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There is potential... Posted by Larry West [Email]  (#1140)  [Profile/Gallery]
(more from Larry West) on Sat, 29 Dec 2012 10:33:20
In Reply to: Buying a 1999 Saab 9-5 SE (V6) with a bad Ignition, Rick P, Sat, 29 Dec 2012 08:16:03 Members do not see ads below this line. - Help Keep This Site Online - Signup |
Potential to be a great car, but also the potential to be a huge money pit.
The Opel-based V6s that Saab used in the 900 (2.5l), 9000 (3.0l) and 9-5 (3.0l with asymmetrical turbocharging and Trionic) are basically good motors, but completely intolerant of neglectful maintenance. Primarily, this is due to the timing belt used.
Specifically to the 9-5, the belt MUST be changed every 60,000 miles. Fail to do this, and you run the very, very real risk of the belt breaking, and valves hitting pistons, and you're into a $5,000 bill (that is NOT a typo) to put it all to rights again.
It was also learned, early on, that the associated pulleys must also be changed along with the belt (the Saab instruction still does not state this), and it is just a very good idea to change the water pump at least every other timing belt (it's 90% of the same labor to get to the pump as the belt).
I'm curious, too as to what is meant by "The ignition has been taking apart by this backyard mechanic and reassembled". There are ZERO user-serviceable parts in the ignition system, other than the spark plugs. The 9-5 V6 uses Saab Trionic, which has one ECU for fuel, ignition, and boost control. The spark is delivered by two Direct Ignition "Cassettes" which hold three ignition coils each, plus associated electronics. The cassettes have NO user-serviceable parts in them.
Considering that this is a "backyard mechanic" who probably is in beyond their depth, I'd say there is a very high likelihood that this motor has a broken timing belt, and that unless you have a severely rear-ended 9-5 with a good motor handy, this car simply is not worth the effort.
There is a small possibility that one or both of the DI Cassettes have gone bad, but without having known good cassettes to sub in for the originals, or a mechanic with a Tech 2 to go and look at the car, it is impossible to tell.
The biggest problem is, assuming there is no history to come with the car, even if a new Trionic module fixes it, you really, really need to have the timing belt changed immediately, which will tack up to $1,500 onto the cost of the car.
Personally, I'm a fan of the V6. I'm on my second now. In the 9-5, there is simply no smoother powerplant available. Not the same ultimate HP as an Aero, or even later base model, but 200 HP is very much more than plenty for highway cruising, and can return up to 30 MPG on the highway. It is less happy, mileage-wise, around town, returning 18-20.
As for the belt vs. chain debate, while a chain is far less likely to break, there are many, many cars out there (including almost all, if not all of Volvo's OHC motors) using timing belts to great effect, and in motors with far more than 200 HP, and all of those belts have a finite life and must be changed regularly.
->Posting last edited on Sat, 29 Dec 2012 15:08:53.
_______________________________________ Current: 2002 9-5 Aero Kombi Cosmic Blue 2000 9-5 SE sedan, Imola Red 1990 900S Rose Quartz, Auto Past: 1999 9-5 LPT Combi 1999 9-5 LPT sedan 2002 9-5 Arc 1990 900 5-speed 1986 900 turbo Convertible 1991 9000 turbo 1980 99 GLi 1986 900 turbo 1986 900 S 1991 900 turbo 1984 900 turbo 1976 99 GL
, Sat, 29 Dec 2012 15:18:48, Sat, 29 Dec 2012 10:33:20 <-- Viewing This Message
, Sat, 29 Dec 2012 09:16:18
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