

number

1

2 3

Reverse

1986

900 GL GA33207

2

13.4 22.1 32.2

900 i GA33207

7

13.3

21.9 31.8

900 US, 900S GA33207 008

9 13.2

21.8 31.6

900 Turbo, not GA43707 011

9

14.7

24.1

35.0

US

900 Turbo 16S

GA53307 009 10

13.9 23.0 33.5

US

1987 900e,

i

i16 GA33207 008 3

13.5 22.2 32.2 15.4

S16

900e, i i16, GA33207 008 7

13.3

21.9

31.8

15.2

S16

900e, i i16 GA33207 008 9

13.2

21.8

31.6

15.1

S16

900 Turbo 16 GA53307 009 10

13.9 22.9 33.3 15.9

900 Turbo 8 GA43707 011 8

14.8

24.3 35.2

16.1

Cars with GA43707 011

10 14.7

24.1

35.0

16.7

sports pack

1988

900e, i i16, GA33207 008

3

13.5 22.2 32.2 15.4

S16

900e, i i16 GA33207 008 7 13.3

21.9 31.8 15.2

S16

900e, i i16 GA33207 008

9

13.2

21.8

31.6

15.1

S16

900 Turbo 16 GA53307 009

10

13.9 22.9 33.3 15.9

eat

900 Turbo 8 GA43707 011

8

14.8 24.3 35.2

16.1

Cars with GA43707 011

10

14.7 24.1 35.0

16.7

sports paek

1989 900i, i16, S16 GA33308 013

3

13.4 22.0 32.0 15.3

900i, i16, S16

GA33308 013 7

or 8

13.2 21.8 31.5

15.1

900i, i16, S16 GA33308 013

9

13.1 21.6 31.3 15.0

900 Turbo 16 GA53408 014 7

or 8

13.9

22.9

33.2

15.9

eat

900 Turbo 16 GA53408 014 10 13.8 22.8 33.0 15.8

eat

1 165 SR 15: Dyn. roll ing radius 312 mm

2 175/70 SR15: Dyn. rolling radius 305 mm

3 175/70 TR15: Dyn. roll ing radius 305

mm

4 175/70 HR15: Dyn. rolling radius 305 mm

5 180/65 HR390: Dyn. roll ing radius 297 mm

6 185/65

SR

15: Dyn. rolling radius

301 mm

7 185/65 TR15: Dyn. rolling radius

301 mm

8 185/65 HR15: Dyn. rolling radius

301 mm

9 195/60

HR

15: Dyn. rolling radius 299

mm

10 195/60 VR15: Dyn. rolling radius 299 mm

aab 900



II

I

i

,

,

,

.

I

i


Year

Model

Transmission

Tyres

Road speed, km/h per 1,000 rpm

number

1 2

3

Reverse

1990

900i, i16, 816 GA33308 (013) 3)

13.4 22.0 32.0 15.3

900i16 816

GA33308 (013) 7 or

8

13.2 21.8 31.5 15 1

900i16 816

GA33308 (013)

9 13 1

21.6 31.3 15.0

900 Turbo 16 GA53408 (014)

8

13.9 22.9 33.2

15.9

cat

900 Turbo 16 GA53408 (014) 10)

13.8 22.8 33.0 15.8

cat

1991

900, i16

GA33309 (015) 3)

13.4 22.0

32.0

15.3

900, i16

GA33309 (015)

8

13.2 21.8 31.5 15 1

900, i16 GA33309 (015) 10)

13 1 21.6 31.3

15.0

900 Turbo 16

GA53409 (016)

8

13.9 22.9 33.2 15.9

900 Turbo 16 GA53409 (016) 10)

13.8 22.8 33.0 15.8

1992 900; 16; GA33409 (017)

7

13.9 22.9 33.2 15.9

i 16-2.1 I

900S; GA53409 (016)

8

13.9 22.9 33.2

15.9

900 Turbo 16

900 Turbo 16

GA53409 (016) 10)

13.8 22.8 33.0 15.8

1) 165 8R15: Dyn rolling radius 312 mm

2) 175/70 8R15: Dyn. rolling radius 305 mm

3) 175/70 TR15: Dyn. rolling radius 305 mm

4 175/70 HR15: Dyn. rolling radius 305 mm

5) 180/65 HR390: Dyn. rolling radius 297 mm

6) 186/65

SR

15: Dyn. rolling radius

301 mm

7 185/65 TR15: Dyn. rolling radius

301 mm

8

185/65 HR15: Dyn. rolling radius 301 mm

9) 195/60 HR 15: Dyn. rolling radius 299

mm

10) 195/60 VR15: Dyn. rolling radius 299

mm

b



hift spee s

Technical data 024-7

,

Upshifts

Downshifts

Stall speed

Type

1st-2nd 2nd-3rd

3rd-2nd 3rd-1

st

Light throttle* 13-25 18-29

1-18 2000-2400 rpm M84,006,

Standard

Kick-down **

62 71

107-119

90-105

41-55

Light throttle*

13-25 18-29

1-18 2000-2300 rpm M85,008,

Standard

Kick-down ** 61 71

107-119 90-105

41-55

-

M85,009,

ight throttle*

15-27 20-32

1-19 2400-2700 rpm at 0.40

bar (5.8 psi) charging

Turbo APC-

pressure basic charg- Turbo 16

ing pressure US

Kick-down **

69-78 114-127 95-111 47-62


1-18 2250-2550 rpm at 0.30 M85,011,

bar (4.3 psi) charging Turbo

8 EU

pressure

basic charg- SE

ing pressure

Kick-down **

67-78 119-135 100-118 47 61

:


1-18

2000-2300 rpm M841/2,

012, Stan-

dard

Kick-down ** 62 71 107-119 90-105

41-55

Light throttle*

14-27

19-30

1-17

2000-2300 rpm M89,013,

Standard

Kick-down **

66-77

112-127

94-111 43-58

Light throttle*

14-27

19-30

1-17

2400-2700 rpm a t 0.40 M89,014,

bar (5.8 psi) charging Turbo

pressure basic charg-

ing pressure

Kick-down **

70 81

115-130 98-115 43-58

* Light throttle shifting. Start from stationary with

l ightest possible throttle and note road speed

when shifts occur.

Kick-down. Accelerator pressed to floor.

Rolling to rest. Release the accelerator and let

the c r rol l along until i t stops by itself. Note the

speed at which downshifting occurs.

Saab



7-10 5-7

13-16 9.6-12

5-7

4-5

5-8

4-6

b

Nm Ibf ft

Nm Ibf

ft

Nm Ibf ft

Nm Ibf

ft

Miscellaneous


Oil pressure gauge plug

Starter switch locknut

lve body

Oil cooler nipple

2

Nut, oil cooler connection 2

-

Upper part to valve body 8

Nm Ibf

ft

2-3

1.5-2.2

Manual valve lever bracket to valve

body

4

Nm Ibf

ft

2-3 1.5-2.2

Oil pu p tube connecting plate to

valve body

8

Nm Ibf ft

2-3

1.5-2.2

End plate, primary and secondary

valves, t valve body

3

Nm Ibf

ft

2-3 1.5-2.2

Rear upper end plate to shift valve

body 3

Nm Ibf

ft

2-3 1.5-2.2

Front upper

end

plate to shift valve

body 3

Nm Ibf

ft

2-3 1.5-2.2

Kick-down cam bracket to valve body

3 Nm Ibf

ft

2-4 1.5-2.9

Valve body to transmission casing 3 Nm Ibf

ft

6-12 4.4-9.0

Kick-down throttle cable connection

to transmission casing Nm Ibf ft 11-14 8-10

-

Drain valve 3 Nm Ibf

ft

7-11

5-8

Drain tube in valve Nm Ibf ft

4.7-6.1

3.5-4.5

1 .



Special tools 104 1

peci l tools

Certain tools may also be shown in other groups.

8 8 8 A2 Floor stand fixed

83 90 478 A2 Axle for floor stand

78 60 802 A2 Oil pan for floor stand

83

92

409

A1

Lifting tackle for power unit

83

90 460

A2 Holder gearbox

87 90 370 A

1

Key for special nut gear lever

housing

Saab 900



Drift, used with washer 87 90

removing the front p in ion

t

race and rear pinion bearing

gether with ring 8790537. Als

for manual gearbox s

swivel

m m r

S 4663

87 90 776 (A

1)

Puller for inner drive shaft with

bearing cap

87 90 461 (A2) Fit ting of front pinion bearing

and bearing in torque can

housing

83

90 189 (A2)

S 4 155

Saab

83 93

209

(A

1) Spacer tool for rel ieving load on

spr ing assembly when removing

the pow r unit, etc.

104-2 Special tools

87 90

636 (A2) Fixture for removing and fitting

of

bearing on pinion

87 90

669 Puller ring 9:35

87

91

097 Puller ring 9:33

87 90 982 Fitting ring for pinion bearing

87 91 113 (A1) Socket for pinion shaft nut

. I

: I.

Special tools 104 3



83

90 155

A2

Set

of

tools for measuring pinion

clearance

7840

.622

Dial gauge

r

id

78

41

141 A2

Sleeve for pressing

in

ball

bearing differential bearing cap

87

90

818 A3 Driver for measurement of

differential bearing torque

87

91

337

As above but suitablefor a heavier

differential shaft

78 41 067

A2

Sleeve for removing ball bearing

differential bearing cap and fitting of

bearing cap with ball bearing to

inner driver

83 90 270

A

1

Sliding hammer

b



87

90 727 A2 Fixture set for measuring

backlash in final drive an

float of input shaft

879 69 A2 Sleeve for fitting of piston real

Saab 9

8791 055

A

1 Complete pressure gauge set

87

91 071

Hose with connecting nipples

87 91 089 Connect ing piece with non return

valves

104 4 Special tools

87 90

081

A2 Sleeve for removing and fitting of

spring rear clutch

: : _ 5

69

_I ~

87 90 107 A2 Sleeve for fitting of piston front 87 90 115 A1 Sleeve for adjustment of rea

clutch band

Special tools

104 5



ch

t

~

87 90 875 Spanner for adjustment of rear brake

band

879

149

A1

Screwdriver adapter

879 31

A1

Torque wrench

87 90 156 A 1 Sleeve for adjustment

of

front brake

band

Ike

87

90 180 A2 Pliers

87

91

378 Ring for removal and fitting of

outer race rear pinion bearing

Saab

104-6 Special too ls



@

S

7 9

87 90 230

A2)

Holding tool, primary gear

87 90 255 A2) Transport support for torque

converter

87

90 487 A2) Sleeve for differential

o u s n ~

bearing

Saab

900

Locating studs, pinion bearing

housing,

set of four M10 thread

8791 014

8 9 248 A2 ,Gentring sleeve for oil pump

87 91

048 Weight for rear clutch measurement

----_

_I

1__

jl:

.

;

I

j

:

i

I

j ,

I:

J

;:

Special tools

104 7



78

41 141

89 95

177

Drift for removal of front pinion

bearing race

Dolly for removal of differential

bearing

87

90 958 A2 ;Bolt for removal

cof

output shaft

ring gear

~ :

87 90

883 A1 Allen key for adjustment of gear

selector positions

Saab 900

Sl J

87

90

974

A2

Washer for removal of front

pinion bearing race. For use with

drift

83 90

189

83

90

990

Drift for fitting of seals pinion shaft

in

pinion bearing housing. Used

with fixture 87

90

636 and fitting

ring 87 90 925.



Special tools

1 4 9



iP

87

9

8

83

9 114

Drift for pressing the

seal

into the

differential bearing cap and

pressing in the output shaft

Sleeve for removal of pinion

bearing housing

87 9 345

83 9

148

Tool for fitting and removal of rear

servo spring

Sleeve for removal of pinion

bearing housing

8791329

Spacerfor adjustment of front brake

band 7 87 mm

b



General road testing and fault diagnosis

44 1



440 7

. .

440 8

· 440 20

· 440 28

· 440 29

· 440 30

· 440 31

· 440 33

· 440 33

Governor .

Control system

. . . . . . . . . . . .

Valves .

Driving instructions

Towing .

Maintenance .

Oil cooler

cars with

automatic

transm.

Tracing faults

in

the

torque converter

Checking

the stall speed .


· 440 1

·

440 2

·

440 3

·

440 3

440 3

440 5

440 5

440 5

440 7

·

440 7

Selector lever positions

Torque converter

Chain drive

. . . .

Planetary gear train

Clutches

Brake

bands

. . . .

One way

clutch

. .

Mechanical transmission

Hydraulic

system

Pump .

The automatic transmission consists of a three-

element hydrokinetic torque converter and a hy-

draulical ly operated gearbox with planetary gears

for three forward speeds and reverse.

Selector lever positions

Position

This position is provided for all normal driving. It is

used to move the carfrom rest

in

1st gear and shifts

up and down through the gears automatically.

Position 2

This position is provided for use when only the first

two gears are required and shifts up and down au-

tomatical ly between 1st and 2nd gears. Driving in

3rd gear

is

not possible

in

this position.

Posit ion 2 must not be selected at speeds h igher

than km/h as it could lead to over revving of the

engine.

utom tic tr nsmission

Position 1

No

upshifting takes place

in

this position.

If the selector lever is moved from posit ion D to po-

sition 1 at high speeds the gearbox shifts

down

au-

tomatically to 2nd gear and then when the car has

decelerated to a certain speed down to 1st gear.

Position 1 must not be selected at speeds above

km/h however.

Saab

900

4 40 -2 Gener al r oad tes ting a nd fau lt

i gnosis



orque converter

I I / . ~ A , l

1

orque converter

-

principle

oper tion

1 Impeller

Turbine

3

Stator

The torque converterthat is used in conjunction with

the gearboxconsists of an impellerconnected to the

engine crankshaft a turbine connected to the input

sha ft o f t he ge ar box and a s ta tor m ou nt ed on a

one-way clutch with a fixed hub which is connected

to the torqu e c on ve rter h ou si ng . Th e i mp el le r is

driven by the engine and converts its power into hy

drokinetic 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 different vanes is so de

signed that when a speed differential exists between

the i mp el le r and the turbi ne the a ng le o f the flui d

flow from the turbine is changed by the stator vanes

in su ch a way t ha t t he d is ch ar ge o f fluid f ro m t he

stator assists in driving the impeller.

Torque multiplication occurs under these conditions

and varies from about : when the turbine is locked

to 1:1 Torque multiplication of about 2: 1

is

obtained

w he n the c ar is at a s ta nd stil l wi th the e ng in e run

ning atfull throttle and with the gearselector lever in

any of the drive positions. A torque of 1:1 is obtained

when the turbine rotates at a speed approximating

9O of the impeller speed. When this speed differ

ential 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

torque converter operates as a fluid fiywheei or cou

pling and there is no torque multiplication.

Saab900

orque onverter

The use of a hydraulic torque converter in conjunc

tion with a three-speed automatic gearbox provides

a means of obtaining smooth application of engine

p ow er to the d ri ve n w he el s an d a dd it io na l e ng in e

torque

T he torqu e c on ve rter a ls o p ro vi de s e xtre me l ow

speed flexibility when the gearbox is in3rd gear and

d ue to the h ig he r e ng in e torqu e p ro du ce d it p ro

vides good acceleration from very low road speeds

without necessitating a downshift in the gearbox.

Torque multiplication in the converter is steplessly

v aria bl e be twe en the ratio s o f 2: 1 and 1:

1

The

speed range wit hin w hi ch t or qu e m ult ip lic at io n

takes place is also variable and depends on the po

sition of the accelerator.


44 3



hain drive

Power

is

transmitted by means of a chain from the

turbine shaft of the torque converter to the input

shaft of the transmission.

lanetary gear train

The planetary gear train consists

of

two sets

of

planet gears a planet carrier and a ring gear. All

gears have helical involute teeth. Power enters the

gear train via the sun wheel. In all forward gears

power enters through the forward sun wheel. n re-

verse power enters through the reverse sun wheel.

Power leaves the gear train via the ring gear.

in reverse the planet carrier is braked causing the

ring gear to rotate

in

the opposite direction to the

sun wheel.

n

forward gears both sets of planet

gears are used to cause the ring gear to rotate in

the same direction as the sun wheel.

The planet carrier holds the planet gears

in

their

correct positions relative to each other and to the

sun wheel.

t

the same time it also serves

as

a re-

action member under certain conditions. The vari-

ous mechanical ratios are obtained by the engage-

ment

of

hydraulically operated multi disc clutches

and brake bands.

lutches

Multi disc clutches operated by hydraulic pistons

connect the torque converter

to

the gearbox. In all

forward gears the front clutch connects the torque

converter to the rear sun wheel. In reverse gear the

rear clutch connects the torque converter to the

front sun wheel.

Saab

44 4




1

6

utomatic transmission principle operation

1 Torque converter

2 Front clutch

3 Rear clutch

4 Front brake band

5 Rear brake band

6 One way clutch

7 Governor

ppHcation of brake bands and clutches for the different selectot I

positrons

Selector lever Gear Applied

Driving

Held

position

1

1st Front clutch

Rear sun wheel

Planet carrier

Rear brake band

one way clutch

D and 2

1st

Front clutch Rear sun wheel

Planet carrier

One way clutch

D and 2

2nd

Front clutch Rear sun wheel Front sun

wh

Front brake band

D

3rd

Front clutch IFront a nd rear sun wheels

Rear clutch

R

Reverse Rear clutch

Front sun wheel Planet carrier

Rear brake band

Saab

900


44 5



Brake bands

Brake bands operated by hydraulic servos hold

units of the planetary gear train stationary to in

crease torque and bring about a reduction in output

speed. In selector lever position 1 the rear brake

band holds the planet carrier stationary and pro

vides the 1st gear ratio of

2 39:1

or in reverse gear

a ratio of 2.09:1. The front brake band holds the front

sun wheel stationary to provide the 2nd gear ratio of

1.45:1.

One way clutch

In selector position D a one-way clutch is used in

stead

of

the rear brake band to provide a 1st gear

ratio

of

2.39:1 This one-way clutch allows the car to

freewheel in 1st gear and makes for smooth down

shifting from 2nd to 1st.

Mechanical power transmission

1st

g r 1

selected

The front clutch is applied connecting the torque

converterto the rear sun wheel. The rear brake band

is

applied holding the planet carrier stationary so

that engine braking is obtained. A ratio of 2.39:1 re

sults. The front sun wheel rotates freely in the op

posite direction to the rear sun wheel.

Mechanical pow r transmission

Position st

g r

1st g r 0 or 2 selected

The front clutch

is

applied connecting the torque

converterto the rear

sun

wheel. The one-way clutch

is

in

operation preventing the planet carrier from

rotating anticlockwise. A ratio of 2.39:1 results.

When the car is coasting faster than the engine

the one-way clutch over-runs and the gearbox

freewheels.

Mechanical

pow r

transmission

Position or

2,

st

g r

Saab 900



General, road testing and fault diagnosis

44 7



ydraulic system

The hydraulic system contains an internal/external

geartype pump which picks up fluid from the oil pan

through a strainer. Automatic control

is

provided

y

a centrifugally operated hydraulic governor on the

transmission pinion shaft. This governor works in

conjunction with valves in the valve body assembly

located

in

the transmission. These valves regulate

the fluid pressure and direct it to the appropriate

units in the transmission.

Pump

The pump, driven by the torque converter, is in op-

erationwhenever the engineis running. Through the

primary and secondary regulator valves, this pump

supplies the transmission with fluid.

overnor

The governor, revolving with the output shaft, is ba-

sically a pressure regulating valve which reduces

the line pressureto a valuethat varies with the speed

of the output shaft

Le

the car . This variable pres-

sure, known

as

governor pressure,

is

utilized in the

control systemfor shifting up and down between 1st

and 2nd gears and between 2nd and 3rd gears.

Rotation of the governor at low speeds causes the

governor weight and valve to be affected by centrif-

ugal force. This outward force is opposed by an op-

posite and equal hydraulic force produce by pres-

sure acting on the regulating area of the governor

valve. The governor valve is a regulating valve and

will attempt to maintain equilibrium. Governor pres-

sure will rise in proportion to the increase in centrif-

ugal force caused by higher output shaft speed.

As

the speed increases, the governorweight moves

outwards by centrifugal force to a stop in the gov-

ernor body past which it cannot move.

At

this point,

a spring located between the weight and the gov-

ernor valve comes into operat ion. The constant

force

o

this spring then combines with the centrif-

ugal force of the governor valve and the sum

o

these forces

is

opposed by the governor pressure,

rendering this pressure less sensitive to variations

in

the speed of the output shaft. Accordingly, the

governor provides two distinct phases of regulation,

the first being used for precise control of the shifting

points at low speeds.

Saab 900

440-8 General, road testing and fault diagnosis



b

900

7

: )/

~ 4 6

5 6

rinciple

operation front servo

1 Brake band

Damper

Servo piston

4 Cap

5 Adjusting screw

6 Rocker arm

7 Push rod _

rinciple operation rear servo

1 Brake band

2 Servo piston, reverse gear

3 Accumulator

4 Push rod

5 Lever

6 Rockerarm

7 Adjusting screw

8 Locknut

ontrol syst m

The contro l system utilizes three basic types of

valve: regulating valves, shuttle valves and a man

ual valve.

System and torque converter pressure

is

controlled

by the primary

n

secondary regulating valves. The

primary regulating valve adapts system pressure in

relation to throttle pressure, which acts on the

spring end of the regulating valve, and also

in

rela

tion

to

modulated throttle pressure acting on the

opposite end of the valve.

Shift control is provided by 1st-2nd and 2nd-3rd shift

valves which are controlled by governor and throttle

pressure, the system pressure acting upon the valve

areas of different size to provide the shift pulses.

Manual control is provided by the selector valve

which, depending on the position of the selector le

ver, directs fluid to

or

f rom the c lutch and brake

servo pistons.

For ease of reference,

ll

hydraulic circuits are iden

tified by numbers. See the table

of

hydraulic circuits

on page 270f this section.

, I

I

>

ii

ii

: ; :

,

I

,

General , road testing and faul t i gnosis

44 9



peration position

With the engine running, the primary regula ting

valve regulates system pressure 1 which

is

di

rected to the selectorvalve and throttle valve. It also

allows fluid to reach the secondary regulating valve.

The secondary regulating valve regulates the pres

sure to the torque converter and lubrication of the

front end

of

the planetary gear train 21 . Identical

pressure

23 is

directed to the rear end of the gear

train. The valve returns excess fluid 24 to the oil

pan.

peration position P

An

internal linkage from the selector valve detent le

ver engages the parking pawl with teeth formed on

the driven shaft ring gear.

With the engine running, the operation of the hy

draulic system is identical to that in position N, ex

cept that the selector valve directs the system pres

sure

6

to

the rear servo

13 .

This

is

due to the

design of the selector sl ide, and application of the

rear servo or brake band fulf ils no function in this

selector position.

peration position R

Pressure control of the pump is the same as in po

sition P or N but, depending on accelerator pedal

depression, throttle pressure 9 is directed to the

spring end of the primary regulating valve, thus in

creasing the system pressure 1 in accordance with

the torque capaci ty requirements. The selector

valve directs system pressure

6

through the 1st

2nd gear shi ft valve to the rear servo 13 and sys

tem pressure 7 through the 2nd-3rd gear shift

valve to the rear servo and front servo release side

15 .

Owing to the absence of governor pressure,

the shift valves and flow restrictor perform no func

tion in this selector position. The fluid passages 13

and 15 of other selector valve positions are utilized

in position R to simplify the design of the hydraulic

circuits.

Saab 900



General, road testing and fault diagnosis 440-11



Operation position D 3rd gear

Pressure control takes place in the same way as in

position 2 2nd gear , except that in the throttle valve

position shown minimum throttle opening no throt

tle pressure or modulated throttle pressure acts on

the two ends

the primary regulating valve.

Shift control is provided by the 2nd-3rd shift valve

moving against spring force under the influence

governorpressure

2 .

This permits system pressure

3 to reach the rear clutch 15 and the release side

of the front servo via the flow restrictor.

Since the release side of the servo has a largerarea

than the application side, the front servo will disen

gage the brake band. The rear clutch, which is now

engaged, in conjunction with the front clutch, pro

vides 3rd gear. The absence of throttle pressure, as

mentioned above, will cause the 2nd-3rd shift valve

to moveearlier under the influenceof governor pres

sure, thus providing an upshi ft to 3rd gear a t low

speed.

Operation position

Pressurecontrol

the front pump is provided in the

same way as in position D r2.

The selectorvalve directs system pressure 5 to the

front clutch, the governor and the 1st-2nd gear shift

valve.

In

the position shown, the governor pressure

2 acting on the 1st- 2nd shift valve is to too low to

overcome the spring pressure. The result is that the

valve prevents system pressure 5 from reaching

the application side of the front servo. System pres

sure 6 can reach the rear servo, however.

Saab 900

440 12 General road testing and fault diagnosis



p

N

Hydraulic circuit in positions N . Jeutral) and P Park

automatic transmission Nos. 008, 009, 11 13 14 15 016, 017

1 Torque converter 8 Primary regulating valve

5

Kick down valve

2 Lubricating oil 9 Secondary regulating

6

Throttle valve

System pressure 3 From oil pump valve 7 Modulator valve

Torque converter pressure 4

To

front c lutch 10 2nd 3rd shift valve

8

Oil cooler

5 Rear clutch 1st 2nd shift valve 9 Accumulator N D

6 Front servo 12 Regulating valve 2 Accumulator 1 2

7 Rear servo 13 Governor

2

Return to

s U ~ l n

14 Selector valve

ub

4===; - ; ==

4==:;-;:::= ==; ]


44 13



Saab 9

R

S 4 647

S 2

Hydraulic circuit in position R Reverse

automatic transmission Nos. 8 009, 011, 13

14 15

16 017

1 Torque converter 8 Primary regulating valve 15 Kick down valve

2 Lubricating oil 9 Secondary regulating 16 Throttle valve

3 From oil

pump

valve 17 Modulator valve

4 To front clutch 10 2nd 3rd shift valve 18 Oil c ooler

5 Rear c lutch 1st 2nd shift valve 19 Accumulator N D

6 Front servo

Regulating valve 20

Accumulator

1 2

7 Rear servo 3 Governor Return to suct ion side

14 Selector valve

System pressure

Torque converter pressure

Throttle pressure



General road testing

and

fault diagnosis

440 15



2

S 6 9

Hydraulic circuit in

position

0 2nd gear

automatic transmission Nos. 008, 009, 011, 013, 014, 015, 016,

7


5

Kick down valve


6

Throttle valve

3 From oil

pump

valve

7

Modulator valve

4 To front clutch

2nd 3rd shift valve

8

Oil cooler

5 Rear clutch 1st 2nd shift valve 9 Accumulator N D

6 Front servo

2

Regulating valve 20 Accumulator 1 2

7 Rear servo

3 Governor 2 Return to suction side

4

Selector valve

System pressure


Throttle pressure

Governor pressure

Shift valve piston pressure

Kick down pressure

Modulator pressure

aab 900

440 16 General road testing and fault diagnosis



Saab

D

S 4/650

r rr

Hydraulic circuit in position 0 3rd

gear

automatic transmission Nos 008 009 011 013 014 015 016 7


5

Kick down valve


6

Throttle valve

3 From

oil pump

valve

7

Modulator valve

4 To front clutch

1

2nd 3rd shift valve 18 Oil cooler

5 Rear clutch 1st 2nd shift valve

9

Accumulator N D

6 Front servo

2

Regulating valve 20 Accumulator

2


2

Return to suction sidl

14 Selector valve

System pressure


Governor pressure


44 17



I

~ l 8

1

19

~ ~ § O ; n ~ ~

o ~ : [

I I

1

. :

:

1

I

x

Hydraulic circuit in position

1

1st

gear

automatic transmission Nos. 008 009

0

13 014 015 016

7

1 Torque converter 8 Primary regulating valve 5 Kick-down valve

2 Lubricating oil 9 S econdary regulating 16 T hrottle valve

3 From oil

u


4 To f ront c lutch 2nd-3rd shift valve 18 Oil cooler

5 Rear c lutch 1st-2nd shift valve 19 Accumulator N-D

6 Front servo

2

Regulating valve 20 Accumulator 1-2

7 Rear servo

3

Governor

2

Return to suction side

14 Selector valve

System pressure


Throttle pressure

Governor pressure

Modulator pressure

Saab 9

440-18 General, road test ing and fau lt d iagnosis



Saab 900

System pressure


Throttle pressure

Governor pressure

Shift valve piston pressure

1 ~ ~

8

2

4

I

h

2

IF

,

-m

to_ 9

,

.. ·

l

_.

__ ..

,

9

,

,

-

....

----

--

,

::

i

181

.1;1

,

I

V

\

::

...

1L..::=1=i

;L

t

I

g::

:J5: ~ V

1 I l

3

~ i r .

I I,

II

5

6

t 5 l

L

8

X

8

11

·

~

-----

t;

4[ .

· · · _ ~ ~ 0 0 0 , J Z l l l : : - : : J . l ? ~

--

.. .

III

M ~ ~

7

v

-

.

i

1

l -

I

@t

,

f

R tt-

l

3 .,

.......

~

:: 1

I

4

~ ~

I

~

r

~

Wi tJ

: ; : ~ ; ~

~ : < ; : , < / . . ; . - , ; . r , : - : . . ; . ; . ; . : . ;

I

. ~

~

r

fit -r;---m

-i

,

Q

I

-nc.:.

fW

r-- i

2

---_

..

~

I' I II F

I

,.

2 fx

I

~

~

:

I

,

J

1 -,

~ . - -

:

z , o X- :

•• U ; N : ;;::::«::::

,z

~

vf

f J n p ~

~ L

2

~ ~

[

lr

.....

7

11

T : ~

P :

6 I .

I

JrF I

DEJL-I 'P .------- [

I

V l

J

fJ>

V

. ~

~

V ~ i i

2

Q tp

x

~ ~

~

1

S 4 /652

-

Hydraulic circuit in position 2 1st gear

automatic transmission Nos. 008, 009, 11 013, 014, 15

16

017

1 Torque converter 8 Primary regulating valve 15 Kick-down valve

2 Lubricating oil 9 Secondary regulating 16 Throttle valve

3 From oil pump valve 17 Modulator valve

4 To front clutch 10 2nd-3rd shift valve

18

Oil cooler

5 Rear c lutch

11

1st-2nd shift valve 19 Accumulator N-D

6 Front servo 12 Regulating valve

20

Accumulator 1-2


21

Return to sue-lion s

14

Seiector valve

Genera , road testing and fault diagnosis

440-19

r



I

-

llfiiiiiiiiiiiiiiiiiiiiil

In

9

_

.

_ _: • - -- 0- j- -

- IXI

----

2

.

~

i - -

9

•

~ ~ 1 ~ 5 ~ i i 1 ~ M ~ ; ~ ; 0 : : ~ ~ ~ r I I J U t : . ~ ~ ~ I ~ ~ ~ ~ ~ ~ X 1 W ~ ~

Saab 900

Hydraulic circuit in position

2

2nd gear

automatic transmission Nos. 8 9 011, 013, 014, 15 16 7


15

Kick-down valve

2 Lubricating oil 9 S econdary regulating 16 Throttle valve

3 From oil

pump


4 To front clutch 10 2nd-3rd shift valve 18 Oil cooler

5 Rear clutch

11

1st-2nd shift valve

19

Accumulator N-D

6 Front servo 12 Regulating valve 20 Accumulator 1-2

7 Rear servo

13

Governor

21

Return to suction side

14 Selector valve

I

p

-f-rF

I

I

I

I

:

: I

:

m:

,

t

: I :

L

System pressure

Torque

converter pressure

Governor pressure

Throttle pressure

Modulator pressuie

9


Operation of the valves



Primary regulating valve

This valve regulates the system pressure.

System pressure 1 , acting on a small area of the

valve, can be decreased by modulated throttle pres

sure

8

described later acting on one end

of

the

valve. These forces are opposed by the primary

regulating valve spring and the throttle pressure

9

described later acting on the spring end of the

valve. The system pressure thus produced varies

with the position of the accelerator pedal and the

speed

of

the car to provide the correct clutch and

brake band force under all driving conditions. Sys

tem pressure

1

is directed to the selector valve and

the throttle valve.

Secondary regulating valve

This valve regulates the torque converter pressure

21

and the lubricating oil pressure for the auto

matic transmission unit. The torque converter pres

sure acting on one end of the valve is opposed by

spring force on the other end. When pump capacity

increases due to increasing engine speed, the valve

moves to open a port that directs the fluid 24 back

to the sump.

ick down valve and throttle

valve

The kick-downvalve is connected to the carburettor

linkage by means

of

a cable-actuated cam. Move

ment of the kick-down valve compresses the throt

tle valve spring between the kick- down valve and

the throttle valve. The spring pressure is opposed

by the throttle valve spring in combination with the

throttle pressure 9 acting at low vehicle speeds on

one area

of

this regulat ing valve and at higher

speeds on two areas 9 and 9a . A throttle pressure

is thus produced which is related to both engine

torque and the speed of the car. This pressure

9

is

directed to the spring end of the primary regulating

valve

in

order to control the system pressure

1 ,

thus providing the correct clutch and brake band

force and suitable shift ing performance under all

driving conditions.

b

900

General, road testing and fault

di gnosis

Full movement of the kick-down valve, which is a

shuttle valve, directs throttle pressure

11-9

to the

2nd-3rd and 1st-2nd shift valves to delay upshifting

44 21



additionally or to effectdownshifting from 3rd to 2nd

and from 2nd to 1st at a pre-determined maximum

vehicle speed.

Throttle pressure 9 is also directed to the 2nd-3rd

shift valve piston which, at part-throttle openings,

reduces the throttle pressure

by

a fixed amount.

. This reduced pressure 10 is directed

to

the 1st-2nd

and 2nd-3rd shift valvesto render the low speed shift

points less sensitive to throttle pressure and the po

sition

of

the throttle. Throttle pressure 11-9 is also

directed to the 1st-2nd shift valve so that a direct

downshift from 3rd to 1

st

gear can be made ata pre

determined speed.

odul tor v lve

The small plunger in the modulator valve is a regu

lating valve that reduces throttle pressure 9 by a

fixed amount. This modulated pressure

8 ,

acting

on one end of the plunger and assisted by the mod

ulator valve spring, is opposed by the throttle pres

sure 9 acting on the opposite end. The modulated

throttle pressure

8 is

directed to the primary reg

ulating valve to adapt the system pressure reduc

tion to throttle pressure.

The modulator valve itself is a shuttle valve. Gover

nor pressure 2 , acting on the larger area,

is

op

posed by the modulator valve spring. As governor

pressure rises, the valve moves and prevents the

plunger from reducing throttle pressure with the re

sult that modulator pressure

8

becomes equal to

throttle pressure 9 . Furthermore, this movement

directs throttle pressure

9

and 9a to another area

of the thrott le valve, opposing the force o f the

spring. This arrangement permits high throttle and

system pressure under full-throttle and part-throttle

conditions, and brings about a reduction of the sys

tem pressure before upshifting to 2nd takes place.

b

900


st 2nd shift gear and plunger

Both are shuttle valves and operate in unison

in

se



lector positions D and 2. In 1st gear governor pres

sure

2 ,

acting on the largest area of the valve,

is

opposed by system pressure 5 acting on another

area of this valve, by the 1st-2nd shift valve spring,

and by the reduced throttle pressure

10-1

Oa

act

ing on the opposite end of the plunger. When gov

ernor pressure overcomes these opposing forces,

the valve moves to the 2nd gear position and sys

tem pressure

5 is

directed

to

the application side

of the front servo piston 19). As a result of this

movement, an area of the valve is no longer sub

jected to system pressure

5 .

This allows downshift

ing from 2nd

to

1st to take place at a lower speed

than upshifting from 1st to 2nd. This difference be

tween upshift and downshift speed is known as shift

point hysteresis . When governor pressure is lower

than the spring force combined with the force ofthe

reduced throttle pressure, thevalve moves to the 1st

gear position and the application side of the front

servo

19

is drained.

In selector position 1with low governorpressure 2 ,

the valve also moves to the 1st gear position. Sys

tem pressure 6 , which is then directed to the rear

servo, latches the valve hydraulically

in

the 1st gear

position and prevents upshifting from taking place.

Heavy pressure on the accelerator pedal can cause

the 1st-2nd shift valve to downshiftfrom 3rd to 1st at

speeds below about

50

km/h with the selector lever

in posit ion D or downshift f rom 2nd to 1st with the

selector lever

in

position D or 2.

Saab

General, road testing and fault

diagnosis

44 23

nd 3rd shift valve and plunger

The plunger in this shift valve is a regulating valve

which reduces throttle pressure

9

by a fixed

clutch to be applied. Furthermore, since the plunger

area on the release side of the front servo is larger

than that on the application side, it causes the front



amount and

is

therefore inoperative when throttle

pressure is below this amount. Throttle pressure 9

acting on one end of the plunger

is

opposed by the

reduced throttle pressure 10 and the spr ing lo

cated between the plunger and the valve. The re

duced throttle pressure

is

directed to the 2nd-3rd

shift valve and the 1st-2nd shift plunger as described

under Kick- down and throttle valve .

The 2nd-3rd shift valve is a shuttle valve. In 2nd gear

posit ion, before the plunger has started to reduce

throttle pressure, the governor pressure

2

acting

on the larger area of the valve is opposed by system

pressure 3 and the spr ing pressure. When the

plunger comes into action, the governor pressure

2 is opposed by system pressure 3), the reduced

throttle pressure 10 and throttle pressure 9 . The

latter force is applied to the 2nd-3rd shi ft valve by

the valve spring.

Movement of the shift valve to the 3rd gear position

directs fluid via the common line 15) to the rear

clutch and, via the flow restrictor, to the release side

of the front servo. This pressure causes the rear

brake band to be released. Due to the movement of

the valve, an area on the valve

is

no longer subjected

to system pressure 3 . This movement prevents

regulation of the plunger, which is pressed to the

end of the valve bore.

The reduced throttle pressure 10)

is

therefore re

placed by throttle pressure 9 . This change in

forces affects the shift point hysteresis and causes

3rd-2nd downshifting to occur at a lower governor

pressure i.e. lower vehicle speed) than upshifting

from 2nd to 3rd.

Whenthe

selector valve

is

moved to position

2,

sys

tem pressure 15), which is directed to the 2nd-3rd

shift valve and thusto the rear clutch and front servo

release, will be exhausted through a port X at the

opposite end of the selector valve. This causes an

immediate downshift to 2nd gear, regardless of the

position

of

the 2nd-3rd shift valve, and 3rd gear can

not be engaged. In reverse gear, line pressure 7 is

directed to the rear clutch and front servo release

15).

Saab

900


elector v lve

This valve is actuated by movement of the selector

lever and directs system pressure to, or exhausts it



from, the various valves and units to

set

in motion

the functions corresponding to the selected gear

position.

P: Movement

the valve mechanically engagesthe

parking pawl with the externally toothed ring gear

on the output shaft, effectively preventing the car

from moving. No fluid is directed to the front clutch

r the 2nd-3rd shi ft valve for the rear clutch. The

gearbox is thus disconnected from the torque con

verter so that no engine power is transmitted t the

wheels. Due to thearrangement ofthe selectorvalve

ports for the other selector positions, system pres

sure 6 is directed to the rear servo 13 .

R: System pressure 6 is directed to the rear servo

13 via the 1st-2nd shift valve and also

7

to the

rear clutch via the 2nd-3rd shift valve. No pressure

is directed to the governor.

N: No pressure at all is directed to the clutches and

servo mechanisms because lines 3 and 5 are con

nected t a drain port X nearest to the selector

valve flange. The gearbox

is

thusdisconnected from

the torque converter and no engine power is trans

mitted to the wheels.

:

System pressure 5 is directed to the f ront

clutch, governor and 1st-2nd shift valve. It is also di

rected to the 2nd-3rd shift valve. When there is suf

ficient governor pressure, it

is

directed without ob

struction to the 1st-2nd shift valve.

2:

System pressure

5

is

again directed to the front

clutch, governor and 1st-2nd shift valve. Governor

pressure

is

directed to the 1st-2nd shift valve.

: System pressure 5

is

directed to the front clutch,

governor and 1st-2nd shift valve. System pressure

6 is directed to another area on the 1st-2nd shift

valve to lock i t in position, and then to the rear servo

13 .

Saab 900

General road testing

and fault diagnosis

Drain valve 3rd-2nd shift

The

valve is positioned

in

the system pressure line

440 25



15 to the rear clutch and the release side of the

front servo.

The purpose of the valve is to drain these two units

rapidly and precisely when a downshift from 3rd to

2nd gear occurs. This enables downshift ing to be

carried out rapidly and without delay. When driving

in the D-3 position the valve drain tube is kept

closed by the system pressurewhich acts on a ball

pressing it down and sealing the tube.

On downshift ing to 2nd the 2nd 3rd shift valve

opens the connection between system pressure line

15

and line 7 to the manual shift valve which is

drained. The rear clutch is then drained via the 3rd-

2nd drain valve and the manual shift valve. As long

as system pressure 15 is high the release side of

the front servo drains via the 3rd 2nd drain valve the

flow restrictor the 2nd 3rd shift valve and the man-

ual shift valve. When system pressure 15 starts to

drop the spring in the 3rd 2nd drain valve presses

the

ball upwards and unseals the drain tube. The

servo is then drained instead directly through the

3rd 2nd drain valve. This arrangement enables the

rear clutch and the release side of the front servo to

be drained individually. The calibrated drain tube in

the 3rd 2nd drain valve enables the front brake band

to be applied at the precise moment the rear clutch

releases its grip.

Saab 900

-


Regulating valve flow restrictor

The regulating valve is actuated by governor pres



sure

2

and the governor valve spring. At about

50

km/h, governor pressure overcomes the spr ing

force andthe valve

is

moved. At speeds below about

50

km/h when changing from 3rd to 2nd gear, the

release side of the front servo is drained together

with the rear clutch via the regulating valve, 2nd-3rd

shift valve

7

out at the manual valve. A t h igher

speeds the regulating valve

is

moved, draining the

front servo release side through the 3rd-2nd drain

valve. This results in faster downshifting.

Accumulator N-D transmission

The accumulator is connected

in

parallel with sys

tem pressure

5

to the front clutch and enables the

clutch

to

engage progressively and smoothly when

the selector lever is moved from position N to posi

tion

D.

The accumulator consists of a spring-loaded

piston which acts on the system pressure and de

lays its build-up.

Accumulator 1-2

The accumulator is connected

in

parallel with sys

tem pressure 19 to the front servo and enables the

front brake band

to

engage smoothly when shifting

from 1st to 2nd gear. The accumulator consists

of

a

spring-loaded piston which acts on system pressure

19 . In addit ion to the force

of

the spring, system

pressure 1 also actson the underside of the piston

so that the front brake band will

be

engaged with

the correct force for different conditions of load.

b 900

1


Accumulator reverse

The accumulator is positioned in the rear servo and

consists of a spr ing- loaded piston which acts on

44 27



system pressure

7 .

System pressure 7 is connected in parallel with

system pressure 15 the rear clutch via the 2nd

3rd shift valve. This arrangement delays the build-up

of system pressure 15 to the rear clutch on selec

tion of reverse gear, thus enabling it to be engaged

smoothly.

Table of hydraulic circuits

Circuit Pressure designation From

No.

To

9a. Throttle pressure, controlled Modulator valve

by modulator valve

10.

Shift valve plunger pressure Shift valve plunger

10a.

Shift valve plunger pressure Shift valve plunger

11.

Kick-down pressure Kick-down valve

13.

. System pressure

1st-2nd shift valve

15.

System pressure

2nd-3rd shift valve

19.

System pressure 1st-2nd shift valve

21.

Torque converter pressure Secondary regulating

valve

23.

Lubricating oil pressure

Torque converter

2

3

5

6

7

8

9

System pressure

Governor pressure

Directed system pressure

Direct system pressure



Modulated throttle pressure

Throttle pressure

Pump

Governor

Selector valve

Selector valve

Selector valve

Selector valve

Modulator valve

Throttle valve

Saab 9

Primary regulating valve

Selector valve

Throttle valve

Accumulator

1-2

Modulator valve

1st-2nd shift valve

2nd-3rd shift valve

Flow restrictor

2nd-3rd shift valve

Front clutch and governor feed, 1st-2nd

shift valve

Accumulator N-D

1st-2nd shift valve

2nd-3rd shift valve

Accumulator R rear servo

Primary regulating valve piston end

Modulator valve

Primary regulating valve spring end

2nd-3rd shift valve

Shift valve plunger

Throttle valve

2nd-3rd shift valve

1st-2nd shift valve

1st-2nd shift valve

2nd-3rd shift valve

1st-2nd shift valve

Rear servo application

Rear clutch and front servo release side,

via 3rd-2nd drain valve

Front servo application

Accumulator 1-2

Torque converter

Oil

cooler and then mechanical transmis

sion parts


ear selector lever

O iving

instructions



Saab

e r selector lever

=

Parking position

= Reversing position

=

Neutral position

=

Forward gears

P

Park)

R

(Reverse }

N

(fNeutral)

D

(D rii;te)

}

Starting

To start the engine the gear selector lever must in

position N or P.

In

other positions the ignition switch

will be inoperative,

1 App ly t he hand br ake or press the footbrake

lightly,

2 Turn the ignition key to the Start position and al

l ow i t t o s pr in g b ac k t o t he K p os it io n whe n t he

engine fires,

The handbrake must be on or the footbrake applied

before the selector lever

is

moved to any

of

the for

ward or reverse driving positions when the car is at

rest. The car will beginto move

as

soon as a gear

is

selected,

iiA

scare beside the near selector lever

is

marked

with symbols indicating

the:

different positions:

Selecting gears

P Parking position, Position P should be selected

when the car has been parked. The selector lever

mllst be in this position before the ignition key can

be turned to l and removed. The gear selector

lever is then locked and the transmission immo

bilized. The ignition switch is operative in position

P, Do not select position P when the car is in mo

tion.

R Position R Reverse) must not be selected unless

the car

is

stationary.

N Pos it io n N Neutral) - no p ower

is

transmitted to

the driven wheels when the selectorlever is in this

p os it io n bu t t he ha nd br ak e s ho ul d b e a pp li ed

when the car

is

stationary to prevent it from mov

ing i f i t is p ar ke d o n a sl ope, etc.

D Position D should be selected for normal forward

driving, Whichever of the three forward gears is

b es t s uit ed t o the speed o f t he c ar and t he l oad

on the engine will be engaged automatically.

General, road testing nd fault diagnosis

ick down

To

obtain maximum acceleration when overtaking,

for instance, the gearbox can be made to downshift

immediately by pressing the accelerator harddown

440-.29

Towi f Q

The :following rules must be observed if the ·car has

to

be towed for any·mason.



to the kick-down posit ion. A downshift to 1st gear

will take placeat speeds upto about50 km/h and to

2nd gearat speeds between about 55 and 105 km/h.

These limits vary slightly between the differeJitau

tomatic transmission models. See section 024, Shift

speeds.

As soon as the maximum engine speed for the se

lected gear is reached, or if the accelerator is re

leased, the next highest gear wil l be engaged auto

matically.

2.

In position 2 the transmission will shift automati

cally between 1s t and 2nd gear but will not be

able to engage 3rd gear. If the selector lever is

moved from position 0 to position

2 an

immedi

ate downshift wil l take place, providing greater

engine-braking power. Position 2 must not be se

lected at speeds above

90

km/h.

1. Position 1

is

used to obtain maximum engine

braking power on steep downhil l gradients. Po

s it ion 1 should also

be

selected for driving up

long, steep gradients to prevent overheating

of

the transmission fluid caused by frequent upshift

ing and downshift ing. No upshift ing takes place

with the selector lever

in

position

1.

Ifthe selector

lever

is

moved from posit ion 0 to posit ion

1

an

immediate downshift to 2nd gear wil l take place

fol lowed by a downshift to 1st gear at a speed

of

about 55-65 km/h. Position 1 mus t not be se

lected at speeds above

90

km/h.

1 The selector le ler mu.st be

in

.position N.

2 The fluidi

in

the automatic transru tsslon m:W St be

at

the corr:ectlev el.iop.up witma liladditionaHwo

litres of automatic ·transmissiQmflr:fid,bringing

the level

up

to about 5 cm above the MAX

+90°C mark on the dipst ick with the ,engine

switched off. This is to ensure that the .f.luid wiJI

reach moving .parts of the transmission

which

are normally lubricated by means :of fhle oil

pump. The oil pump is operative only when the

car engine is running.

3 National regulations relating to towing speeds

must of course

be

complied with, but at all

events the car should not

be

towed at speeds in

excess of 40 km/h.

4 The car mustnot be towed for a distance of more

than 40-50 km. If it

is

necessary to tow the

c r

over a longer distance, the front wheels must

e

raised off the ground.

5 The engine cannot be started by towing or push

ing the car.

Towing lugs are located at front

nd

rear by the

bumper attachments.

Saab 900




jector

Model year

1981

and later Turbo cars should be fit

ted

with an ejector if the car is used to tow a trailer.

The ejector consists of a plastic moulding which is

440-31



screwed in position under the engine cross

member.

It

creates a low-pressure area which sucks out the

hot air in the engine compartment the ejector is

supplied with the car in high-temperature markets).

oad test and fault diagnosis

It is

extremely important to gain

as

much informa

tion

as

possible about the exact nature of any fault.

At all events, the fol lowing road-test procedure

should be carried out in full, as there may be more

than one fault.

Testing the car on the road

Any

malfunctioning revealed by the tests can be

found, togetherwith its possible causes, in the sec

tion entitled Fault diagnosis by road testing .

Note:

When

testing the car on the road and diagnosing

faults it

is

important for the transmission fluid to be

at

the correct operating temperature and at the cor

rect level

as

described under Maintenance on

page 30in this section.

Check that the starter motor will operate only

with the selector lever in position P or position N

and that the reversing lamp lights up only in po

sition

R.

It is

important when making a diagnosis that the

person carrying out the work

is

thoroughly familiar

with the operation

of

the automatic transmission.

See

Driving instructions on page 28and the details

on

page 1 of this section.

2 Apply the brakes and, with the engine running at

normal idl ing speed, move the selector lever·

from position N to positions

D

2 1and

R.

Trans

mission engagement should be felt in each po

sition selected.

3 Check the stall speed

see

Checking the stall

speed ) with the selector lever

in

positions D and

Check whether any slipping occurs.

Note:

To

prevent damage to the transmission through

overheating, do not check the stall speed for more

then

ten seconds at a time.

b 900


4 Select posit ion D when the transmission is at

normal operating temperature. Release the

brakes andaccelerate at minimum throttleopen

ing. Check the upshiftsfrom 1st to 2nd and from



2nd to 3rd gear.

Note:

At minimum throttle opening the shifts may be diffi

cult to detect. Confirmation that 3rd gear has been

engaged can be obtained by selecting position 2

when a downshi ft from 3rd to 2nd gear should be

felt.

5 a. Accelerate at full throttle from a standing start.

b. Drive the carat 75-80 km/h in 3rd and depress

the acceleratorto the full throttle position. The

car should then accelerate in 3rd but not

downshift to 2nd.

c. Drive the carat 55-60 km/h in 3rd and depress

the accelerator to the kick -down pos it ion

past the full throttle position . The transmis

sion should downshift to 2nd gear.

6 a. Start the car again and accelerate from a

standstill using the kick-down facility accel

erator pressed past the full throttle position

and check that upshift ing from 1stto 2nd and

from 2nd to 3rd gear coincide with the table

on page 024- 7.

b. Drive the car at

80

km/h in 3rd, release the ac

celerator and move the selector lever to po

sition 1. Check that the downshift from 3rd to

2nd occurs almos t immediately and that a

downshift to 1st gear is not made before the

speed has dropped

to

about

65

km/h.

7 Stop whi le still in position 1 release the brakes

and accelerate at full throttle to

30

km/h. Check

whether any clutch slippage is apparent and

whether any juddering, unusual noise

or

upshift

ing occurs.

8 Stop the car and move the selector lever to po

sition R. Release the brakes and reverse the car,

using full throttle if possible. Check for slipping

and unusual noise.

9 Stop the car on a gradient facing downhil l and

move the selector lever

to

position

P.

Release

the brakes

and

check that the park ing pawl is

able to hold the carstationary. Apply the brakes

before releasing the parking pawl. Repeat this

test with the carfacing uphill. Make sure thatthe

selector lever cannot move out of position P. .

b

900


orque converter fault tracing

Inability to start on steep hills and poor acceleration

from rest are indications that the torque converter

stator one way clutch

is

slipping

or

that the stator

44 33



support is damaged. I f either of these conditions

obtain the stator wil l be able to rotate

in

the

oppo-

site direction to the turbine and torque multiplication

cannot occur.

poorer acceleration than normal

in

3rd gear at

speeds above

5

km/h and substantially reduced

maximum speed are indications that the stator one-

way clutch

has

become locked

in

the engaged po-

sit ion. The stator will then not be able to rotate with

the turbine

and

impeller with the result that the

torque convertercannot act likea fluid flywheel. This

condition may also

be

indicated by severeoverheat-

ing of the transmission even though the stall speed

remains normal. The torque converter wil l have

to

be

replaced. For particulars

of

torque converter

identification

see

section

24

The torque converter

is

sealed by welding and can-

not be dismantled. It must therefore be replaced as

a complete unit. The ventilation holes

in

the torque

converter housing must be kept free from dirt.

hecking the stall speed

The stall speed

is

the maximum speed at which the

engine can drive the torque converter impeller while

the turbine

is

held stationary. Since the stall speed

is dependent both

on

engine and torque converter

characteristics it will vary with the condition of the

engine. This must

be

borne

in

mind when determin-

ing the cause of low stall speed. Connect a cali-

brated tachometer and on Turbo cars a calibrated

pressure gauge to check the charging pressure.

Saab 900

440-34 General , road test ing and fault diagnosis

Apply the handbrake and press thebrakepedal hard

down, move the selector lever to position 0, 1 or R

and floorthe accelerator.

e d

offthe engine speed

when it has stabilized after a maximum of 10 sec



onds. For normal stall speed, consult the table. If it

is

down to 300 rpm below normal, the engine

is

not

developing its full power. If the stall speed

is

more

than 800 rpm below normal, the entire torque con

verter will have

to

be replaced. A stall speed sub

stantial ly higher than normal indicates that the

torque converter is not receiving a sufficient supply

of fluid

or

that one of the gearbox clutches

is

slip

ping.

Note:

When checking the stall speed, make sure that the

transmission

is

at normal operating temperature. Do

not stall for more than 10 seconds

or

the transmis

sion will overheat.

Engine speed stall

Condition

speed

2100 - 2500 rpm Normal

1800 rpm

Engine not developing full power.

Below 1300 rpm Torque converter stator one-way clutch slipping or

support damaged.

Above 2700 rpm Slipping in gearbox if stall speed varies between

positions

1 and

Position 0 Front clutch or one-way clutch slipping.

Position 1

Front clutch slipping.

Position R Rear clutch of rear brake band slipping.

Note:

The stall speed should only

be

checked at the basic

charging pressure.

Saab 900




Check the fluid level in the automatic transmission.

ult tr cing schedule rel ted to the utom tic tr nsmission test

I

* . If

the warranty is still

in

force, the automatic transmission should

be

changed for a replaceme. uni

Test

No.

1 A



Filter clogged by impurities.

Suction line O-ring defective.

*

Torque converter drive lugs broken.

heckthe gear selector control, also in the automatic transmission.

Check the primary drive and final drive.

Check that thepip·es.are firmly secured.

*

Does not drive in position·D. Check the front clutch.

Check the one-way clutch.

Does not drive in position

R.

Check the rear clutch,

rear brake band and rear servo.

Check the governor for binding.

Check the 1st-2nd shift valve for binding.

*


Check the 1st-2nd and 2nd-3rd shift valves for binding.

*

Saab 9

Dismantle the transmission, check the governor mounting - sealing

rings.

Replace the governor assembly (internal leakage).

Replace the valve body assembly (internal leakage).

Dismantle the transmission, check the governor valve mounting - s

rings.

Replace the governor assembly (internal leakage).

Replace the valve body assembly (internal leakage).

Replace the governor (correct type).

Dismantle the transmission, check the governor valve mounting - sec

rings.

Replace the governor (correct type).

Check that the kick-down valve cable

is

correctly adjusted.

Check the kick-down valve cable (seized in the kick-down position).

Check the pipes between the governor and the valve body.

Check the shift valves for binding.


*

Check that the kick-down valve cable is correctly adjusted

Check whether the idling speed pressure

is

too high.



*

ChecK that the kick-down valve cable is correctly adjusted.

Check whether the idling speed pressure

is

too low.

Check the governor

for

binding.

*

lDues not drive;

System pressure too· C

low or absent. D;

E

1 1

Ai

Start

in

2nd gear.

B.

C

D.

E.

F

E

F

2 A

I ue:s not

driv.e:

Mechanical defsetsl. C

System. pressure OK\.

E

2 A

Start in 3rd gear. B.

C

D.

1.5 A.

Does not shift. B.

C

D.

E

F

L3 A

LoW sfuifting points B.

C

E

4

A

Low shifting points. B.

C

E.

F

G

Test No.

2.1

Check that the gear selector cable:is cmre:ctly adjusted.

Juddering

or

unusual

Chedk:.tbe fluid level.

noise on manual shift- D.

Checldhat.the rearbrake band iSmOITRctly adjusted.

ing st).

E

*

General, road

testing

and fault ,diqgnosis

i

O 7



Check

t h e ~ r ~ E ~ a e c u m u l a t o r

O-rings.

G

Checklthe

rear.s.eli\lD

O-rings.

H.

heck

the frontrclLitCh.

2.2

,f\.

,Check that

th.e.:gear

selector cable

is

correctl;yradjusted.

Upshift from manual

1st).

2.3

A.

Check that the rear brake band

is

correctly adjusted.

No engine braking in

Check the pipes

to

the rear servo.

manual st).

C.

*

D. Check the rear servo piston ~ r i n g s

E

Dismantle the transmission and checkthe:reaLbrake

ban.cl.

3.1

A.

Check that the kick-down valve cable is correctly adjusted.

Slippage on a gradi-

B

Check the fluid level.

ent.

C.

Check that the rear brake brand is correctly adjusted.

D. Check whether the idling speed pressure

is

too low.

E

Check the pipes

to

the rear servo and rear clutch.

*

G Check the rear servo piston O-rings.

H.

Dismantle the transmission, check the rear servo and rear

c1utcn.

I. Check the rear brake band.

J Check the rear clutch seals 3).

4.1

A. Check the governor for binding.

Start in 2nd gear.

B

Check the 1st-2nd shift valves for binding.

C.

*

D.

Dismantle the transmission, checkthe governor mounfing - sealing

rings.

E

Replace the governor assembly internal leakage).

F

Replace the valve body assembly internal leakage).

4.2


Start

in

3rd gear.

B Check the 1st-2nd and 2nd-3rd shift valves for binding.

C.

*

D.


rings.

E Replace the governor assembly internal leakage).

F

Replace the valve body assembly internal leakage).

4.3

A.

Check that the kick-down cable

is

withdrawn 45 mm on k ic k- down.

Low kick-down shift-

B

Check the governorfor binding.

ing points

C.

*

4.4


High kick-down shift-

B


ing

points.

C. Check the shift valves for binding.

D.

*

E Check the governor mounting - sealing rings.

·Saab

900


Test No.

4.5

Does not shift.

A.

B

C



Check the shift valves for binding.

*



4 6

Slippage on shifting.

5

Low 3rd-1 st/3rd-2nd

kick-down shifting

points.

5

High 3rd 1 st/3rd-2nd

kick-down shifting

points

5

No 3rd 1 st downshift

on kick-down.

E.

A.

B

C

D.

E

F

A.

B

C

D.

A

B

A.

B

C

D


rings.

Check that the front brake band is correctly adjusted.

Check the pressure drop before shift ing after cut-back -

ACB

kick

down valve cable adjustment .

*

Check the front servo piston a-rings.

Check the front clutch, front brake band and rear clutch.

Check the sun wheel shaft sealing rings.

Check that the kick-down cable is withdrawn 45 mm on kick- down.



*


*

Check that the kick-down cable is withdrawn

45

mm on kick- down.


Check the 1st-2nd/2nd-3rd shift valves for binding.

*

Check that the kick-down cable is withdrawn

45

mm on kick- down.


Check that the front brake band

is

correctly adjusted.

Check the 1st-2nd/2nd-3rd shift valves for binding.

*



Check the mounting

the pipes leakage .

*

Check the front servo piston a-rings.

Check the front clutch, front brake band and rear clutch.

Check the sun wheel shaft sealing rings.

Check that the gear selector cable is correctly adjusted.


*

Check that the gear selector cable is correctly adjusted.

Check that the rear brake band is correctly adjusted.

Check the rear servo pipes.

*

Check the rear servo piston O-rings.

Check the rear brake band.

Saab 900

*

Replace the valve body.

Check that the throttle cable has not seized in the kick-down position.

Check the system pressureo

Check the kick-down valve.

440 39

eneral, road testing and fault diagnosis

A

B

C

D

E

Test No.

6 3

Manual downshift

st

at 80 km/h



7

Drags

Pulls forward slightly.

B

C

Check that the gear selector cable

is

correctly adjusted.

Check the N-D accumulator a-rings.

Check the position of the manual valve in the valve body when in posi

tion

N

D *

E Dismantle the transmission and check the front clutch springs.

8

The

parking pawl

does not hold.

9

Shifting not normal

A

B

C

D

A

B

C

D

E

F

G


is

correctly adjusted.

Check that the gear selector rod

is

correctly adjusted remove the

cover .

Check the parking pawl and ring gear.

*

Check that the kick-down valve cable

is

correctly adjusted.

Check the fluid level.


is

correctly adjusted.


Check that the rear brake band

is

correctly adjusted.

*

Dismantle the transmission and check

all

brake bands and clutches.

10 1

Noise.

B

C

D

E

F

G

H

I

J

K

Note:

Check the final drive fluid level.

Check the ATF fluid level.


is

correctly adjusted parking pawl

engages in the ring gear

*

Check the drive disc for cracks and loose bolts.

Check the oil cooler outlet.

Dismantle the transmission, check the needle bearings and pinion bear

ings pinion bearing noise

is

transmitted through the gear selector .

Check the planetary gear tooth damage - thrust washers

Check the torque converter drain the remaining ATF and look for loose

parts .

Check the oil pump centring, drive, noise

Chain primary drive and sprockets

Excessive or unusual noise may originate from other parts of the power

unit and auxiliaries.

Leakage.

A

B

C

D

E

F

Covers: change the gaskets, refit and tighten with the correct torque.

Pump seal in car.

*

Gasket between the torque converter housing and gearcase, remove the

transmission.

Sealing covers between the torque converter housing and gearbox 0 -

rings or porosity .

Pinion bearing seals detected through drain hole

Saab 900



emoval fitting

emoving refitting the power unit

For major work on the engine and transmission, the

Removal, fitting 442



entire power unit should

be

removed from the car.

Removal of the transmission or n in separately is

not recommended.

For removal and f it ting of the power uni t, refer

to

Service Manual

:

Basic engine for the model

year concerned.

.

b 900





444

Gear

selector

cable .

Rear

centre

console .

Gear selector cable .

·

444 1

· 444-5

· 444-6

Throttle

cable

. . . . . . . . . . . . . . . 444-8

Gear

selector

housing 444-9

electorlever . . . . . . . . . . . . . . . 444 11



ear selector cable

hecking

1 Move the selector lever to position N. Press the

pawl button and movethe leverslightly back and

forth. Increasing resistance should be felt in

both

directions from the gear selector valve and the

detent spring. Hold the lever steady mid-way

between the positions at which this increasing

resistance is felt.

2 Release the pawl button and check that the le

ver is positioned exactly at position N. I f the le

ver has to be moved slightly to put i t

in

the indi

cated position adjustment will be necessary.

3 Final check:

Repeat the procedure described above

in point

1 but with the lever in position

D.

Release the

pawl button and move the selector lever to po

sition 2. Slight movement should be detected

before the lever is locked by the selector lever

gate detent. If

no

movement can be detected if

the movement is excessive or if the lever en

gages position 2 then the procedure described

in points 1 and 2

has

not been carried out cor

rectly.

An additional detent position for position N is incor

porated in the quadrant

in

the selector lever hous

ing. This can be felt as a distinct position when the

pawl button is released and its purpose is to facili

tate adjustment of the selector lever position.

Note:

Correct adjustment ofthe gear selector cable is vital

to the proper funct ioning and l ife of the transmis

sion.

Saab 900

4

44

T

r

an

s

m

is

si

on

co

n

tr

ol

A

d

ju

s

tm

e

n

t

of

t

he

se

le

c

to

r

le

v

e

r

po

s

it

io

ns

1

M

o

ve

th

e

se

le c

to

r le

ve

r t

o p

o

siti

on

N

P

re

ss

th

e

pa

wl

bu

tto

n

an

d m

o

ve

th

e l

ev

er

slig

ht

ly

ba

ck

an

d

for

th

. In

cr

ea

sin

g

re

sis

tan

ce

s

h o

uld

b

eJ

elt

in

bo

th

d

ir e

cti

on

s f

ro

m

th e

g

ea

r

se

le c

to

r v

alv

e

an

d

th e

de

te

nt

sp

rin

g.

2

W

ith

t

he

pa

w

l b

ut

to n

d

ep

re

ss

ed

, h

old



t

he

le

ve

r

s

te

ad

y m

id

-w

ay

b

et

we

en

th

e

po

sit

io n

s

at

w h

ic

h

t

his

in

cr

ea

sin

g

re

sis

ta n

ce

is

fe

lt.

3 D is connect

the ·

gear s elec

to r

ca

bl

e

fr o

m

th

e l

e

ver

, l

:Isi

ng

h

exa

g

on

bi

t a

da

pt

er 8

7

9

88

3

4

R

el

eas

e

th

e p

aw

l

bu

tto

n

an

d m

o

ve

it

to

th

e

po

s

itio

n

m a

rk

ed

fo

r

po

sit

io n

N

No

te

T

o

fa

cil

ita

te

a d

ju

stm

e

nt o

f

th

e g

e

ar

se

le c

to

r c

ab

le

,

an

a

dd

iti

on

al

no

tc

h m

a

rki

ng

th

e

ex

ac

t N

p

o s

it io

n

is

p

ro v

id

ed

in

th

e

qu

ad

ra

nt.

5 Tig hten th e setscre w for the g

ea

r s

el

ec

to r

c

a

bl

es.

u

sin

g

a

to

rq

u e

w

re

nc

h

an

d

he

xa

go

n

bit

a d

ap

te

r 8

7

9

8

83

T

ig

ht

en

ing

t

or

qu

e

5

0 2

5

kp

m

M

od

e l

ye

ar 1

983

n

la

te

r c

ars

p

re s

s a

si

de

the

in

g

in

fro n

t

o

f

t

he

co

ns

ole

Sa

ab 9

0 0

444

ransmission control

hrottle c ble djustment

1 Remove the screw forthe pressure outlet on the

gearbox and connect a precision pressure

gauge with a sui table scale

87 91

055 in its

place.

2 Block the wheels and apply the handbrake.



old t pressure g uge in

vertic l position when t k-

ing

re dings

7 Move the lever to position P The pressure

should now reach 4.2 bar 60 psi but not exceed

4 9

bar 70 psi .

3 Start the engine and check that idling speed is

850

rpm in position P

4 After disconnecting the throt tle cable from the

thrott le spindle lever, check that the throt tle

valve

is not binding. Then withdraw the cable as

far as possible so that maximum system pres

sure is obtained. The pressure should return

to

its

basic setting initial pressure when the cable

is

returned to its original position.

If

the pressure does not return to its basic set

ting

or

stays above 4.9 bar

70

psi , the throttle

valve must be cleaned or adjusted, see section

472-21. Check the kick-down valve cam.

5 Refit the throttle cable to the throttle spindle le

ver

Then move the gear selector lever to posi

tion D

6 Check that the cable is fully relieved of load so

that the lowest pressure is obtained.

Then adjust the throttle cable to raise the pres

sure by 0 1 bar 1.4 psi .

Saab 900

444-4 Transmission control

he king system pressure

In conjunction with checking the throttle cable and

tracing faults, check that system pressure coincides

with the values specified the table.

System pressure,

Selector lever Operation

Type



bar

psi)

position

3.6-4.2 52-60)

D idling

15 16 17

3.9 - 4.5 56-64)

8 9 11 13 14

12.8 - 16.2 185-230)

D

stall, kick-down

8 9 11 13 14

15 16 17

12.8 - 16.2 185-230)

stall, kick-down

8 9 11 13 14

016

17.6-21.4 255-310)

15 17

If these figures are not obtained, refer to the section

entit led Fault diagnosis by road testing and the

Quick reference fault diagnosis chart section

440).

Saab

900

e r centre console


5

remove

The rear centre console, which covers the gear le

ver housing,

is

of dif ferent design on model year

1983

and later cars.



1 Movethe seats to the rear l imit of their fore-and

aft adjustment and apply the handbrake.

2 Movethe selectorleverto posit ion Pand remove

the ignition key.

3 Removethe indicator plate and lift i t upalong the

selector lever.

4 Remove the two screws retaining the cover top

part of the console and lift up the cover so that

the cables can

be

disconnected from the switch

for the interior l ight ing. The remove the cover

from the selector lever.

Note: Remove the choke control, i f any.

On

M91 and later cars the rear centre console

is

a single unit. To remove it undo the two screws

atthe front underthe indicator cover

and

the two

screws under the rear ashtray.

5 Remove the ashtray, which

is

located

at

the rear

of the console. Remove the five screws. Move

the selector lever to posit ion N Raise the con

sole and remove the lamp for the ignit ion switch

lighting. The console can now be released from

the selector lever.

Assemble

in

reverse order.

b


ear selector cable

eplacement

tthe transmission casing:

a

Remove the retaining bolt at the transmission

casing.



b

900

b

Withdraw the cable and gear shift rod

to

the

outermost position position 01 .

c Slide back the spring-loaded sleeve on the

gear shift rod and unhook the cable end

piece.

2 tthe selector lever housing:

a Remove the selector lever housing, using spe

cial sleeve 9 37

b

Remove the circlip from the end of the cable

on the underside of the lever housing.

c

Undo the locking screw securing the selector

cable to the lever.

d

Undo the cable sheathing nuts and remove

the cable.

3 Removethe carpet and heaterduct. Remove the

old gear selector cable and f it a new one in i ts

place. Make sure that there

is

a good seal at the

point where

it

passes through the bodywork.

4

t

the transmission casing:

a

Slide back the spring-loaded sleeve

on

the

gear shift rod, hook the cable end pieces to

gether and release the sleeve.

b

Insertthe cable sheathing and fit the retaining

bolt.


7

5

At

the selector lever housing:

a Insert the

end

of the cable through the retain-

ing hole in the gear selector rod and refit the

circlip.

b

Secure the cable sheathing to the lever hous-

ing.

6 Adjust the gear selector cable as follows:



a Withdraw the gear selector cable as far as

possible position

P

b

Press the cable

in

two notches position N .

c With the lever housing securely mounted in

the floor console, move the selector lever to

posi tion N and tighten the setscrew to the

specified torque.

7 Perform a final check,

see page 1of this section.

Tightening torque 2.5 Nm 1.8 b f tt

witch for reversing light nd

st rter motor

etting

Move the selector lever to the neutral position. Turn

the switch housing unt il the mark on it is opposite

the driver. Tighten the two switch housing retaining

screws.

1 Start inhibitor switch

2 Reversing light switch

Saab 900

hrottle cable

444 8 Transmission control

eplacement

1 Disconnect the cable from the throttle and from

its attachment to the retaining plate.

2 Drain the fluid from the automatic transmission



Saab

4 Fit the new cable by pressing it into the t rans-

mission casing. Hook

it

onto its cam on the con-

trol valve. Make sure that the cable

is

correctly

positioned on the guide pulley.

5 Keeping the cable straight tension it unti l the

cam moves. Using a pair

pliers clamp the

stop clip onto the threaded part of the cable.

and remove the front bottom cover.

3 Remove the throttle cable using a

mm swivel

socket spanner and pressing it out from the in-

side. Check that the cable sheathing

is

secured

to the

end

pieces.

6 Connect the cable to the throttle atthe inlet man

ifold and adjust the cable roughly by noting the

position

of

the cam relative to the position of the

throttle. When the accelerator is pressed to the

floor kick-down position , the highest point

of

the cam should be in contact with the kick-down

valve, see Fig

7 Fit the level pipe, s tra iner and magnet. Fit the


2

444 9



Saab 9 .

bottom sump cover and refi ll with fluid. For ad

justment of the throttle cable,

see

page 3in this

section.

ear selector housing

o remove

1 Disconnect the battery earth cable and remove

one of the front seats.

2 Movethe selector leverto position P and extract

the ignition key.

3 Slacken the locknut under the gear selector le

ver knob and unscrew the knob and nut.

4 Remove the indicator cover with the scale .

5 Remove the diffuser and lamp holder for the

scale lighting.

Remove the knob from the cold starting control.

6 Remove the two screws in the upper section.

Raise the cover and disconnect the leads from

the interior lighting switch. Remove the ashtray

in the rear of the console. Undo the five screws

and remove the cover.

Model year M9 and later cars: Undo the two

screws at the front of the centre console. Re-

move the ashtray in the rear

of

the console and

undo the two screws. Remove the console.

7 Fold the carpet aside.

8 Undo the setscrew secur ing the gear selector

cable to the lever.

The cam in kick down position

1 Threttle cable

2 Cam

3 Valve

LD

f


9 Removethe ignition switch cablesand note their

positions.

Dis connec t the c ables f rom t he s tart i nhibit or

switch,and the cables from the cold starting con

trol switch carburettorversion). Remove the ca

ble f rom t he c ol d s tart ing c ontr ol c ar burett or

version).

10

Remove the retaining nuts for the gear selector



housing, using special tool

83 91 237

11 Lift up

t he gear s el ec tor housi ng and t ur n i t to

one side. Undo the two screws in the lower sec

tion

and

removethecirclip at end of the gear

se-

lector cable.

o it

1 Turn the ignition switch to the Drive position.

2 Fit t he g ea r selec tor h ou sin g to the lo we r sec

tion. Tighten the cable attachment and fit the cir

clip.

3 S ecu re the hous ing t o the f lo or bra cke ts . The

gear s el ec tor cabl e s hould be f ul ly wit hdrawn

position P Move the cable in t wo not ches t o

position N Move the selector leverto position N

and tighten the setscrew to the specified torque.

Tightening t or qu e: 2.5 Nm 1 .8 I bf

t

Check and, if necessary. adjust the positions.

See page 1 of this section.

4

Connect the ignition switch cables, the start in

I libitorswitch cables and the cold starting switch

cable carbure.ttor version).

5 Fit thaignitionswitch light in the gear cover and

boltthe

cover

in

place.

6 Fit t he la mp hold er and diffUser f or the scale

lighting.

7 Fit t he c ables in the indicator cover and bolt the

coverrih place.

8 Refit t l ia·knob and button on the selector lever.

9 Fol d t he c ar pet bac k i nt o place, f it the s eat and

reconnect the battery cable.

Saab

)

ele tor lever

remove

1 Remove the gear selector housing page gin

this section

2 Turn the ignition switch to the Drive position

3 Remove the pin from the ratchet quadrant


444 11



4 Remove the bolts and l t out the lever

Assemble in reverse order

Saab 900

,

e

r i ~

,

i

(

i ~ J



Dismantling, assembly

472-1

· 472-42

· 472-43

· 472-48

· 472-50

· 472-53

Centrifugal governor

Pinion shaft

. .

Servo pistons . . . . .

Valve body .

Adjusting the front brake band

Removal and fitting


. . • • • • . . . 472-1

· 472-14

• 472-27

• 472-27

• 472-29

· 472-33

Dismantling . . . . . . .

Assembly

Rear brake band . . . . . . . .

Front brake band . . . . . . . .

Torque converter and oil pump

Front lut h . . . . . . .

Rear clutch

. . . . . . . . .



· 472-54

of the valve body . . . . . . . .

· 472-41

· 472-37

· 472-40

2 Mount the transmission a stand.

Planetary gear assembly .

Ring gear output shaft and

governor

mounting

. . . .

Caution:

Scrupulous cleanliness and careful attention to de

tail are imperative when carry ing out work on the

automatic transmission. Make especially sure that

pieces

circlips are not left inside the transmission

casing after assembly.

Dismantling

Carry out dismantling work the following stages

until the part concerned has been removed.

1 Fit the transit support for the torque converter.

Remove the dipstick and tube.

J

Saab 900

3 Drain the f luid from the final drive and the auto-

matic transmission.

472 2 Dismantling assembly



b 900

5 Remove the sealing ring from the turbine shaft.

4 Remove all f ive covers from the gearbox.

6 Check the chain for wear. Press the chain to-

wards the wall

as

shown

in

the

Fig

and measure

the distance between chain and wall. This dis-

tance must not be less than

1

mm.


7 Remove the nuts and tab washers from the

sprockets, using tool 87 9

23

to prevent the

sprockets from turning. Remove the sprockets

together with the chain.

472-3



New valve body on carburettor engines f rom

M 99

inclusive. A new pressure boosting valve

and a new pipe have been added to the valve

body. This pipe

is

not as a rule dismant led but i f

dismantling should be necessary, remove the

two screws securing the pipe and then remove

the pipe using tool

87 9

360.

1 Pressure boosting valve

Pipe

Saab

4

2

5

Oil pipes

472-4 Dismantling assembly



Saab 900

8

9 Pipe to rear clutch

1 Pipe to rear brake band servo inner hole

11 Pipe to governor connects to pipe 4

12

Pipe to front clutch runs under pipe 9

13

Front brake band servo clamping side valve

bo

by-pass drain for the 1-2 accumulator

14

Front brake band servo release side valve bod

front servo

9

7

8

2

tt f t::c;::::w.u

4

8 Remove pipes

5

13 and 14 using tool

87 91 360.

Pipe to rear lubrication

2 Pipe to rearclutch

3 Pipe to governor supply

4 Pipe to governor return

5 Pipe to front lubrication

6 Pipe to rear lubrication connects to pipe 1

7 Pipe to governor supply connects to pipe 3

8 Pipe to rear brake band servo connects to the outer

hole

Dismantling,

assembly

47 5

9 Remove the holders for the right-hand and left-

; hand overflow pipes. Collect the O-rings.



Saab

Remove the remaining pipes in the torque con

verter housing pipes.

6 7 8

10

and 11 -

12 Disconnect the throttle valve cable kick-down

wire .

10

Undo pipe NO.9 in the valve body and remove

the holderfor pipe No. 12 Remove pipes 9 and

12

472-6 Dismantl ing, assembly

13 Removethe valve body 2 bolts .



b 900

16 Remove the screw for the pressure outlet.

14 Remove the N D accumulator plunger together

with its spring.

15 Remov.e,the3rd-2nd drain valve with pipe pipe

No.

15 .

accumulator plate and shift lever.

Dismantlin.9 assembly

47 7

Use compressed air to

remove

the accumulator

plunger.

over

the holes and blow carefully.

.



emove

the 1-2 accumulator plunger together

with its spring.

7

Undo the suction pipe clamps. Remove the suc

tion pipe and the two delivery pipes.

8

Remove the

screws retaining the torque con

verter housing.

Lift

the housing away and collect

any shims.

Saab


19 Lift out the gear selector rod.



Saab

i

;

2 Remove pipes 1

2

3 and 4 using tool

87

91

360.

21 Remove the shaft lever and strut for the front

brake band.

22

Turn the ring gear until the lower screw the

governor is in line with the hook on the parking

pawl.


47 9

23

Undo the locknut and slacken the adjusting

screw for the rear brake band tensioner



Saab 900

Unhook the spring first at the spring support

and then at the lever using tool 8995 6 7

24

Remove the spring shaft lever rod and strut for

the rear brake band

25

Fit the sprocket and the nut on the input shaft

and using a plastic mallet carefully tap the

sprocket until the cover loosens Then withdraw

the shaft together with the front clutch collect-

ing any accompanying needle bearings


Withdraw the sun wheel shaft and rear c lutch.

Collect thrust bearings and thrust washers.



Saab

9

Lift out the rear brake band.

8

Remove the three bolts retaining the centre sup-

port and then lift it out together with the plane-

tary gear assembly.

7

Lift out the front brake band.

.

Dismantling,

assembly

472-11

3

Press

out

the ring gear using tool No.

8 9

958.



Saab

900

Use compressed air to remove the front servo

piston. Blow carefully and hold the piston lightly

against the pressure.

3

Remove the circlip from the front servo piston.

32

Use compressed air to remove the rear servo

piston. Blow carefully and hold the piston lightly

against the pressure.

472-12 Dismantling, assembly

33 To measure backlash in the differential: Mount

the dial gauge in one of the holes for the screws

retaining the cover final drive cover . Measure

the backlash and make a note of it

; l



Saab

9

Remove the speedometer drive located in the

left-hand bearing seat.

Remove the bearing seats on both sides.Use

slide hammer 839 7

and 83

9 776

Collect the springs with plungers from the shaft

ends of the drivers. Col lect the shims, for use

when reassembling, unless the backlash

in

the

differential has changed due to the replacement

of some component. Then remove the differen

tial unit.


472-13

34 Place the instrument

in

the differential housing

with thepoint applied to the flatend ofthe pinion

and take a reading.



.

:

-

35 Remove the four bolts retaining the pinion bear

ing housing.

36

Place the gearcase

in

a press and press out the

pinion bearing housing and the seal housing.

Use tools

83 9

114

and 83 9 148

Apply the

press force to the seal housing. Place a block

wood under the pin ion to avoid damaging

it

Collect the shims.

Check the wear

in

the servo cylinders and the hole

for the pinion bearing housing.

If the pinion bearing

is

t

be

removed noise, exces

sive play, leakage ,

see


• To dismantle the fron t and rear clutches, see

pages 43and 37in this section.

• Remove the governor from the mounting. For

dismantling and cleaning,

see

page 42in this

section.

• For removing the oil pump and torque con

verter,

see


Saab

,

: \

I i

I

i .

]

472 4


assemble

Gearbox in vertical position.

Clean the parts thorol:lghly and replace any worn or

damaged parts. Lubricafe the parts with automatic

transmission fluid. Wherever specified, useacid-free

petroleum. j elly (Vaseline).

1 B1lilw the v:entil ation channel clean.



Saab

ote

Check the adjustment of the support bearings, see

section 473 Measuring and Shimming.

2 Screw the fou r guide pins 87 9 014 in to the

threaded holes for the pinion bearing housing

and fit the appropriate combination of shims.

3 Lubricate the seals in the pinion bearing hous

ing. Insert the bearing housing along the guide

pins into its correct position.

472 15

ismantling .assembly

4 Place the gearcase in a press and press in the

bearing housing

as

far as it will go. Apply the

press force directly to the bearing housing. Use

tools 83 9 148 83 9 114 and 87

91

352.



Place a sleeve 7841

67

under the pinion as a

support.

5 Remove the guide pins. Fit the retaining bolts

and tighten them with the specified torque.

Tightening torque

26-33

19-24

bf

ft

Secure

the

bolts with Loctite.

6 Check the pinion clearance as described in sec

tion 473.

7 Fit the ring gear centrifugal governor and out

put shaft for the pinion. Place the gearcase in a

press.

.

aab 900

\

Grease the seals on the output shaft

and

press

the shaft into the pinion

so

that the splines en-

gage. Press carefully together using tools 8 9

8

and

83 9

148.

Do

not apply the press force

to the thrust bearing surface

of

the output shaft.

Make sure that the seals are in their grooves

when they are pressed down into the

seal

hous-

ing. Turn the gearcase back and forth while ap-

plying pressure.

8 Using a vernier gauge check that the distance




Saab

from the face to the thrust bearing assembly in-

cluding the shims is 192.04 192.48 mm.

9 Fit the rear brake band making sure that the

band is fitted the right way round.

Lubricatethe needle bearing with petroleum jelly

and

place it on the planetary gear assembly to-

gether with the bearing race and any necessary

shims. The fit the planetary gear assembly.

Fit the centre support by means of the three

bolts. NOTE: The bolt

in

the oil pan must

be

sealed with thread sealing compound.

Dismantling, assembly 472-17



; j

2

Fit the front brake band, making sure that the

band is f itted the right way round.

3

Check the seals of the sun wheel shaft.

,

Lubricate the needle bearings of the sun wheel

shaft with petroleum jelly Vaseline and place

one bearing on each side of the pinion.

b 900


472-18

P

u

sh

the

s

un

w

he

el

sh

af t

in t

o t

he

re

ar

cl

ut c

h.

Lu

b

ri

ca

te

the

s

ea

ls

on

th

e

re

ar

cl

ut c

h

wi

th

pe

tro

le u

m

je

lly

V

as

elin

e

a

nd

fit

th

e u

ni

t s

o t

ha

t it

en

g

ag

es

w

ith

th

e

pla

ne

ta

ry

ge

ar

.



Sa

ab

6

F

it t

he

fr

on

t c

lu

tch

c

om

pl

et e

w

ith

in

p

ut

sh

aft

.

\

.

c

c . . .

·• ._

: : ~ ~ l

. _

. .

L

ub

ric

at

e t

he

co

ve

r s

ea

ls

wi

th

Va

se

lin

e a

nd

th

en

fit the

co

ve

r.

NO

T

E

the

p

os

iti o

ns

of

t

he

bo

ss

es

.

5

L

ub

ric

at e

t

he

ne

ed

le

be

ar

in

g a

nd

b

ea

rin

g

ra c

es

w

it h

p

et

ro l

eu

m

je

lly

V

as

eli

ne

.

Fi t

th

e

be

ar

ing

a

ss

em

bl

y

in t

o t

he

hu

b

o f

th

e f

ro

nt

clu

tc

h.

7

Turn the gearcase round Fit the front and rear

servo pistons


472 9



8

Place the rod

in

the rear servo piston and the

long strut against the rear brake band Place the

lever

in

position Insert the pivot pin so that it

projects about mm on the opposite side

9 Turn the ring gear until the lower screw

of

governor

is in

l ine with the hook on the parking

pawl

2

Place the ends of the spr ing

as

shown

in

the

photograph

and

insert the pivot pin

Saab 900



For correction and adjustment

the P pawl if nec-

essary see page 57in this section


472 2

Introduce the gear selector rod into the

gearcase



Fit thetorque converter housing with shims and

thrust washer Place the shims nearest the bear-

ing Secure the torque converter housing by

means of two bolts Assembly will be facilitated

if the joint face

is

smeared with Vaseline before

fitting the gasket

5

Stand the transmission

in

a vertical position Fit

the chain sprocket loosely on the input shaft and

fit a dial indicator so that its tip rests on the end

of the input shaft

Saab 900


Insert a screwdriver under the planet carrier and

lift it. The play should be

0.25 0.75

mm.

the play

is

not within this range adjust by f itt ing or re

moving shims between the thrust washer and

the front bearing;



26 Fit the remaining bolts for the torque converter

housing. Tighten them with a torque of 14 21 Nm

10 15

Ibf

ft

b 900

f

il pip s


472 23



Note:

Pipe 15 should be f itted together with the 3rd-2nd

drain valve and before the valve body is fitted.

1 Pipe to rear lubrication.

2 Pipe to rear clutch.

3 Pipe to governor supply.

4 Pipe to governor return.

S Pipe to front lubrication.

6 Pipe to rear lubrication. Connects to pipe

1

7 Pipe to governor supply. Connects to pipe 3

8 Pipe to rear brake band servo. Connects to the outer

hole.

27

Place the transmission

in

a horizontal position.

Fit pipes

1 2

3 and

4

9 Pipe to rear clutch. Connects topjpe 2

bu t

should not

be tightened until pipe

12

is in position. Fit th e pipe

support but t ighten the screw only a few turns.

10

Pipe to rear brake band servo inner hole.

11

Pipe to governor. Connects to pipe 4

12

Run thepipeto the front clutch underpipe9 in the valve

body. T ighten the pipe support ful ly and fi t p ipe 9 to

the valve body. Fit the left-hand overflow pipe with

a ring

Fit the seal with its heavier par t towards the

suction pipe. Fit the oil strainer.

Fit

the right-hand over

flow pipe with ring.

13 Front brake band servo clamping side valve body to

by-pass drain for the 1-2 accumulator.

14 Front brake band servo release side valve body to

front servo.

Saab 9



31 Check the position

of

the gear selector valve as

follows: Slide the valve to the neutral position.

Le. thethird notch from inside the valve see Fig.

In this posit ion the cyl indr ical sealing surface

nearest the detent

end

of the valve should be

centred round the cast bridge between the end

face and the opening through which the valve is

visible. Carry out any necessary adjustment by

undoing the two retaining bolts for the detent

spr ing mount ing bracket and then moving the

bracket along the longi tudinal axis of the gear

selector valve. It is important to ensure that the

Dismantling, assembly 47 5



detent spring is centred and also that it is in line

with the gear selector valve.

.

,

Check the position of the kick-down valve cam

as follows: insert a 1 mm feeler gauge between

the cam and the sideof the kick-down valve. The

throttle valve should then assume such a posi

tion that a slight gap can be glimpsed by the

arrow between the valve and the left-hand side

of the transmission casing.

Carry

out

any necessary adjustment by undoing

the two retaining bolts for the cam bracket and

moving the bracket along the longitudinal axis

of the valve.

32 Place the valve body in position and check that

the suction pipe, del ivery pipe and the N-D ac

cumulator lever

are

correctly positioned. Align

the valve body with five bolts. Secure the valve

body in posit ion by means

of

two bolts Nos. 3

and 4 inthe Fig. . Then remove bolts 1 2 and 5

and fit them at a later stage together with the fil

ter and overflow pipes.

33 Fit the kick-down wire

in

the torque converter

housing .

b

34

Fit pipes

6 7 8 9 1

11 and 12. NOTE: do not

press pipe NO.9 into the valve body just yet.


f

~ ~ l i i

\

;

,

·

..

.

I



Saab

35 Fit the holder for pipe No. 12 and then press pipe

NO.9 into place.

36

Smear Vaseline on the a-rings of the overflow

pipes.Fit the left-hand overflow pipe with holder.

Fit the filter. Fit the right-hand overflow pipe with

holder.

37 Fit the remaining pipes pipes 5 13 and 14 .

Dismantling,

assembly

47 7

/

38 Adjusting the

rear brake

band

The adjusting screw for the rear brake band is

located on theoutsideof the transmission

on

the

left-hand side. Back off the locknut a few turns.

T ighten the adjus ting screw wi th a torque of

13-14 Nm 9.5-10 fbf ft), us ing too l 87 9 115

square socket). Then back off the screw 1 - 1

1/4 turns. Restrain the adjust ing screw and

tighten the locknut with a torque of 40-55 Nm

30-37 fbf ft).



Adjusting

the

front brake band

The adjusting screw for the front brake band is

located on the lever for the front band. Back off

the locknut and place tool 87

91

329 7.87 mm

0.310 ) between the adjusting screw and the

piston rod. Tighten the adjusting screw with a

torque

of

1 2 Nm 0.9 Ibf ft) .

NOTE: Do not slacken the adjusting screw for

the front brake band after adjustment has been

carried out.

Restrain the adjus ting screw and t ighten the

locknut with a torque of 20-27 Nm 15-20 Ibf ft) .

39

Fit the chain sprockets and chain. This wil l be

easiest ifthe sprocketsand chain are fitted at the

same time. Fit the tab washers and secure the

sprockets by means of tool 87 9 230. Tighten

the nuts with the speci fied torque. Check the

clearance between chain and housing min. 10

mm) and secure the tab washer.

Tightening torque

Large sprocket 88-102 Nm 64-74 Ibf ft)

Small sprocket 136 Nm 100 Ibf ft)

input shaft)

4 Fit the seal on the turbine shaft.

41 Fit the differential unit.

See

section 473.

Saab 900


42

Fit the final drive housing cover with a new gas

ket. Tighten with a torque of

14-21

Nm 10-15 Ibf

ft

Fit the remaining four covers with new gas

kets

o

the transmission

and

tighten with a

torque

o 11

Nm

8

Ibf

ft

43

Fit the dipstick with tube and fill

up

with fluid.



Saab

;

orque converter nd oil pump

o remove

1 Remove the torque converter and its transit sup-

port. Check the bearing surface the oil pump

drivers and the splines of the stator and turbine.

I f the inside

of

the torque converter

is

heavily

soiled it must

be

replaced.

Dismantling assembly 472 29

I



2 Undo the oil pump screws and careful ly tap the

pump loose from the rear using a plastic mallet.

3 Remove the c irclip and drive out the bearing.

Dismantling will

be

facilitated if the

h lsing

is

slightly heated.

b

900

Dismantling assembJy

ismantling

t

oil pump

1 Removethe five bolts holding togetherthe pump

housing and stator mounting plate.

2

Check that the pump plate is unscratchect and

otheJ7Wise wndamaged.

3

Ma:r1HhepumJ1

gears with a pencitm·theJike and

tllren: r.emov e them.

4

Cf Jeck th tthe pumpge rs re

unscratched and

otherwise undamaged.

5 IJilsI;>e:G: Hhe bush im:the pump:.housing the stator

mOIlJJilting

plate; the small pump.

m ~ r

and the



Saab

-..

2

. 3

i

.

-.- :.

.

l

pump dismantled Turbine shaft removed

1 Pump housing

2 P um p p la te

3 P um p g ea rs

4 Stator mounting plate

Oil pump

1 Too l

87

90 248 for centr ing the pump

2 O -r in g

3 P um p h ou si ng

sear

ssembly

Before assembly lubricate all parts with automatic

transmission fluid.

Assemble

in

reverse order.

Usetool 8790 248 to align the pump. Note: Thetool

must mov e freely: a fter the b ol ts have bee n tig ht

ened.

Check the O-ring on the outside of the nousing.

The oil p um p gear s are wi th ou t a c ha mf er o n on e

side. The unchamfered side

must

face the separa

tor plate.

Dismantling assembty 472 31

Replacement of sealing ring with

h

pump removed

Remove the seal see

Fig

I



dentific tion

num r

Usetool 87 90 94 to fit the seal. Usethe side of the

tool which enables the seal to be pressed 2.5 mm

elow the edge of the pump housing.

Care must be taken when fitting the oil pump to the

torque converter.

b




47 33

ism ntling the front clutch

I



b

7 Circlip, 1.15-1.20 mm

8 Return spring

2

springs

9 Piston sealing ring

10 Piston

11

O-ring

12 Front clutch cylinder

13

Steel ring

1 Circlip, 1.15-1.20 mm

2 Input shaft

3 Thrust washer

4 Hub

5

A

Outer clutch plates

B

Inner clutch plates

6 Pressure plate

5 Use compressed air to remove the piston.

6 Checkthe piston sealing ring, the O-ring and the

clutch platesfor damage and wear. Replace any

damaged parts. Check the spl ines on the front

clutch cylinder towards the rear clutch and the

sealing surface against the sun wheel shaft.

1 Remove the input shaft circl ip. Collect the thrust

washer.

2 Lift out the front c lu tch hub.

3 Remove the clutch plates and pressure plate.

4 Remove the circl ip and return spring or springs.

, .

l j

,

472-34 Dismantling,

assembly

ssem ly

1 Lubricate

all

parts before assembly.

In

addition,

soak the inner clutch plates

in

automatic trans

mission fluid before assembly.

2

Fit the piston, using tool

879 107.

3

Check that the steel ring

is

correctly mounted

in

position on the piston.

4 Fit the return spring or return springs with the

convex side facing down, towards the piston. Fit

the circlip

1.15 1.20

mm .

5 Fit the pressure plate with the flat side facing up.

Check thatthe outer clutch plates are flat. Ifthey

are not, replace them.



6

When fitting the set of clutch plates, use thethin

steel plates and then apply a load to the clutch

plate assembly using tool

87 48

weighing

2 27

kg .

7 Make sure that the clearance between the outer

friction plates and the input shaft f lange

in

the

drum

is

0.10-0.40 mm, measured from the upper

friction plate to the shoulder on one of the teeth

in

the drum. If the clearance

is

greater than 0.40

mm, replace one of the thin steel plates by a

thick plate, and continue until the clearance is

between 0.10 and

4 mm

Saab

9



I

,

i,

I


lutch pl tes

The clutches are fitted with steel plates and friction

plates.

The

steel plates (outer plates) have serrations

round the periphery which engage inthe clutch cyl

inder. These plates may be flat, dished or deeply

dished, depending on the demands of the clutch.

Flat plates are always fitted in the front clutch and

dished plates are always fitted in the rear.clutch. The

plates can

be

ident if ied by the number of gaps

in

the peripheral serrations

see

Fig.).

Thefriction

plates (inner plates) are always flat and

have internal serrations which engage in the clutch



,

.

I

hub. The plates are lined with friction material.

Check that the frict ion l inings are not cracked or

heavily charred. If they are replace them. Ifthe lin

ings have a uniform dark colour they may be refit

ted.

1 Outer plate wi thout gaps in the serrations. Deeply

dished plate.

2 Outer p late with four gaps in the serrat ions. Slightly

dished plate.

3 Outer p late with two gaps

in

the serrations. Flat plate.

4 Spacer washer, can be replaced

by

a slightly dished

outer plate and a frict ion plate

furbo .

5 Inner plate for the rear clutch. Grooved frict ion lining.

Inner plate for the front clutch. Smooth friction lining.

6 Outer plate withthree gaps in the serrations. Flat, thick

plate.

Saab 900


Rear clutch Turbo 5 plates, others 4

To dismantle

47 37

I



10 8b

omponents the re rclutch

1 Rear clutch cylinder

2 O-r ing

3 Piston

4 Piston sealing ring

5 Spr ing

6 Washer

1 Remove the circl ip, pressure plate and clutch

plates.

Compress the return spring, using tool

87 90 81 in a press and remove the circ lip,

washer and spring.

Note:

The end face

of

the sun wheel is a bearing surface.

Take care not to damage it

3 Use compressed air to remove the piston.

Inspect the parts for damage and wear and

re-

place any that are worn or damaged. Lubricate

all parts before assembling them. In addition,

soak the inner plates in automatic transmission

fluid before fitting them.

Check the outside of the cylinder for scratches

or

charring.

Check the bush in the end ofthe sun wheel, the

surface of the thrust bearing and the teeth.

7 Circlip

8

A

Outer clutch plates

B Inner clutch plates

9 Circlip

10 Pressure plate

11 Spacer washer not Turbo

Outer and inner clutch plates, Turbo

Saab 900

F;

It

II

I

I I

I

\ ;

I

il

I

;i I

I

I

I

472-38 Dismant ling, assembly

o ssemble

1 fi t the piston, f lat side down, using sleeves 87

90

81

and 87 90 693. Lubricate l iberal ly with

Vaseline.

2

Place the. Ilettlrn spring on the piston.

3

Place the spring seat on the spring.

4 Compress the spring in a press, using tool 8790

081, and fit the circl ijJ.



,

r:

5 Place the rear clutch in the cylinder (transmis

sion assembled up to and including the centre

support).

Stand the transmission in a vertical position.

Place sleeve

83

9 114 in the clutch. Mount the

stand with dial indicator as shown in the Fig.

Blow compressed air into the holefor the supply

to

the rear dutch and take a reading (stroke of

the rear; clutch piston), which should be 1.5-2.0

mm.

Circlips

No.

87 6491

=

1.15-1.20

mm

No. 93 49 002 = 1.70-1.75 mm

No. 87 06 368 = 0.95-1.00 mm

6 Notethatthe outer platesare dished and that the

d ishing must be in the same direction. Two

clutch plates are deeply dished. Start assembly

of the clutch plates with a slightly

dished

outer

clutch

pl,ate.

)

Saab 900




lanet gear

o dismantle

1 Wi thdraw the centre support from the planet

gear and remove the one-way clutch.

2 Use a screwdriver to remove the circlip from the

planet carrier and with draw the one-way clutch

holder.

•

S fG

lanet

ge r

withcentresuppott n one wayclutch mech-

nism

1 Centre support

2 One-way clutch



I

I

, I

3 Circl ip

4 One-way clutch holder

5 Thrust washer

6 Planet gear

assemble

1 Insert the one-way clutch holder and secure it

with the circlip.

2 Fit the one-way clutch. Note: the f lange on the

inner roller cage should face outwards.

3 Place the centre support

in

the planet carrier and

check that it

is

free to turn clockwise.

Checkthe contact surface of the one-way clutch

on the centre support s light wear is permissi

ble).

Check the bush inthe one-way clutch holder,the

teeth of the gears and the thrust washers. Check

the outer side incontactwiththe rear brake band

scratched or charred).

Saab

900

Ring gear output shaft and

governor mounting

To dismantle and assemble

1 Remove the socket cap screw using a 4

Allen key and remove the governor mounting.

Dismantling assembly 472 41

I



2 Remove the circlip and withdraw the shaft.

Assemble

n

reverse order.

Note: Check that the seals move freely

n h

grooves.

Saab 9



inion shaft


47 43

o dismantle

When dismantling the pinion bearing follow the pro-

cedure described for dismantling the transmission

up to the point where the pinion with bearing hous-

ing have been removed. Continue dismant ling as

follows:

1 Remove the two bolts holding the seal housing

overthe pinion nut.

2 Use socket 8791 113 to remove the pinion nut.

Use fixture 87 90 636 mounted

in

a v ice and re-

tainer ring

87 90 651

Fit two M8 screws in the

I



f ixture as a stop for the pinion bearing housing.

Use retainer ring 87

91

097 for the 9:33 final

drive.

3 Withdraw the pinion from the bearing housing.

4 Press the rear pinion bearing off the pinion. Use

the fixture and the retainer ring see point

2

for

support. Press the bearing off l ittle by little re-

leasing the pressure each time and turning the

pinion clockwise so that its teeth are not dam-

aged by the retainer ring.

Check the bearing and bearing race for damage.

Inspect the sealing surface for the shaft

seal on

the pinion and check the pinion teeth for wear

or

surface damage.

5 Remove the rear bearing race using tool

87

91

378 together with 83 90 189

Saab

900

6

R

em

o

ve

th

e

sh

aft

se

al

s

in t

he

sa

m

e

wa

y

a

s th e

r

ea

r b

ea

rin

g

ra

ce.

7

P

re

ss

o

ut

th

e

fr o

nt

b

ea

rin

g

ra

ce

us i

ng

t

oo

l

78

41

14

1.

47 2-4 4 D is m an tli ng, a sse m b ly

I

f

L

1

,

ij

l

/



Sa

ab 9

1 Pinio n

R

ea

r b

ea

rin

g

R

ea

r b

ea

ring

r

ace

4

S

eal

ing

ri

ngs

5

Be

arin

g

ho

usi

ng

6

O

-r

in g

s

7

S p

ac

er

8

Fr

ont

b

ear

ing

9

Fr

on

t b

ea

rin

g r

ace

10

Nu

t

Se

al

ho

us

in g

o

s

s

em

bl

e

1

Cle

an

t

he

v

en

tila

tio

n

c

ha

nn

el

in

th

e

b

ea

rin

g

h

ou

si

ng

w

ith

co

m

pr

es s

ed

a

ir



472 46 Dismantling assem

b

ly

Fit

th

e

se

als

a

s s

ho

wn

in

t

he

Fig

N

ote

th

e

di

s-

tan

ce

b

et

we

en

th

e s

ea

ls.

Lu

b

rica

te

th

e l

ips

of

the

s

ea

ls

w

ith

Va

se

lin

e.

•

S

77 23



4

Fit

th

e r

ea

r b

ea

rin

g

ra

ce

in

th

e b

ea

rin

g

ho

us

ing

.

5 Fit th e rear bearing

on

the pInion. Use tool

87

9

6

36

a

nd

to

ol

87

9 9

82

fo

r

su

pp

ort

.

Sa

ab

8

7

9

6

6

I

47 47

ismantling, assembly

6 Fit the pinion

in

the bearing housing. Use tool

87

9 006 on thepinion to avoid damaging the seals

when the pinion enters the housing.



Saab 900

Then remove the tool. Place the spacerand front

bearing

in

position, oil the threads and screw on

the nut.

7 Mount the pinion bearing housing in tools 8790

636 and 8790651. Oil the bearings and tighten

the nut with the speci fied torque, using socket

8791

3

Tightening torque:

215-264 Nm

155-195Ibfft

8 Use thetorque wrench to check the bearing pre

load. Check the pre-loading torquewhile the pin

ion is rotating at 10-100 rpm.

Pre-loading torque, new bearings: 2.2-2.7 Nm

1.6-2.0 Ibf tt Old bearings used more than

2000 km : 0.9-1.5 Nm 0.66-1.1

Ibftt .

9 Thetorque

can

be

adjusted by fitting a spacer

of

different thickness.

• S

76GB

9341 009

2.850

±

0.25

2.825-2.875

9341 017

2,925 ± 0.25

2.900-2.950

9341 025

3.000 ± 0.25

2.975-3.025

9341

033

3.075 ± 0.25 3.050-3.100

9341 041

3.150 ± 0.25

3.125-3.175

9341

058

3.225 ± 0.25

3.200-3.250

9341 066

3.300

±

0.25

3.275-3.325

9341 074

3.375 ± 0.25

3.350-3.400

9341

082

3.450

±

0.25

3.425-3.475

9341

090

3.525 ± 0.25

3.500-3.550

.

.

9341

108

3,600 ± 0.25

3.575-3.625

9341 116

3.675 ± 0.25 3.650-3.700

, .

: , - : . , ~ : :: .

9341

124

3.750 ± 0.25

3.725-3.775


Shims for pinion bearing adjustment

~ f ,

;

:

F

«

f

ii



Free length

Number

Wire diameter

Outside diameter

Springs

mm

mm of

turns inch mm inch mm

Front servo piston

1.32 33.6

4.8 0.103 2.64

0.885 22.50

Damper piston 0.50 12.64 2.83 0.036

0.91

0.492

12.5

Rear servo piston 1.95 49.6

5.1

0.116

2.95 1.06

27.0

N-D accumulator

3.08 78.3

16.0 0.092 2.34

0.709 18.0

1-2 accumulator . 2.67 68.0 19.5 0.078 2.0 0.521

13.25

3rd-2nd drain valve 0.70 17.8 11.0 0.022 0.56 0.287

7.25

)

o

ervo pistons

ront servo

There are three versions of the front servo pistons,

with holes of dif ferent sizes for the push rod.

008 013 015 0170.85 0.95 mm0

(marked 3711 )

0099 0.45-0.55 mm0 (marked 370T )

011 014 016 0.50-0.60 mm0 (marked 3710 )

ront servo piston disman-

tled

1 Servo piston

2 a ring

3 a ring

4 a ring

5 Damper piston

6 Spring for

damper

pis

ton

Saab 900

7 Stop ring

8 Circlip

9 Spring seat

10

Spring for servo piston

11 a ring

12

Cover

)


e r servo

Rear servo piston for type 8 9 011, 013 and

014 transmissions exchangeable for new version .

47 49

I



ear servo piston dismantled

The new version of the rear servo piston is for type

015,016 and 017 transmissions. Can be fitted

as

a

replacement for servo pistons of earlier type.

ear servo piston w version

Use tool 87

91

345 for removing and fitting the rear

servo spring.

b

900

alve body




~ ~ :

10 2nd-3rd shift valve

Upper part of valve body

Dividing plate

13 Selector valve catch

14 Oil pipe plate

5

Ball valve

1 Primary regulating valve

2 Secondary regulating valve

3 Carrier and cam for kick-down valve

4 Kick-down and throttle valve

5 Lower part ofvalve body

6 Regulating valve

7 Modulator valve

8 Selector valve

9 1st-2nd shift valve

b

900

o dismantle

Note:

All

work on the valve body should be carried

out in a room with an ex tremely high standard

of

cleanliness.

1 Removethe two bolts for the cam and the catch.

2 Withdrawn the selector valve the kick-down

valve the throttle valve and the springs.

3 Separate the upper and lower parts of the valve

body by removing the six bol ts from the top

of

the body and the three bolts from the bottom.

Remove the modulator valve.

4 Remove the eight screws retaining the oil pipe

plate.


5 Lift offthe dividing plate. Remove the ballvalves,

the spring and the s top for the throttle valve

spring.

Remove the stop for the f low restr ic tor and re

move the restrictor.

7

Remove the valves and the spring.

8

Remove the three bolts from the

end

plate and

remove

the·primary and secondary regulating

valves.

9

Remove the bolts from the covers on the upper

valve body and dismantle the 1st-2nd and 2nd

3rd shift valves.

472-51

I

Note:



Saab

9

Before assembly, make sure that all parts are scru

pulously clean and free from scratches. Ifthe valves

are scratched, smooth them down carefully using a

fine whetstone. N.B.

Do

not round offthe edges with

the whetstone. Check that the valves move freely in

their cylinders.

o assemble

1 Before assembly, dip the valves

in

automatic

transmission fluid.

2 Fit the secondary regulating valve and spring.

3 Fit the primary regulating valve

and

springs.

4 Fit the modulator valve and spring.

Fit the regulating valve flow restrictor and the

stop.

Fit the throt tle valve with spr ing and stop, and

the kick- down valve with spring.

7

Place the spring and ball valve

in

the valve body

as shown

in

the Fig. and place the dividing plate

in position.

8

Fit the 1st-2nd and 2nd-3rd shift valves.

9

Screw the upper and lower parts of the valve

body together and fit the oil pipe plate.

Fit the modulator valve.

Tightening torque

2-3

m

1.45-2.2

Ib f tt

Fit the selector valve.

2

Fit the catch for the selector valve and the cam

for the kick-down valve.

3 Check the

position

of

the

selector

valve as

described

in

point

24

on

page 472-20.

4 Check

the

position of

the

kick down

valve

cam as descr ibed in point 24 on page 472-21.

Ball valves


I

Iii I

t

f

·

:.

ransmission

car

emoving and refitting the centrifugal governor

1 Move the selector lever to position

N

2 Drain the automatic transmission.

3 Remove the support member

or

protectiveplate.

4 Clean the bottom part of the transmission round

the rear oil pan.

5 Remove the bolts retaining the rear oil pan so

that any remaining automatic transmission fluid

can run out.

6 Rotate the oil pan a quarter-turn and remove it

towards the rear over the cross-member.

7 Remove the centrifugal governor.

Ifthe governor

is

not accessible for removal, its

,



Saab

900

To dismantle and assemble the centri fugal gov-

ernor, see

page

42in

this

section.

position can be altered by rotat ing one of the

front road wheels whi le holding the other one

stationary.

o refit the centrifugal governor

1 Fit the governor so that the cover plate faces the

pinion bearing housing.

2 Fit the rearcover. Make sure that i t is thoroughly

clean, that the gasket is undamaged and that no

dir t will fall onto the cover when it is being in

serted over the cross-member.

3 Fit the drain plug and the supporting member

of

protective plate. Lower the car to the floor.

4 Fill the transmission with fluid conforming

to

the

specification in section

024

See section 440

Checking the oil level .

.

I

,

l .

I



e

m

ov

i

n

g

a

n

d

r

e

fit

ti

n

g

t

he

v

al

v

e

b

o

d

y

4

7

2-

54

D

i

sm

a

n

tl

in

g

a

s

se

m

b

ly

o

re

m

o

ve

1

R

ais

e

the

c

ar .

2

R

em

o

ve

th

e

su

pp

or

ti n

g

m

em

be

r o

r

pr

ot

ec

tiv e

p

lat e

u

nd

er

th

e

po

we

r

un

it

and

c

le

an

th

e l

ow

er

pa

rt

of

th

e t

ra n

sm

is

si

on

ro

un

d

the

f

ro n

t c

ov

er

.

3

D

ra

in

the

a

ut

om

at

ic

tra

ns

m i

ss

ion

fl

uid

4 Undo the bo lts reta in ing th e front cover.

5

Re

m

ov

e t

he

ov

er

fl o

w

pip

es

t

he

su

ct

ion

s

tra

ine

r

th

e m

a

gn

et

a

nd

p

ipe

s

13

an

d

14

Us

e t

oo

l 87

9

1

36

0.



J

6

D

is

co

nn

ec

t p

ip

e N

O

.9

in

th

e v

al

ve

bo

dy

a

nd

re

m

ov

e

th

e h

ol

de

r f

o r

pi

pe

N

o.

12

T

he

n

re

mo

ve

p

ipe

s

5

6

7

8

9

10

a

nd

12 Use

too l

87

9

1

3

60

.

7

Di s

co

nn

ec

t t

he

th

ro

ttl e

c

ab

le.

S

aa

b




Using a mirrorfitted with a light check that the pipes

are correctly positioned

in

the valve body.

Fit the throttle cable making sure that it runs in the

groove

the guide pulley. Check that the oil

strainerseal is undamaged. Fit the sealing ring with



j

its heavier part towards the suction pipe.

Fit oil p ipes 5-15 the overflow pipes and the oil

strainer as shown inthe diagram see page 23in this

section.

Fit the front oil pan. Make surethat the pan

is

clean

and fit a newgasket. Place the magnet in the oil pan.

Tighten the pan with a torque of

11

Nm

8

Ibf

tt

Fit the drain plug. Refit the support member or pro

tective plate.

Lower the car to the f loor.

Note:

Under no circumstances should fluid of type SUF

FIX

A

r

DEXRON be used.

2 Fill

up

with

ATF

fluid

Ford M2C.33G or F

type.

3 Check and adjus t the selector positions see

page 1 in section 444.

4 Check the oil pressure see section 444.

5 Testthe car on the road and fill in the test report

form.

S

4/151

Location the magnet in the oil pan.

Saab 900


47 57

Parking pawl checking and

adjusting

n connection with refitting thevalve body, the clear-

ance between the parking pawl and the r ing gear

may be changed. This could give rise to noise when

the transmission is in position R

The clearance between the pawl and the ring gear

can be checked through the rear cover.

Replacement of the gear selector rod is not possi -

ble without removing the transmission from the car.

I

Move the selector rod to position Rand measure



5

f

I

I

I

i I 1 . . . . . . : : ; . . . .

_

..

I

i

1 Ring gear

Pawl

3 Expanding pin

4 Plunger

5 Gear selector rod

Gear selector r

Length

Marking Spare part No.

Short

3 rings

9344 36

t

2 lugs 7542962

4 rings

9344 44

4 lugs

754297

5 rings 9344 5

Long

6 lugs

7542988

the distance between the pawl and the crown of

thetooth opposite it This distance should not be

less than 0.90 mm 0.035 ).

The selector rods are identified as fol lows:

Saab 9

==

4

=

1

1 N-D accumulator lever

2 Accumulator plate

3 Lever

4 Gear selector rod

2 Ifthe pawl clearance

is

outside the specified lim

its by only a small amount this can be remedied

by a combined adjustment

of

the 1st-2nd accu

mulator plate and the valve body. Such adjust

ment affects the lever so that the gear selector

rod is moved lengthwise.




5

3

1

t

I

4 :

= f ~

; 1 I : 1 1 - - - - - - ~ ~

I

I

I

I

r

3 Check the operation

of

the pawl as follows:

Allow the pawl to rest against a tooth crown

in

position P Rotate the ring gear so that the pawl

enters the gap between two teeth.

A suitable pawl should be chosen for mount ing of

the lever and the accumulator plate. Press the gear

selector rod rearwards so that the pawl bottoms in

the gap between two teeth on the ring gear without

the expanding pin leaving the plunger. If halfthe ex

panding pin isvisible outsidethe pawl the pawl is of

the correct length but ifthe whole of the expanding

pin is visible a longer pawl should be used. Ifno part

of the expanding pin is visible use a shorter pawl.

1 Ring gear

2 Pawl

3 Expanding pin

4 Plunger

5 Gear selector rod

Length Marking Spare part No.

Short

Violet

7542384

Red

7542376

Blue

7542368

White

754235

Long

Green

7542343

.

Saab

9

Differential and pinion/crown wheel gear

Differential and pinion crown wheel gear

473-1

Adjusting

the position

of the pinion gear 473-1

Before measuring . . . . 473-4

Measuring -

shimming

473-5

The crown wheel and pinion re a matched pair, so

both must be replaced together. The parts are

tested together for noise and the optimum setting

for minimum noise output is measured.

The key measurements in regard to the pinion and

crown wheel are f irst ly the distance from the end

face of the pinion to the centre ofthe crown wheel

and secondly the backlash between the teeth.

These measurements and the mating number are

stamped into both parts at the time of noise testing.

When the pinion and crown wheel are instal led,

Differential 473-9

Inner dr iver with differential

bearing seats . . . . . . . . . . . . . . . 473-10

I



these measurements must

be

accurately adjusted

by means of shims and a special measuring instru

ment. The pinion gear shims are placed next to the

bearing housing of the pinion shaft bearings and the

crown wheel differential shims

re

distributed be

tween the two differential bearing seats.

djusting the position of the

pinion gear

The particulars for adjusting the distance from the

pinion gear to the centre

of

the crown wheel are

stamped into the end face of the pinion,

see

exam

ple below.

\ ote:

Before dismantling the transmission, always mea

sure the positions of the pinion and crown wheel.

Tll is provides a check on whether the setting may

have been incorrect. If the pinion shaft and crown

wheel assembly has been

in

use for lessthan 10,000

km, the setting can

be

adjusted. After longer mile

ages, when the gears will haveworn themselves into

a certain position, the parts should

be

reassembled

with the same settings as were measured prior

to

dismantling.

n f e

of

pinion

3 =

measurement for pinion setting.

R913 = mating number, also stamped on crown wheel.

= pinion not offset - shaft centreline intersects crown

wheel centreline. ll pin ions are marked 0 and

this datum has no relevance to the adjustment.

Saab 900

\

efore measuring

The following preparations must be made prior to

measuring the pinion gear settings:

The pinion shaft nut must be tightened to: Type37)

215-264 Nm 158-195 Ibf ft . The torque required to

rotate the pinion in the housing should be 2.2-2.7

Nm 1.2-2.0 Ibf ft . This applies to new, lightly oiled

bearings. For old bearings that have been

in

use for

more than 2,000

km.

the torque should be 0.9-1.5

Nm 0.65-1.1 Ibf ft .

When checking the bearing pre-load using a dyna

mometer attached to a cord wound round the pin

ion bearing housing the following values should be

obtained:

New bearings: 34-58N 7.8-13.4 Ibf

Old bearings: 19-30 N 4.4-6.9 Ibf

473-2 Differential and pinion/crown wheel gear

j

I

·

I

I

i

I

i

I



Saab 900

Tool 83 90 155 consists of a measuring jig with at

tached indicator dial. A ground gauge block is pro

vided for cal ibrat ion of the dial and is to be laid

against the calibration stops of the instrument. The

distance between these stops and the centreline of

the tool is always exactly 60.000 mm,

see Fig.

Mea

sure the pinion gear position as shown in the

Fig.

easuring

1 Check that the pointers of the instrument are ze

roed when the measuring point touches the

gauge block, see Fig .

1 Crown wheel

2 Pin ion

3 Standard measurement


473-3

2 Place the instrument in the differential housing

with the point applied to the flat end ofthe pinion

gear and take a reading.

I

3 When the pinion gear

is

correctly positioned the

dial should showthe numberof hundredths of a

millimetre

or - stamped into the pinion with

\

i



.

a permissible tolerance of

±

0.05 mm.

\

f

the pinion is m rked the di l should give

a

re ding of

0 07 ±

0 05 mm

Check the dial to make sure whether the read

ing is positive or negative.

f the pinion is m rked

3

the di l should give

a

re ding

of

0 003

±

0 05

mm

Saab 900

himming

If the measured reading is outside the permissible

tolerance, adjustment will be necessary. This should

be

done with shims placed between the pinion bear

ing housing and the transmission case, see Fig.




SIS

I I

I I

I r

933496

933497

9334988

Shims

Thickness, mm Part No.

1 Pinion bearing housing

2 Transmission case

3 Shims see table

Location

him table

hecking the measuring jig

Between pinion 0.10

bearing hous- 0.15

ing and trans- 0.30

mission case

The measuring j ig is a precision-bui lt too l and

should be handled with care to avoid knocks and

deformation. Ifthere is reason to suspect that the jig

may have been damaged in such a way as

to

give

incorrect readings, it can be measured as a check.

The dimension indicated in the Fig. should be mea

sured for this purpose.

,

.

.

1

r

Saab

900




4 Use a feeler gauge to measure the clearance

between the transmission case and the bearing

seat attwo points opposite each other and take

the average of the two measurements.

Then select shims corresponding to this result

1 Place the differential

n

the transmission case.

2 Fit the left -hand bearing seat the one with the

speedometer drive without shims and tighten

the bolts with the specified torque.

Tightening

torque

left-hand bearing seat:

20 25

15-18.5 bfft

3 Oil the differential bearings and fit the right-hand

bearing seat.

Tightening

torque

right-hand bearing seat:

2 2 m

1.65

bf

t



Saab 900

plus

n

increment of 0.20 mm

to

obtain the cor

rect bearing pre- loading.

Note:

The method described above applies to both new

and old bearings.

The pre-load obtained inthis way can be measured

by means

of

a torque wrench and driver

8790818

Differential and pinion/crown wheel gear 473-7

Ensure that adjustment is carried out to the correct

values. The fo llowing values are for the rolling

torque.

New, lightly oiled bearings

1.8-2.8 Nm 1.3-2.0 Ibf

ft

Bearings used for more than 2,000

km

0.8-1.3 Nm 0.6-1.0 Ibf

ft

Alternatively, the old shim combination

can be

refit

ted, followed by adjustment to the correct rolling

torque and backlash.

Shims

of

four different thicknesses

can be

used in

suitable combinations. The available thicknesses

are shown

in

the table.

I

Shim table

ocation

Shims



Thickness,

mm

Part No.

: . . . . . : . . . . ~ ~

Between differ- 0.10

ential bearing 0.15

seat and trans- 0.30

mission case 0.50

8341 604

8341 612

8341

62

83 41

638

Note

The resulting set of shims should then

be

distributed

between the right-hand and left-hand sides to give

the correct gear backlash.

Saab

I


djusting the crown wheel

b ckl sh

1 Placethe differential completewith crown wheel

in the transmission case

Fit the left -hand bearing seat the one with the

speedometer drive) without shims and the right

hand bearing seatwiththe selected set of shims.

Tighten the bolts with the specified torque.

Tightening

torque,left-hand and

right hand

bearing

seats: 20- 25 Nm 15-18.5

bf

ft)

Mountthe indicator dial

as

shown

in

the

ig

and

measure the backlash.

Measure the backlash at three points, 0.8-0.23

mm.

4 Calculate the difference between the measured

backlash and the desired backlash. Then move

shims of suitable thickness over to the left-hand

bearing seat. Afterwards, measure the backlash



again as an extra check.

Note:

The preselected set of shims must be used for ad

justing the backlash. The total thickness of the set

must not be altered.

Saab 900

)

I

473 9Differential and pinion/crown wheel gear

Differential

Removal dismantling

1 Remove the final drive cover.

2 Remove both differential bearing seats together

with inner drivers. Collect the shims and remove

the differential.

3

Remove the speedometer drive and press both

journal bearings out of the differential housing,

using tools

8996084

8790768

and

8995 177.

For replace-

ment of the outer bearing races, see Disman-

tling the inner driver , page 475 2.

4 Remove the locking pin which secures the dif-

ferential pinion shaft and careful ly tap out the

shaft. Collect the pinions and wear washers.

5 Undo the crown wheel bolts and remove the

crown wheel.



Saab

900

5

Fit the crownwheel and tighten the boltswith the

specified torque. Secure the bolts with locking

fluid.

Tightening torque:

9 ±

1

Nm 66 ± 7

Ibf ft

ssembly fitting

1

Replace worn or damaged parts.

2 Press the journal bearings into the differential

housing and fit the speedometer drive. Use tool

8790487

3 Fit the differential and differential bearing seats

in the transmission case. Checkthe bearing pre-

load and adjus t the set o f shims, if necessary

see inner driver and bearing seats).

4

Remove the differential and bearing seats



Differential and pini,on/crownwheel gear, 473-11

2 Press the driver out o f the different ial bearing

housing.

3 Us ing a screwdr iver, remove the sealing ring

without damaging the bearing bracket.

4 Remove the speedometer drive from Jhe lef t

hand bearing seat.

5 Press

out

the ball bearing, using tool

7841067

6 Remove the differential bearing races, using a

suitable drift. A washer

s

located insidethe bear

ing race n the right-hand differential bearing

seat the one without the speedometer drive

and its purpose s to improve lubrication

of

the

I



ball bearing.

7 Remove the O-ring from the groove

n the bear

ing seat.

I

1

_ .._ 4SJE

~

87

nner driver with be ring

1 Inner driver

2 Spring with plunger

3 Sealing ring

4 Bearing bracket

5 Ball bearing

6 Circl ip

7 l

level washer

8 Bearing race

9 a ring

b


2 Guide the oil catcher washer into the groove in

the seat of the right-hand bearing and press in

the bearing race, using sleeve 83 90 114.

ssem le

1 Press the ball bearing into the bearing bracket,

using tool 7841 141

, .

, I

·

r



Saab

3 Using dri ft 87 90 800 press in the sealing rings

until they are about 2 mm inside the face of the

bearing seat.

4 Adjust the bearing pre-load and the backlash

right-hand side only , see page 473-6.

5 Press the bearing seats onto the driver shaft us-

ing sleeve 78 41 067

6 Fit the circl ip, using circl ip pliers.

7 Fit the speedometer drive.

8 Fit the a ring in the groove in the bearing seat.


o it

See page 473-6 for adjustment

of

the differential

bearing pre-load and adjustment

of

the backlash.

1 Check that the a-r ing

fi tted on the bearing

seat. Insert the spring with plunger into the hole

in the end

of

the driver shaft.

2

Place the selected combination

of

shims on the

two bearing seats and mount the seats com

plete with inner driver on the transmission.

Coat the threads o f the bolts with sealing

compound.

3

Check the backlash while tightening the bearing

seat. Tighten the retaining bolts with the speci

fied torque.

Tightening

torque differential bearing seats

3 8 Nm

17-21

Ibf

ft

473-13

I



4 Check the backlash by measuring it at four

points.

Saab

9



To fit

nner drive shaft

nner universal joint

remove

Universal joints

• 475 1

475 2

Universal joints

475 1

. 475 2

. 475 4

nner universal joint

The inner universal joint consists of a driver running

in

ball bearings in the differential bearing seat and

splined onto the differential gears

he

driver is

locked axially by means of a circlip inside the ball

bearing and also by a spr ing and a plunger at the

end

of the driver which bears against the differential

shaft.

he driver is removed from the transmission com-

plete with the differential bearing seat The external

design

of

the driver is in the form ofa sleevein which

there are recesses for the three bearing universal

joint of the inner drive shaft. When the car

is

in mo-

I



tion the universal joint which

is

fitted with needle

bearings can slide axially inside the driver sleeve at

the same time as it is articulated. The universal joint

is

packed with grease and protected by a rubber

gaiter. Lubrication of the joint is only necessary in

connect ion with reconditioning or when it is re-

moved for some other reason.

Inner universaljoint and inner drive shaft

S 4/152

Driver

n

tripod

b 900

4

7

5

-2

U

n

iv

er

sa

l

jo

in

ts

o

r

m

o

v

a

Un

do

th

e

up

pe

r d

am

p

er

m

Ot

lnfm

g

b

efo

re

ra

is

in

g

the

: c

ar

fro

m

th

e

flo

or.

o

c

k u

p t

he

fr

on

t a

ss

em

b

ly

an

d

re

mo

ve

th

e

w

he

e

L

2

Re

mo

ve

th

e

br

ak

e

ca l

ipe

r a

nd

s

us

pe

nd

it

at

th

e

w

he

el

h

ou

sin

g

ta

kin

g

ca

re

n

ot

to

d

am

ag

e

th

e

b

ra k

e

ho

se

a

nd

. th

E

He

mo

ve

th

e

br

ak

e d

is

c.

3

R

em

o

ve

th

e l

arg

e

cli

p f

ro

m

the

r

ub

be

r g

ait

er

on

th

e i

nn

er

un

iv

ers

al jo

in

t

W

he

n

se

pa

ra

tin

g

the

i

nn

er

u

niv

er

sa

l jo

in

t

fi t

c

ov

er

73

2

3 7

36

i

n th

e

ru b

b

er

ga

ite

r to

p

rev

en

t t

he

ne

e

d

le

be

ari

ng

s f

ro

m

fa l

ling

o

ut

an

d

als

o

to

pr

ev

en

t

di r

t fr

om

e

n

ter

ing

th

e

jo

in t.

F

it

pr o

te

cti

ve

co

ve

r

78

38

4

69

o

n t

he

in

ne

r d

riv

er

.

4

D

isc

on

ne

ct

th

e t

rac

k

rod

f

rom

t

he

tr

ac

k a

rm

u

s

in

g

to

ol

89

9

5

40

9

an

d

rem

o

ve

th

e

nu

t f

rom

the

u

pp

er



ba

ll j

oin

t.

Re

m

ov

e t

he

bo

lts

fr

om

t

he

lo

we

r w

is

h

b

on

e

br

ac

ke t

.

5 W ithdraw the driv e shaft th ro

ug

h

th

e

w

he

el

h

ou

sin

g

an

d r

em

o

ve

the

e

nt

ire

fro

nt

ax

le

as

se

m

bl

y.

Fo

r p

ar

tic

ula

rs

o

f re

m

ov

ing

t

he

in

ne

r d

riv

er

fro

m

th

e t

ran

sm

is

sio

n

an

d

re f

itt i

ng

it

se

e s

ec

tio

n

47

3;

6

If

th

e

ru b

be

r

ga

ite

r o

n

the

in

ne

r o

r

ou

te r

u

niv

er

sa

l

jo i

nt is

t

o

be

re

pla

ce

d

re

mo

ve

th

e

sh

aft

fr

om

t

he

o

ut

er

jo

in t

. Se

e

Ou

te

r u

ni

ve

rsa

l

jo i

nt

o

n

pa

ge

4i

n t

his

s

ec

tio

n.

T

he

r

ub

be

r

ga

ite

rs

ca

n

the

n

be

r

em

ov

ed

f

rom

t

he

s

ha

ft.

o

fit

F

irs

t m

a

ke

su

re

tha

t t

he

in

ne

r d

ri v

er is

th o

ro

ug

hl

y

cle

an

a

nd

th

en

p

ac

k

it fu

ll

o f

gr

ea

se

. To

b

e

su

re

o f

us

ing

th

e

rig

ht

qu

an

tity

t

he

g

ai t

er

sh

ou

ld

als

o

be

pa

ck

ed

w

ith

gr

ea

se

13

g

in

all

o

f w

hic

h

th

e

inn

er

dr

iv

er

ho

lds

a

bo

ut

8

g

L

ub

ri

ca

nt

Soft

EP

grease having a lith ium-lead base w

h

ich

c

an

w

ith

st

an

d w

id

e

va

ria

tio

ns

in

te

m

pe

ra t

ur

e a

nd

l

oa

d.

Co

ns

is t

en

cy

: E

SS

O

B

ea

co

n E

P2

ty p

e o

r

th

e e

qu

iv

al

en

t.

Sa

ab

2 Fit the rubber gaiters on the intermediate drive

shaft and mount the shaft and rubber gai ter on

the outer universal joint. see Outer drive shaft

on page 4in this sectiol l.

3 Packthe needle

bear ings

with grease and mount

them on the drive shaft .

F:it

cover

73 3

736

in

the rubber gaiter

to

preve-ritthemeedle bearings

from falling out anddirtfrom er.Jtering.Then push

the shaft with rubber gai ter through the wheel

housing.

4 Remove the cover from the rubber gai ter and

push the shaft with needle bearings into the in

ner driver. Then fit the rubber gaiter and clips.

5 Fit the steering swivel member and track arm.

6 Fit the brake disc and brake cal iper.

7 Place a jack under the oute r end of the lower

spr ing arm. Jack up slightly and fi t the damper

. nuts .

8 Fit the wheel and lower the car to the f loor.

Universal joints

475

I



Caution

The brake pads must be returned to their positions

close to the brake disc by repeatedly pumping the

brake pedal. This is of vital importance to ensure

proper functioning of the brakes.

Saab

75 Universal joints

Outer universal joint

The outer universal joint transfers the power from

the intermediate shaft to the outer drive shaft. The

outerdrive shaft terminates in a bell with a spherical

track

in

which six balls transmit the driving power

from a hub. The intermediate drive shaft is splined

onto the hub and secured axially by meansof a cir-

clip accessible through a recess

in

thehub. The hub

balls and outer shaft are individually matched and

are

not interchangeable. Lubrication of the joint is

only necessary in connection with reconditioning or

when it

is

removed for some other reason.

Removal and refitting

See Group 7 section 774

1

uter univers l

o nt

1 Locknut

2 Washer

6 0



b 900

3 Hub

4 Outer drive shaft

5 Bearing with seals

6 Outer universal joint

4.2 - automatic transmission [ocr]

Documents