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Re: older 9000 turbo problems; Boston mechanic recommendations
Posted by David Prantl (more from David Prantl) on Tue, 7 Dec 1999 09:19:40
In Reply to: older 9000 turbo problems; Boston mechanic recommendations, Brett Dikeman, Sat, 4 Dec 1999 11:20:54
Guys... PLEASE !
First, the fuses are indeed in the panel above the golvebox, but are
extremely easily accessed by simply opening the 'fuse door' along the top
edge of the inside of the box. This location is much easier to access than,
for example, a VW panel that's upside-down above the pedals. That design's
pretty lame ! I do agree that the relays are tougher to get to, since the
glovebox must be removed to access them. I go into my relays less than once
per year, and with some practice (and the car's own toolkit), the glovebox
can be removed in less than 10 minutes by removing a total of 6 screws and
pulling the glovebox light. Two more screws thereafter drop down the relay
panel. The classic 900 had this figured out much better. Well worth taking
a look at that one.
SAAB 16V 2.0 turbos up to '93 have APC: Automatic Performance Control,
consisting of a boost control box with knock sensor feedback that adjusts
the wastegate position by modulating the duty-cycle of the solenoid. Allows
maximum boost pressure up to a pre-set level of knocking under all
rpm/load/gas-grade conditions.
Assuming the genius mechanic didn't mess up the wastegate rod adjustment,
driving with an unplugged APC solenoid (the component in front with 3 vacuum
hoses attached) will result in 'base' boost only, which is 4.5 to 5.5 PSI,
and should be good for maybe 120 horsepower. It is safe to operate the
vehicle this way, and in fact, the '95-'97 9000 2.3 LPT engine does just
this for 170hP. They pretty much just left out the APC components and boost
gauge, to win 'best engine of the year' from Ward's !
The APC 'brain' box is located under the dash, on the driver's side I
believe. I haven't tried to remove it in my car, but it should be easy
enough to get at from the driver's footwell, removing only the felt panel
above the pedals (5 or 6 screws).
The turbo-bypass valve (aka 'Hooter' valve) often needs replacement in SAABs
approaching 10 years of age. A new one from Bosch is recommended over the
junkyard. This may not be the direct cause of the problems you're having
however. Knock sensor may be fauly, or the connection to it may be poor.
As always, tight vacuum hoses are extremely important, especially the one
going to the wastegate actuator, the bypass valve, and others at the APC
solenoid. Salvage yard replacement APC boxes work just fine, so there's no
need to spend huge bucks on a new one. See the TSN parts FAQ for salvage
yard listings. A new APC soleniod is not outrageously expensive either.
For component troubleshooting, the Bentley SAAB 900 16V manual is a great
reference. The 2.0 16V turbo engines are pretty much identical in the
'85-'93 900T and '86-'90 9000T models. LH2.2 fuel injection is used through
'87, and LH2.4 takes over from '88 onwards. APC systems are very similar
across the different years. Newer 9000 cars (USA) use the 2.3-liter
twin-balance-shafted engine, starting off in '91 with LH2.4.2 and APC, and
later switching to SAAB TRIONIC engine management.
http://www.townsendimports.com
has a wealth of technical info, and may help
you fix the problem without even getting the Bentley. Others on the list
may be willing to look up the APC troubleshooting procedures and solenoid
resistance values.
Best of luck.
David Prantl
david_prantlno39sdcx6spamx782hotmail.com
'84 900S, 210kMi, RIP
'86 9000T, 172kMi
'88 9000S, 136kMi
'89 900, 115kMi
'68 97 Sonett V4, 76kMi, #000467
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