4.2 - Automatic Transmission (OCR)

SERVICE MANUAL
024 Technical data

104 Special tools
General, road testing and fault
Saab 900
440 diaqnosis
442
Removal, fitting
444 Transmission control

472 Dismantling, assembly
SERVICE
MANUAL
4:2 Automatic
transmission
M1986-92
...---:.
Differential and pinion/crown wheel
473 gear
475 Universal joints
Units
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:
51 unit
Equivalent unit and symbol
Millimeter (mm)
Kilograme (kg)
Newton (N)
Newtonmeter (Nm)
Atmosphere (bar)
inch (in)
pound (Ib)
pound-force (Ibf)
foot pound (ft Ib)
pound-force per square inch (Ibf/in 2 )
(Also abbreviated: psi)
US liquid quart (Iiq qt)
(Also abbreviated: qts)
US gallon (USgal)
Fahrenheit eF)
Liter (I)
Celcius eC)
Conversion factors
1 in = 25.4 mm
t Ib = 0.45 kg
1'lbf = 4.45 N
1 Ibf ft = 1.36 Nm
1 psi = 0.07 bar
1 US Iiq qt = 0.83 UKqt
of
C x 9/5
32
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 = (OF - 32) x 5/9
Market codes
The codes refer to market specifications
AT
AU
BE
CA
CH
DE
DK
ES
EU
FE
FI
FR
Austria
Australia
Belgium
Canada
Switzerland
Germany
Denmark
Spain
Europe
Far East
Finland
France
GB
GR
IS
IT
JP
ME
NL
NO
SE
US
UC
Saab Automobile AB 1992

Production: Technical Publications, Saab Automobile AB, Trollhattan, Sweden
Great Britain
Greece
Iceland
Italy
Japan
Middle East
Netherlands
Norway
Sweden
USA
US California
"
Technical data
024-1
Technical data
Previously there were two types of automatic transmission: the earlier model 35 and later the strengthened and modernized model 37, which was introduced on model year 1979 cars.
The following description concerns model 37. When
carrying out any work on model.35 automatic transmission units, refer to Service Manual 4:2 M79-85
(part 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
37
008,009,011,013,014,
015,016,017
225K
Identification number
3713
Note:
All model 37 transmissions have 8 holes in the
mounting ring.
ID number
Saab 900
024-2
Technical data
Type designation, model year 1984 and later

GA
09
1j
GM = Manual gearbox
J
GA = Automatic transmission - - - - - - - - - '
Transmission adaptation
.
Number of forward speeds - - - - - - - - - - - - - '
3 = 3-speed
4 = 4-speed
5 = 5-speed
Primary gear ratio - - - - - - - - - - - - - - - - - '
Development stage, variant - - - - - - - - - - - - - - - '
Gear ratio designations

3
Number of teeth
in/out
40/37
41/36
Ratio
0.93
0.88
Primary gear
Automatic transmission
Borg Warner, type 37
Manufacturer and type

Fluid capacity, automatic transmission
Iitres (qts)
Type of fluid
Fluid capacity, lubricated-for-Iife final
drive
M2C.33G or M2C.33F according to Ford

specification
litres (qts)
1.25 (1.31)
Motor oil (mineral oil) 10W/30 or 10Wj'Tv '
Type
Weight
8.0 (8.40). When changing the fluid, only abc

3 litres can be drained via the drain plug.
kg (Ib)
Saab900
84 (185.18)
Technical data
024-3
Ratios
Type
008
Standard
Torque converter ratio
Primary gear ratio
0.97
009 Turbo, 011 Turbo

Turbo 16 US
EU,SE
013
Standard
014 Turbo
16 cat
0.92
0.88
3.67
3.89
3.89
9:33
9:35
9:35
012
Standard
2.38:1-1 :1
0.93
0.88
0.92
1st gear
2.39:1
2nd gear
1.45: 1
1:1
3rd gear
2.09:1
Reverse gear
Final drive
,.
Number of teeth
Type
015
i16
016
Turbo 16
017
i16,i162.31
0.93
0.88
0.88
Torque converter ratio

Primary gear ratio
1st gear
2.39:1
2nd gear
1.45:1
3rd gear
1:1
2.09:1
Reverse gear
Final drive
Number of teeth
3.89
9:35
3.89
3.89
9:35
9:35
Saab 900
024-4
Technical data
Ratios
Model
Year
1986
1992
Overall ratio
1
Reverse
39:38
0.97
9:33
3.67
8.54
5.18
3.57
7.47
900 Turbo, not US

(011 )
GA43707 (011)
41 :36
0.88
9:33
3.67
7.69
4.67
3.22
6.73
Turbo 16 US
(009)
GA53307 (009)
40:37
0.93
9:33
3.67
8.11
4.92
3.39
7.09
900c, i, i16,
S16
GA33207 (008)
39:38
0.97
9:33
3.67
8.54
5.15
3.57
7.47
900 Turbo 16
GA53307 (009)
40:37
0.93
9:33
3.67
8.11
4.92
3.39
7.09
Turbo 8, cars
with sports pack
GA43707 (011)
41 :36
0.88
9:33
3.67
7.69
4.67
3.22
6.73
900c, i, i16,
S16
GA33207 (008)
39:38
0.97
9:33
3.67
8.54
5.15
3.57
900 Turbo 16
cat
GA53307 (009)
40:37
0.93
9:33
3.67
8.11
4.92
3.39
7.09
Turbo 8, cars
with sports pack
GA43707 (011)
41 :36
0.88
9:33
3.67
7.69
4.67
3.22
6.73
900, i, i16, S16
GA33308 (013)
40:37
0.92
9:35
3.89
8.61
5.22
3.60
7.53
900 Turbo 16
cat
GA53408 (014)
41 :36
0.88
9:35
3.89
8.17
4.95
3.41
7.15
900i, i16, S16
GA33308 (013)
40:37
0.92
9:35
3.89
8.61
5.22
3.60
7.53
900 Turbo 16
cat
GA53408 (014)
41 :36
0.88
9:35
3.89
8.17
4.95
3.41
7.15
900, i16,
GA33309 (015)
40:37
0.93
9:35
3.89
8.61
5.22
3.60
7.53
900 Turbo 16
GA53409 (016)
41 :36
0.88
9:35
3.89
8.17
4.95
3.41
7.15
900i 16,
900i 16-2.1 I
GA33409 (017)
41 :36
0.88
9:35
3.89
8.17
4.95
3.41
7.1/
900 Turbo 16
GA53409 (016)
41 :36
0.88
9.35
3.89
8.17
4.95
3.41
7.14
.-
1991
Final drive
GA33207 (008)
1988
1990
Primary gear
900 GL, i, 900 US,

900 S (008)
1987
1989
Transmission
number
Saab 900
A7
Technical data
024-5
Road speed
Year
1986
1987
1988
Model
Transmission
number
Tyres
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)

US
9)
14.7
24.1
35.0
900 Turbo 16S GA53307 (009)

US
10)
13.9
23.0
33.5
Reverse
900e, i, i16,
S16
GA33207 (008)
3)
13.5
22.2
32.2
15.4
900e, i, i16,
S16
GA33207 (008)
7)
13.3 ,.
21.9
31.8
15.2
900e, i, i16,
S16
GA33207 (008)
9)
13.2
21.8
31.6
15.1
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
sports pack
GA43707 (011)
10)
14.7
24.1
35.0
16.7
900e, i, i16,
S16
GA33207 (008)
3)
13.5
22.2
32.2
15.4
900e, i, i16,
S16
GA33207 (008)
7)
13.3
21.9
31.8
15.2
900e, i, i 16,
S16
GA33207 (008)
9)
13.2
21.8
31.6
15.1
10)
13.9
22.9
33.3
15.9
900 Turbo 16 GA53307 (009)

eat
1989
Road speed, km/h per 1,000 rpm
900 Turbo 8
GA43707 (011)
8)
14.8
24.3
35.2
16.1
Cars with
sports paek
GA43707 (011)
10)
14.7
24.1
35.0
16.7
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)

eat
7) or 8)
13.9
22.9
33.2
15.9
900 Turbo 16 GA53408 (014)

eat
10)
13.8
22.8
33.0
15.8
1) 165 SR 15: Dyn. rolling radius 312 mm
6) 185/65 SR 15: Dyn. rolling radius 301 mm
2) 175/70 SR15: Dyn. rolling radius 305 mm
7) 185/65 TR15: Dyn. rolling radius 301 mm
8) 185/65 HR 15: Dyn. rolling radius 301 mm
4) 175/70 HR15: Dyn. rolling radius 305 mm
10) 195/60 VR15: Dyn. rolling radius 299 mm
Saab 900
024-6
Year
1990
1991
1992
Technical data
Model
Transmission
number
Road speed, km/h per 1,000 rpm
Tyres
900i, i16, 816 GA33308 (013)
Reverse
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)

cat
8)
13.9
22.9
33.2
15.9
900 Turbo 16 GA53408 (014)

cat
10)
13.8
22.8
33.0
15.8
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
GA33409 (017)
7)
13.9
22.9
33.2
15.9
900S;
GA53409 (016)
900 Turbo 16
8)
13.9
22.9
33.2
15.9
900 Turbo 16 GA53409 (016)
10)
13.8
22.8
33.0
15.8
900; 16;
i 16-2.1 I
I'
I'
II
i
,
1,
,
1.
,,..
1) 165 8R15: Dyn.rolling radius 312 mm

2) 175/70 8R15: Dyn. rolling radius 305 mm
6) 186/65 SR 15: Dyn. rolling radius 301 mm
i
"
..

10) 195/60 VR15: Dyn. rolling radius 299 mm
Saab 900
Technical data
Shift speeds
,
Upshifts
Downshifts
1st-2nd
2nd-3rd
3rd-2nd
3rd-1 st
Light throttle*
13-25
18-29
***
1-18
"Kick-down"**
62-71
107-119
90-105
41-55
Light throttle*
13-25
18-29
***
1-18
"Kick-down"**
61-71
107-119
90-105
41-55
Light throttle*
15-27
20-32
***
1-19
"Kick-down"**
69-78
114-127
95-111
47-62
Light throttle*
15-29
20-32
***
1-18
"Kick-down"**
67-78
119-135
100-118
47-61
Light throttle*
13-25
18-29
***
1-18
"Kick-down"**
62-71
107-119
90-105
41-55
Light throttle*
14-27
19-30
***
1-17
"Kick-down"**
66-77
112-127
94-111
43-58
Light throttle*
14-27
19-30
***
1-17
"Kick-down"**
70-81
115-130
98-115
43-58
Stall speed
Type
2000-2400 rpm
M84,006,
Standard
2000-2300 rpm
M85,008,
Standard
',2400-2700 rpm at 0.40

bar (5.8 psi) charging
pressure = basic charging pressure
M85,009,
Turbo APC!Turbo 16
US
2250-2550 rpm at 0.30

M85,011,
Turbo 8, EU,
pressure = basic charg- SE
ing pressure
Light throttle shifting. Start from stationary with

lightest possible throttle and note road speed
when shifts occur.
**
Kick-down. Accelerator pressed to floor.
*** Rolling to rest. Release the accelerator and let

the car roll along until it stops by itself. Note the
speed at which downshifting occurs.
Saab 900
2000-2300 rpm
M841/2,
012, Standard
2000-2300 rpm
M89,013,
Standard
2400-2700 rpm at 0.40

M89,014,
Turbo
pressure = basic charging pressu re
024-7
024-8
Technical data
Tightening torque
Brake bands
Front brake band adjusting;screw
Nm (Ibfft)
1.3 (0.96)
Front brake band adjusting screw

locknut
Nm (Ibf ft)
20-27 (15-20)
Rear brake band adjusting screw
Nm (Ibf ft)
14 (10)
Nm (Ibf ft)
39-53 (29-39)
Torque converter to drive plate (8)
Nm (Ibf ft)
33-39 (24-29)
Chain cover to torque converter

housing (12)
Nm (Ibf ft)
14-21 (10-15)
Slacken rear brake band

(1 - 1 1/4 turns)
Front brake band adjusting screw
locknut
Transmission
Transmission casing to torque converter housing (10)
Nm (Ibf ft)
14-21 (10-15)
Sprocket to turbine shaft
Nm (Ibf ft)
88-102 (65-75)
Sprocket to input shaft in

gearbox
Nm (Ibf ft)
136 (100)
Suppurt in transmission casing (3)
Nm (Ibf ft)
14-25 (10-18)
Selector rod side cover to transmission casing;
Nm (Ibf ft)
11 (8)
Oil sump to transmission casing
Nm (Ibf ft)
11 (8)
Valve budy cover to torque converter

housing
Nm (Ibf ft)
11 (8)
Drain plug in oil"Ran
Nm (Ibf ft)
5-8 (4-6)
EnginEf.'sump drain plug
Nm (Ibf ft)
35-39 (26-29)
i'
Saab 900
Technical data
Final drive
Seal housing - pinion bearing housing

(2)
Nm (Ibf ft)
2.31-3.40 (1. 7-2.5)
Pinion shaft nui
Nm (Ibf ft)
215-264 (158-195)
New bearings (lightly oiled)
Nm (Ibf ft)
2.2-2.7 (1 :6-2.0)
Old bearings (lightly oiled)
Nm (Ibf ft)
0.9-1.5 (0.7-1.2)
Seal housing to pinion bearing (2)
Nm (Ibf ft)
8-12 (6-9)
Pinion bearing to transmission casing
Nm (Ibf ft)
26~33 (19-24)
Pinion bearing pre-load (torque required to rotate pinion shaft measured with a spring balance):
34-58 N {7.8-13.4 Ibf}
{"old" bearings 19-30 N (4.4-6.9 Ibf)
'~.
Crown wheel screws

(final drive 9:35) (12)
Nm (Ibf ft)
80-100'(59-74)
M10.x.L25
(final drive 9:33) (12)
Nm (Ibf ft)
80-100 (59-74)
M10 x 1.25
New bearings (lightly oiled)
Nm (Ibf ft)
1.8-2.8 (1.3-2.1)
Original bearings in use for over 2000

km
Nm (Ibf ft)
0.8-1.3 (0.6-1.0)
Differential bearing seats (2 x 6)
Nm (Ibf ft)
20-25 (15-18)
Filler plugs
Nm (Ibf ft)
39-59 (29-44)
Drain plugs
Nm (Ibf ft)
39-59 (29-44)
5/16"-18-2 UNC (5)

M6x1.0
Nm (Ibf ft)
Nm (Ibf ft)
Nm (Ibf ft)
2.5-3.9 (1.8-2.9)
23-29 (17-21)
6.1-8.8 (4.5-6.5)
Pump to torque converter housing (3)
Nm (Ibf ft)
18-25 (13-18)
Governor valve inspection cover to

transmission casing (2)
Nm (Ibf ft)
7-11 (5-S)
Governor valve to counterweight on

pinion shaft (2)
Nm (Ibf ft)
5-S (4-6)
(2)
Nm (Ibf ft)
2-5 (1.5-3.7)
Governor mounting - output shaft
Nm (Ibf ft)
5.5-S.0 (4-6)
Differential support bearing

Rolling resistance
Oil pump
Pump cover to pump housing
Governor valve
Cover plate to governor valve body
Saab 900
024-9
024-10
Technical data
Valve body
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 pump tube connecting plate to

valve body (8)
Nm (Ibf ft)
2-3 (1.5-2.2)
End plate, primary and secondary

valves, to 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)
Oil cooler nipple (2)
Nm (Ibf ft)
7-10 (5-7)
Nut, oil cooler connection (2)
Nm (Ibf ft)
13-16 (9.6-12)
Oil pressure gauge plug
Nm (Ibf ft)
5-7 (4-5)
Starter switch locknut
Nm (Ibf ft)
5-8 (4-6)
Miscellaneous
1.
Saab 900
Special tools
104-1
Special tools
Certain tools may also be shown in other groups.
7874878 (A2) Floor stand, fixed
83 90 478 (A2) Axle for floor stand
78 60 802 (A2) Oil pan for floor stand
83 90 460 (A2) Holder, gearbox
S 4644
83 92 409 (A1) Lifting tackle for power unit
87 90 370 (A1) Key for special nut, gear lever

housing
Saab 900
104-2
Special tools
83 93 209 (A 1) Spacer tool for relieving load on

spring assembly when removing
the power unit, etc.
87 90 776 (A1) Puller for inner drive shaft with

bearing cap
S 4663
~\
I.
: I.
I:
'"
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 90 461 (A2) Fitting of front pinion bearing

and bearing in torque can'
housing
. I
S 4/155
87 91 113 (A1) Socket for pinion shaft nut
83 90 189 (A2)
Saab 900
Drift, used with washer 87 90 !

removing the front pinion t
race and rear pinion bearing r;
gether with ring 8790537. Als
for manual gearbox ? .... r1 s
swivel member
Special tools
83 90 155 (A2) Set of tools for measuring pinion

clearance
7840 ..622
.,.
104-3
Dial gauge
)r
19
78 41 141 (A2)
Sleeve, for pressing in ball

bearing, differential bearing cap
78 41 067 (A2) Sleeve for removing ball bearing,

differential bearing cap, and fitting of
bearing cap with ball bearing to
inner driver.
87 90 818 (A3)
Driver, for measurement of

differential bearing torque
83 90 270 (A1) Sliding hammer
)-
id
19
87 91 337
As above, but suitable for a heavier

differential shaft
Saab 9000
104-4
Special tools
8791 055 (A1) Complete pressure gauge set

87 91 071
Hose with connecting nipples
87 91 089
Connecting piece with non-return
valves
87 90 727 (A2)
87 90 081 (A2) Sleeve for removing and fitting of

spring, rear clutch
8790693 (A2) Sleeve for fitting of piston, real
_I
I~_
Sleeve for fitting of piston, front

clutch
87 90 115 (A1) Sleeve, for adjustment of rea

band
' - - - - - - - - - : - - : 693
-_5
87 90 107 (A2)
Fixture set for measuring

backlash in final drive an
float of input shaft
Saab 9000
Special tools
104-5
r~r--------D
1d
ch
Ike
87 90 875 Spanner for adjustment of rear brake

band
8790)31 (A1) Torque wrench
8790 149 (A1) Screwdriver, adapter
87 90 156 (A1) Sleeve for adjustment of front brake

band
87 90 180 (A2) Pliers
87 91 378
Saab9000
Ring for removal and fitting of

outer race, rear pinion bearing
104-6
8791 014
Special tools
Locating studs, pinion bearing

housing,
set of four (M10 thread)
87 90 230 (A2) Holding tool, primary gear
I'
jl:
I'
1:
I,
i
j',
I:
;:)1 1
8790 248 (A2),Gentring sleeve for oil pump
87 90 255 (A2) Transport support for torque

converter
@
S 4709
'----_!_I
87 91 048 Weight for rear clutch measurement
1_ _
87 90 487 (A2) Sleeve for differential housin~

bearing
Saab 900
Special tools
78 41 141
104-7
41051
Drift for removal of front pinion

bearing race
87 90.958 (A2) ;Bolt for removal cof output shaft,

ring-gear
)-----~:......~.
89 95 177
Dolly for removal of differential

bearing
.~
87 90 883 (A1) Allen key, for adjustment of gear

selector positions
~\
-----~
Sl7J2
87 90 974 (A2)
Washer, for removal of front

pinion bearing race. For use with
drift 83 90 189
83 90 990
Saab 900
Drift for fitting of seals, pinion shaft

in pinion bearing housing. Used
with fixture 87 90 636 and fitting
ring 87 90 925.
104-8
Special tools
87 90 941 (A2)
Drift for fitting of oil pump seal
87 90 438
Locating stud for fitting of oil
,-
87 91 006 (A2)
Cone for fitting pinion shaft into

pinion bearing housing
(to protect seals)
4
_ 5
1627
87 91 352
89 95 607
Tool for fitting and removal

spring for rear servo lever
_I IL-_
Drive ring for fitting the pinion

bearing housing
87 91 360
Saab 900
Slide hammer for removin(

delivery pipe
Special tools
iP
104-9
87 90 800
Drift for pressing the seal into the

differential bearing cap and
pressing in the output shaft
87 91 345
Tool for fitting and removal of rear

servo spring
83 90 114
Sleeve for removal of pinion

bearing housing
83 90 148
Sleeve for removal of pinion

bearing housing
8791329
Spacer for adjustment of front brake

band, 7.87 mm
Saab 900
General, road testing and fault diagnosis
440-1

Selector lever positions
Torque converter ..
Chain drive. . . . .
Planetary gear train
Clutches . . . .
Brake bands . . . .
One-way clutch. . .
Mechanical transmission
Hydraulic system.
Pump
.
The automatic transmission
element hydrokinetic torque
draulically operated gearbox
for three forward speeds and
440-1
440-2
440-3
440-3
440-3
440-5
440-5
440-5
440-7
440-7
Governor
. . . 440-7
Control system. . . . . . . . . . . . . . . 440-8
Valves
.
440-20
Driving instructions.
440-28
Towing
.
440-29
Maintenance
.
440-30
Oil cooler, cars with automatic transm. 440-31
Tracing faults in the torque converter. 440-33
Checking the stall speed
. 440-33
consists of a threeconverter and a hywith planetary gears

reverse.
Selector lever positions

Position 0
This position is provided for all normal driving. It is
used to move the car from 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 automatically between 1st and 2nd gears. Driving in
3rd gear is not possible in this position.
Automatic transmission
Position 2 must not be selected at speeds higher

than 90 km/h as it could lead to over-revving of the
engine.
Position 1
No upshifting takes place in this position.
If the selector lever is moved from position D to position 1 at high speeds, the gearbox shifts down automatically 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 90
km/h, however.
Saab 900
440-2
Torque converter
The use of a hydraulic torque converter in conjunction with a three-speed automatic gearbox provides
'a means of obtaining smooth application of engine
power to the driven wheels and additional engine
torque,
The torque converter also provides extreme low
speed flexibility when the gearbox is in 3rd gear and,
due to the higher engine torque produced, it provides good acceleration from very low road speeds
without necessitating a downshift in the gearbox.
Torque multiplication in the converter is steplessly
variable between the ratios of 2: 1 and 1: 1. The
speed range within which torque multiplication
takes place is also variable and depends on the position of the accelerator.
Torque converter
The torque converter that is used in conjunction with

the gearbox consists of an impeller connected to the
engine crankshaft, a turbine connected to the input
shaft of the gearbox, and a stator mounted on a
one-way clutch with a fixed hub which is connected
to the torque converter housing. The impeller is
driven by the engine and converts its power into hydrokinetic 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 designed that when a speed differential exists between
the impeller and the turbine, the angle of the fluid
flow from the turbine is changed by the stator vanes
in such a way that the discharge of fluid from the
stator assists in driving the impeller.
II'/.~"""A,l
1
Torque converter - principle of operation
Torque multiplication occurs under these conditions

and varies from about 2: 1 when the turbine is locked
to 1:1. Torque multiplication of about 2: 1 is obtained
when the car is at a standstill with the engine running at full throttle and with the gear selector 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 differential 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 coupling and there is no torque multiplication.
Saab 900
Impeller
2 Turbine
3 Stator
Chain drive
Power is transmitted by means of a chain from the
turbine shaft of the torque converter to the input
shaft of the transmission.
Planetary 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. In reverse, 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. In 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. At the same time, it also serves as a reaction member under certain conditions. The various mechanical ratios are obtained by the engagement of hydraulically operated multi-disc clutches
and brake bands.
Clutches
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 900
440-3
440-4
/0
~/
465
Automatic transmission, principle of operation
1
2
3
4
5
6
7
Torque converter
Front clutch
Rear clutch
Front brake band
Rear brake band
One-way clutch
Governor
AppHcation of brake bands and clutches for the different selectot"

positrons
Selector lever
position
Gear
Applied
Driving
Held
1st
Front clutch
Rear brake band,
one-way clutch
Rear sun wheel
Planet carrier
D and 2
1st
Front clutch
One-way clutch
Rear sun wheel
Planet carrier
D and 2
2nd
Front clutch
Front brake band
Rear sun wheel
Front sun wheE
3rd
Front clutch
Rear clutch
IFront and rear sun wheels
Reverse
Rear clutch
Rear brake band
Front sun wheel
Saab 900
Planet carrier
Brake bands
Brake bands, operated by hydraulic servos, hold
units of the planetary gear train stationary to increase torque and bring about a reduction in output
speed. In selector lever position 1, the rear brake
band holds the planet carrier stationary and provides 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 instead 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 downshifting from 2nd to 1st.
Mechanical power transmission

1st gear ("1" selected)
The front clutch is applied, connecting the torque
converter to 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 results. The front sun wheel rotates freely in the opposite direction to the rear sun wheel.

Position 1, 1st gear
1st gear ("0" or "2" selected)

The front clutch is applied, connecting the torque
converter to 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.

Position 0 or 2, 1st gear
Saab 900
440-5
440-6
2nd gear ("0" or "2" selected)

The front clutch is applied in this case also, connecting the torque converter to the rear sun wheel.
The front brake band is applied, holding the front
sun wheel stationary. A ratio of 1.45:1 results.

Position 0 or 2, 2nd gear
3rd gear ("0" selected)

Here again the front clutch is applied, connecting
the torque converter to the rear sun wheel. The rear
clutch is applied, connecting the torque converter
to the front sun wheel also. Both sun wheels are accordingly locked together and the planetary gear
train rotates as a single unit, providing a ratio of 1:1.

Position 0, 3rd gear
Neutral and Park positions

In the neutral and park positions the front and rear
clutches are released and no power is transmitted
from the torque converter to the planetary gear train.
The front and rear brake bands are also released.
.J
Reverse gear ("R" selected)

The rear clutch is applied, connecting the torque
converter to the front sun wheel. The rear brake
band is applied, holding the planet carrier stationary. The planetary gear train provides a ratio of
2.09:1 in the reverse direction.

Position R, reverse gear
Saab 900
Hydraulic system
The hydraulic system contains an internal/external
gear type pump which picks up fluid from the oil pan
through a strainer. Automatic control is provided by
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 operation whenever the engine is running. Through the
primary and secondary regulator valves, this pump
supplies the transmission with fluid.
Governor
The governor, revolving with the output shaft, is basically a pressure regulating valve which reduces
the line pressure to a value that varies with the speed
of the output shaft (Le. the car). This variable pressure, known as governor pressure, is utilized in the
control system for 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 centrifugal force. This outward force is opposed by an opposite and equal hydraulic force produce by pressure acting on the regulating area of the governor
valve. The governor valve is a regulating valve and
will attempt to maintain equilibrium. Governor pressure will rise in proportion to the increase in centrifugal force caused by higher output shaft speed.
"
As the speed increases, the governor weight moves

outwards by centrifugal force to a stop in the governor body past which it cannot move. At this point,
a spring located between the weight and the governor valve comes into operation. The constant
force of this spring then combines with the centrifugal force of the governor valve and the sum of
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
440-7
440-8
Control system
The control system utilizes three basic types of
valve: regulating valves, shuttle valves and a manual valve.
System and torque converter pressure is controlled
by the primary and 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 relation 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 lever, directs fluid to or from the clutch and brake
servo pistons.
()/"
'
~4062
34
Principle of operation, front servo

1
2
3
4
5
6
7
For ease of reference, all hydraulic circuits are identified by numbers. See the table of hydraulic circuits
on page 270f this section.
Brake band
Damper
Servo piston
Cap
Adjusting screw
Rocker arm
Push rod _
,I
I >
ii Iii!
:';':1,
,I
!
Principle of operation, rear servo
1
2
3
4
5
6
7
8
Saab 900
Brake band
Servo piston, reverse gear
Accumulator
Push rod
Lever
Rocker arm
Adjusting screw
Locknut
Operation in position N
With the engine running, the primary regulating
valve regulates system pressure (1) which is directed to the selector valve and throttle valve. It also
allows fluid to reach the secondary regulating valve.
The secondary regulating valve regulates the pressure 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.
Operation in position P
An internal linkage from the selector valve detent lever engages the parking pawl with teeth formed on
the driven shaft ring gear.
With the engine running, the operation of the hydraulic system is identical to that in position N, except that the selector valve directs the system pressure (6) to the rear servo (13). This is due to the
design of the selector slide, and application of the
rear servo or brake band fulfils no function in this
selector position.
Operation in position R
Pressure control of the pump is the same as in position P or N but, depending on accelerator pedal
depression, throttle pressure (9) is directed to the
spring end of the primary regulating valve, thus increasing the system pressure (1) in accordance with
the torque capacity requirements. The selector
valve directs system pressure (6) through the 1st2nd gear shift valve to the rear servo (13) and system 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 function 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
440-9
440-10
Operation in position 0
or 2 - 1st gear
1
"1f:,
.1'
'I"
)11
~l'
Pressure control of the pump is the same as in position R but with the throttle vale in the full throttle
position as illustrated. Throttle pressure (9), controlled by the modulator valve plunger (8), then acts
on the primary regulating valve against the throttle
pressure (9), thus modulating the system pressure
in the interests of gear- shifting smoothness in all
driving conditions. The selector valve directs the
system pressure (5) to the front clutch, the governor, and the 1st-2nd gear shift valve for the subsequent upshift from 1st to 2nd gear. System pressure
(3) is directed to the 2nd-3rd gear shift valve for the
subsequent upshift from 2nd to 3rd gear. The front
clutch applied in conjunction with the one-way
clutch permits the car to move off from rest in 1st
gear. The hydraulic circuit for position 2 (1 st gear) is
the same as for position D (1 st gear) except that the
system pressure (3) is prevented from reaching the
2nd-3rd gear shift valve by a stop or flange on the
selector valve.
or 2 - 2nd gear
The primary regulating valve controls the pressure

from the pump output. Throttle pressure (8-9) acts
on the primary regulating valve in the same way as
in position D - 1st gear.
,
I:.;'
, i
Shift control is provided by the 1st-2nd shift valve

moving to the left, see Fig., under the influence of
governor pressure (2), which is opposed by the
spring force and throttle pressure (10). This permits
system pressure (5) to reach the application side of
the front servo (19). The front brake band is thus applied, in conjunction with the front clutch, to provide
2nd gear. With the kick-down valve in the position
shown in the Fig., throttle pressure (11) will act on
the 1st-2nd and 2nd-3rd shift valves, thus further delaying the upshift (or providing a 3rd-2nd or 2nd-1 st
downshift at speeds giving very little governor pressure (2). The hydraulic circuit for position 2 (2nd
gear) is the same as for position D (2nd gear) except that the line pressure (3) is prevented from
reaching the 2nd-3rd shift valve by a stop or flange
on the selector valve.
Fig. D-2 shows the kick-down valve in the actuated
position.
Saab 900
Operation in 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 throttle pressure or modulated throttle pressure acts on
the two ends of the primary regulating valve.
Shift control is provided by the 2nd-3rd shift valve
moving against spring force under the influence of
governor pressure (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 larger area
than the application side, the front servo will disengage the brake band. The rear clutch, which is now
engaged, in conjunction with the front clutch, provides 3rd gear. The absence of throttle pressure, as
mentioned above, will cause the 2nd-3rd shift valve
to move earlier under the influence of governor pressure, thus providing an upshift to 3rd gear at low
speed.
Pressure control of the front pump is provided in the
same way as in position D or 2.
The selector valve 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 pressure (6) can reach the rear servo, however.
Saab 900
440-11
440-12
4===;-;==",
4==:;-;:::=,,==;"]
Hydraulic circuit in positions N (."Jeutral) and P (Park)

automatic transmission Nos. 008, 009, 011,013,014,015, 016, 017
1 Torque converter.
8 Primary regulating valve 15
16
2 Lubricating oil
9 Secondary regulating
valve
17
System pressure
3 From oil pump
10 2nd-3rd shift valve
18
Torque converter pressure
4 To front clutch
11 1st-2nd shift valve
19
5 Rear clutch
20
6 Front servo
12 Regulating valve
21
7 Rear servo
13 Governor
14 Selector valve
SubSOO
Kick-down valve
Throttle valve
Modulator valve
Oil cooler
Accumulator N-D
Accumulator 1-2
Return to sU~':'ln
440-13
1111S1-21
S 4/647
Hydraulic circuit in position R (Reverse)

automatic transmission Nos. 008, 009, 011, 013, 014, 015, 016, 017
1 Torque converter
2 Lubricating oil
16
valve
17
3 From oil pump
System pressure
4 To front clutch
18
19
5 Rear clutch
Throttle pressure
12 Regulating valve
20
6 Front servo
13 Governor
21
7 Rear servo
14 Selector valve
Saab 900
Kick-down valve
Throttle valve
Modulator valve
Oil cooler
Accumulator N-D
Accumulator 1-2
Return to suction side
440-14
. . .- 2 1
ttl 9
IlA
-----------------,,,j
II
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D-1
p--')L-~
Hydraulic circuit in position D (1st gear)

automatic transmission Nos. 008, 009, 011,013,014,015,016,017
1 Torque converter
16
2 Lubricating oil
System pressure
3 From oil pump
valve
17
4 To front clutch
18
19
5 Rear clutch
Throttle pressure
12 Regulating valve
20
6 Front servo
Governor pressure
Shift valve piston pressure
7 Rear servo
13 Governor
21
14 Selector valve
Saab 900
Kick-down valve
Throttle valve
Modulator valve
Oil cooler
Accumulator N-D
Accumulator 1-2
Return to suction si,
440-15
0-2
S 4/649
Hydraulic circuit in position 0 (2nd gear)

1 Torque converter
16
2 Lubricating oil
System pressure
valve
17
3 From oil pump
18
4 To front clutch
Throttle pressure
19
5 Rear clutch
Governor pressure
12 Regulating valve
20
6 Front servo
13 Governor
21
7 Rear servo
Kick-down pressure
14 Selector valve
Modulator pressure
$aab 900
Kick-down valve
Throttle valve
Modulator valve
Oil cooler
Accumulator N-D
Accumulator 1-2
440-16
.j
r-rr---"---
D-3
S 4/650
Hydraulic circuit in position 0 3rd gear

1 Torque converter
16
2 Lubricating oil
System pressure
valve
17
3 From oil pump
10- 2nd-3rd shift valve
18
4 To front clutch
19
5 Rear clutch
Governor pressure
12 Regulating valve
20
6 Front servo
7 Rear servo
13 Governor
21
14 Selector valve
Saab 900
Kick-down valve
Throttle valve
Modulator valve
Oil cooler
Accumulator N-D
Accumulator 1-2
Return to suction sidl
440-17
4~~!O;n~~
o~:[
I
19
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1-1
1..-
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20
x=--
Hydraulic circuit in position 1 (1st gear

automatic transmission Nos. 008, 009, 0,', 013, 014, 015, 016, 017
1 Torque converter
2 Lubricating oil
16
System pressure
3 From oil pump
valve
17
4 To front clutch
18
11 1 st-2nd shift valve
19
5 Rear clutch
Throttle pressure
6 Front servo
12 Regulating valve
20
Governor pressure
Modulator pressure
7 Rear servo
13 Governor
21
14 Selector valve
Saab 900
Kick-down valve
Throttle valve
Modulator valve
Oil cooler
Accumulator N-D
Accumulator 1-2
440-18
1~~
18
2
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Hydraulic circuit in position 2 (1st gear)

1 Torque converter.
16
2 Lubricating oil
System pressure
3 From oil pump
valve
17
4 To front clutch
18
19
5 Rear clutch
Throttle pressure
12 Regulating valve
20
6 Front servo
Governor pressure
7 Rear servo
13 Governor
21
14 Seiector valve
Saab 900
Kick-down valve
Throttle valve
Modulator valve
Oil cooler
Accumulator N-D
Accumulator 1-2
Return to sue-lion s
Genera!, road testing and fault diagnosis
440-19
I
p '-f-rF
~8'
9 ""
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llfiiiiiiiiiiiiiiiiiiiiil21
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20
---Hydraulic circuit in position 2 (2nd gear)

1 Torque converter
2 Lubricating oil
16
System pressure
valve
17
3 From oil pump
18
4 To front clutch
19
5 Rear clutch
Governor pressure
12 Regulating valve
20
6 Front servo
Throttle pressure
13 Governor
21
7 Rear servo
Modulator pressuie
14 Selector valve
Saab 900
Kick-down valve
Throttle valve
Modulator valve
Oil cooler
Accumulator N-D
Accumulator 1-2
440-20
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 pressure (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. System 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 automatic transmission unit. The torque converter pressure 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.
Kick-down valve and throttle

valve
The kick-down valve is connected to the carburettor
linkage by means of a cable-actuated cam. Movement of the kick-down valve compresses the throttle 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 regulating 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 shifting performance under all
driving conditions.
Saab 900

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
additionally or to effect downshifting 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 valves to render the low speed shift
points less sensitive to throttle pressure and the position of the throttle. Throttle pressure (11-9) is also
directed to the 1st-2nd shift valve so that a direct
downshift from 3rd to 1st gear can be made at a predetermined speed.
Modulator valve
The small plunger in the modulator valve is a regulating 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 modulator valve spring, is opposed by the throttle pressure (9) acting on the opposite end. The modulated
throttle pressure (8) is directed to the primary regulating valve to adapt the system pressure reduction to throttle pressure.
The modulator valve itself is a shuttle valve. Governor pressure (2), acting on the larger area, is opposed by the modulator valve spring. As governor
pressure rises, the valve moves and prevents the
plunger from reducing throttle pressure with the result that modulator pressure (8) becomes equal to
throttle pressure (9). Furthermore, this movement
directs throttle pressure (9 and 9a) to another area
of the throttle valve, opposing the force of the
spring. This arrangement permits high throttle and
system pressure under full-throttle and part-throttle
conditions, and brings about a reduction of the system pressure before upshifting to 2nd takes place.
Saab 900
440-21
440-22
1st-2nd shift gear and plunger

Both are shuttle valves and operate in unison in selector positions D and 2. In 1st gear governor pressure (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) acting on the opposite end of the plunger. When governor pressure overcomes these opposing forces,
the valve moves to the 2nd gear position and system 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 subjected to system pressure (5). This allows downshifting from 2nd to 1st to take place at a lower speed
than upshifting from 1st to 2nd. This difference between upshift and downshift speed is known as "shift
point hysteresis". When governor pressure is lower
than the spring force combined with the force of the
reduced throttle pressure, the valve moves to the 1st
gear position and the application side of the front
servo (19) is drained.
In selector position 1 with low governor pressure (2),
the valve also moves to the 1st gear position. System 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 downshift from 3rd to 1st at
speeds below about 50 km/h with the selector lever
in position D or downshift from 2nd to 1st with the
selector lever in position D or 2.
Saab 900
2nd-3rd shift valve and plunger

The plunger in this shift valve is a regulating valve
which reduces throttle pressure (9) by a fixed
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 spring located between the plunger and the valve. The reduced 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
position, 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 spring 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 shift 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
440-23
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
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 replaced 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, system pressure (15), which is directed to the 2nd-3rd
shift valve and thus to 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 cannot be engaged. In reverse gear, line pressure (7) is
directed to the rear clutch and front servo release
(15).
Saab 900
440-24
Selector valve
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 of the valve mechanically engages the
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
or the 2nd-3rd shift valve for the rear clutch. The
gearbox is thus disconnected from the torque converter so that no engine power is transmitted to the
wheels. Due to the arrangement of the selector valve
ports for the other selector positions, system pressure (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 connected to a drain port (X) nearest to the selector
valve flange. The gearbox is thus disconnected from
the torque converter and no engine power is transmitted to the wheels.
0: System pressure (5) is directed to the front
clutch, governor and 1st-2nd shift valve. It is also directed to the 2nd-3rd shift valve. When there is sufficient governor pressure, it is directed without obstruction 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.
1: 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 it in position, and then to the rear servo
(13).
Saab 900
Drain valve (3rd-2nd shift)

The valve is positioned in the system pressure line
(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 downshifting 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 pressure which acts on a ball,
pressing it down and sealing the tube.
On downshifting 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 3rd2nd 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 manual 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
',-
440-25
440-26
Regulating valve (flow restrictor)

The regulating valve is actuated by governor pressure (2) and the governor valve spring. At about 50
km/h, governor pressure overcomes the spring
force and the 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. At higher
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 system 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 position D. The accumulator consists of a spring-loaded
piston which acts on the system pressure and delays its build-up.
Accumulator 1-2
The accumulator is connected in parallel with system 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 addition to the force of the spring, system
pressure (1) also acts on the underside of the piston
so that the front brake band will be engaged with
the correct force for different conditions of load.
1
,
Saab 900
440-27
Accumulator (reverse)
The accumulator is positioned in the rear servo and
consists of a spring-loaded piston which acts on
system pressure (7).
System pressure (7) is connected in parallel with
system pressure (15) to the rear clutch via the 2nd3rd shift valve. This arrangement delays the build-up
of system pressure (15) to the rear clutch on selection of reverse gear, thus enabling it to be engaged
smoothly.
Table of hydraulic circuits

Circuit
No.
Pressure designation
From
To
1.
System pressure
Pump

Selector valve
Throttle valve
Accumulator 1-2
2.
Governor pressure
Governor
Modulator valve
1st-2nd shift valve
2nd-3rd shift valve
Flow restrictor
3.
5.
Directed system pressure
Selector valve
2nd-3rd shift valve
Direct system pressure
Selector valve
Front clutch and governor feed, 1st-2nd

shift valve
Accumulator N-D
6.
Selector valve
1st-2nd shift valve
7.
Selector valve
2nd-3rd shift valve

Accumulator R (rear servo)
8.
Modulated throttle pressure
Modulator valve
Primary regulating valve (piston end)
9.
Throttle pressure
Throttle valve
Modulator valve
Primary regulating valve (spring end)
2nd-3rd shift valve
Shift valve plunger
9a.
Throttle pressure, controlled

by modulator valve
Modulator valve
Throttle valve
10.
Shift valve plunger pressure
Shift valve plunger
2nd-3rd shift valve

1st-2nd shift valve
10a.
Shift valve plunger pressure
Shift valve plunger
1st-2nd shift valve
11.
Kick-down pressure
Kick-down valve
2nd-3rd shift valve

1st-2nd shift valve
13.
. System pressure
1st-2nd shift valve
Rear servo application
15.
System pressure
2nd-3rd shift valve
Rear clutch and front servo release side,

via 3rd-2nd drain valve
19.
System pressure
1st-2nd shift valve
Front servo application

Accumulator 1-2
21.
Secondary regulating
valve
Torque converter
23.
Lubricating oil pressure
Torque converter
Oil cooler and then mechanical transmission parts
Saab 900
440-28
O'Fiving instructions.
Gear selector lever
iiA scare beside the near selector lever is marked
with symbols indicating the: different positions:
P
(Park)
Parking position
(Reverse"}
Reversing position
(fNeutral)'
Neutral position
(D"rii;te)
=
Forward gears
2
1
Gear selector lever
The handbrake must be on or the footbrake applied

before the selector lever is moved to any of the forward or reverse driving positions when the car is at
rest. The car will beginto move as soon as a gear is
selected,
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 Apply the hand brake or press the footbrake
lightly,
2 Turn the ignition key to the Start position and allow it to spring back to the K position when the
engine fires,
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 immobilized. The ignition switch is operative in position
P, Do not select position P when the car is in motion.
R Position R (Reverse) must not be selected unless
the car is stationary.
N Position N (Neutral) - no power is transmitted to
the driven wheels when the selector lever is in this
position but the handbrake should be applied
when the car is stationary to prevent it from moving if it is parked'on a slope, etc.
D Position D should be selected for normal forward
driving, Whichever of the three forward gears is
best suited to the speed of the car and the load
on the engine will be engaged automatically.
Saab 900
440-.29
Kick-down
Towi;f1;Q
To obtain maximum acceleration when overtaking,

for instance, the gearbox can be made to downshift
immediately by pressing the accelerator hard down
to the kick-down position. A downshift to 1st gear
will take place at speeds up to about 50 km/h and to
2nd gear at speeds between about 55 and 105 km/h.
The :following rules must be observed if the car has

to be towed for any mason.
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:ect level.iop.up witma'liladditionaHwo
litres of automatic transmissiQmflr:fid,bringing
the level up to about 5 cm above the "MAX
+ 90C" mark on the dipstick 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.
These limits vary slightly between the differeJitautomatic transmission models. See section 024, Shift
speeds.
As soon as the maximum engine speed for the selected gear is reached, or if the accelerator is released, the next highest gear will be engaged automatically.
2. In position 2 the transmission will shift automatically between 1st 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 immediate downshift will take place, providing greater
engine-braking power. Position 2 must not be selected at speeds above 90 km/h.
1. Position 1 is used to obtain maximum enginebraking power on steep downhill gradients. Position 1 should also be selected for driving up
long, steep gradients to prevent overheating of
the transmission fluid caused by frequent upshifting and downshifting. No upshifting takes place
with the selector lever in position 1. If the selector
lever is moved from position 0 to position 1, an
immediate downshift to 2nd gear will take place
followed by a downshift to 1st gear at a speed of
about 55-65 km/h. Position 1 must not be selected at speeds above 90 km/h.
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 must not be towed for a distance of more
than 40-50 km. If it is necessary to tow the car
over a longer distance, the front wheels must be
raised off the ground.
5 The engine cannot be started by towing or pushing the car.
Towing lugs are located at front and rear by the
bumper attachments.
Saab 900
440-30
: I,.
Maintenance
It is extremely important that the following maintenance instructions are closely followed and that the
strictest cleanliness is observed when topping up or
filling the automatic transmission with fluid.
It is just as important when checking the fluid level
to ensure that no dirt or foreign matter enters the
automatic transmission, as otherwise trouble will almost certainly arise. Before removing the dipstick,
thoroughly clean the area round it to prevent dirt
from entering the transmission through the dipstick
hole. When filling the transmission with fluid, make
sure that the fluid container and funnel are absolutely clean. In countries where temperatures are
usually very high, dust and mud must not be allowed
to decrease the effective cooling areas of the transmission casing. All dirt must therefore be removed
from the oil pan as it could act as an insulator and
inhibit heat dissipation.
Filler and drain plugs

Plug
Thread
Spanner/socket
Filler plug, final drive
1/2" - 14 NPTF
3/8" internal
Drain plug, final drive
1/2" - 14 NPTF taper
3/8" internal square
Drain plug, engine sump
M14x1.5
13 mm across-flats width
Front pan cover of gearbox
3/8" - 24 UNF
Screwdriver slot
Drain plug and copper washer, M 18 x 1.5 parallel

final drive
Checking the fluid level

. :.
Apply the handbrake. Allow the engine to run for at

least 15 seconds at idling speed in position D, then
15 seconds in position R and finally 15 seconds in
position P. Following this, check the fluid level with
the engine idling and position P still selected.
The markings on the dipstick are for cold fluid at
+ 40C and hot fluid at +90C.
Note that at extremely low temperatures the fluid
level may fall well below the normal minimum level
for cold fluid, which is +40C.
The difference between the MAX and MIN marks is
0.5 Iitres.
Saab 900
squa~e
3/8" internal square and 12 mm Aller

key
Ejector
Model year 1981 and later Turbo cars should be fitted with an ejector if the car is used to tow a trailer.
The ejector consists of a plastic moulding which is
screwed in position under the engine crossmember.
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).
/
Road test and fault diagnosis

It is extremely important to gain as much information as possible about the exact nature of any fault.
At all events, the following 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, together with its possible causes, in the section 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 correct 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 position 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 idling speed, move the selector lever
from position N to positions D, 2, 1 and R. Transmission engagement should be felt in each position selected.
3 Check the stall speed (see "Checking the stall
speed") with the selector lever in positions D and
R. 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.
Saab 900
440-31
440-32
4 Select position D when the transmission is at

normal operating temperature. Release the
brakes and accelerate at minimum throttle opening. Check the upshifts from 1st to 2nd and from
2nd to 3rd gear.
Note:
At minimum throttle opening the shifts may be difficult to detect. Confirmation that 3rd gear has been
engaged can be obtained by selecting position 2,
when a downshift from 3rd to 2nd gear should be
felt.
5 a. Accelerate at full throttle from a standing start.
b. Drive the car at 75-80 km/h in 3rd and depress
the accelerator to the full throttle position. The
car should then accelerate in 3rd but not
downshift to 2nd.
c. Drive the car at 55-60 km/h in 3rd and depress
the accelerator to the kick-down position
(past the full throttle position). The transmission should downshift to 2nd gear.
6 a. Start the car again and accelerate from a
standstill using the kick-down facility (accelerator pressed past the full throttle position)
and check that upshifting from 1st to 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 accelerator and move the selector lever to position 1. Check that the downshift from 3rd to
2nd occurs almost immediately and that a
downshift to 1st gear is not made before the
speed has dropped to about 65 km/h.
7 Stop while 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 upshifting occurs.
8 Stop the car and move the selector lever to position 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 downhill and
move the selector lever to position P. Release
the brakes and check that the parking pawl is
able to hold the car stationary. Apply the brakes
before releasing the parking pawl. Repeat this
test with the car facing uphill. Make sure that the
selector lever cannot move out of position P. .
Saab 900
Torque 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
support is damaged. If either of these conditions
obtain, the stator will be able to rotate in the opposite direction to the turbine and torque multiplication
cannot occur.
L
poorer acceleration than normal in 3rd gear at

speeds above 50 km/h and substantially reduced
maximum speed are indications that the stator oneway clutch has become locked in the engaged position. The stator will then not be able to rotate with
the turbine and impeller, with the result that the
torque converter cannot act like a fluid flywheel. This
condition may also be indicated by severe overheating of the transmission, even though the stall speed
remains normal. The torque converter will have to
be replaced. For particulars of torque converter
identification, see section 024.
The torque converter is sealed by welding and cannot 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.
Checking 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 determining the cause of low stall speed. Connect a calibrated tachometer and, on Turbo cars, a calibrated
pressure gauge to check the charging pressure.
Saab 900
440-33
440-34
Apply the hand brake and press the brake pedal hard
down, move the selector lever to position 0, 1 or R
and floor the accelerator. Read off the engine speed
when it has stabilized after a maximum of 10 seconds. 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 converter will have to be replaced. A stall speed substantially higher than normal indicates that the
torque converter is not receiving a sufficient supply
of fluid or that one of the gearbox clutches is slipping.
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 transmission will overheat.
Engine speed (stall

speed)
Condition
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 0, 1 and R.
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
.SAAB
[WOr1< order No
IReg. No.
440-35
DIAGNOSTIC CHECK SHEET

for automatic transmissions
Dale
l-,cc-h-es--c"--cs--cNo-------------------------,L_ion_No_.
Inspection
TROlTLE CABLE ADJUSTMENT: Connect a pressure gauge (8791 055) to the tapping pressure of the OIL LEVEL CHECK:
N.B.
transmission. Check that the engine idling speed in "P" is 850 rpm. Apply the brake and engage D. Release 1 15sin D
Cold ~ 40C
15 sin R
the throttle cable from the throttle spindle lever. Pull and release the cable several times and check that the 2
Warm ~ 90C
15 sin P
line pressure always reverts to the same value. Reconnect the cable to the throttle spindle lever. The line 3
presure should now be 0,1 bar higher than the previous value (3,6 - 4,9 bar on the BW35 and 4,24,9 bar 4 Check the level with the dipstick
0 Correct
High
4a 0 Low
on the BW37). If it is not, adjust
DYes
No
4b The oil smells burnt
dl added
nascorrect
Top
up
to
the
correct
level
before
road
test
5
Check the oil level in the final drive
Yes
nNo
SELECTOR LEVER:
Correct position clearance a = b
Was correct
nYes
Adjust to the correct position before testing on

the road (see the instructions in the Service
Manual, pages 444-1, 2).
~
p
nNo
o
o
-") I~-")I ~
a
ROADTESTING: Check that the starter motor runs only in "P" and "N" . Check that the reversing lights are switched on in "R".
Test No Start from Instructions
1
:2
Pos D
Pos 1
Note
Min. throttle application
The car starts in
and keep it constant
Upshift to 2nd at
......... ...... .kph (mph)
Upshift to 3rd at
....... ..... ... kph (mph)
U1st
Accelerate at full trottle to about
Judder or noise
35 kph (22 mph). Release the
Upshift to 2nd
acelerator pedal fully.
Remaining in 1st gear, engine brakes
Pos R
Reverse at full throttle, if possible
The clutches slip, iudder or are noisy
Pos D
Depress the accelerator pedal
The car starts in
U2nd
6
7
Pos D
Yes
Yes
Pos D
PosN
Yes
to the !o'.ick-down position
Upshifts to 2nd at
2nd
U1st
..................kph (mph)
and keep it pressed down
Upshifts to 3rd at
..................kph (mrl Yes
Max. downshiftspeed 3-1 at
... ..............kph (mph)
to the kick-down position at
Max. downshiftspeed 3-2 at
.................. kph(m~)
different road speeds
Do clutches slips on downshifts
Move the selector lever from D
Downshift to 2nd and engine braking

Downshift to 1st with increased engine braking...........kph
Does it pull forward/backward slightly?
r-
I--
I-I-I--
Yes
Yes
No
No
No
3rd
No upshift
No upshift
No
No downshift
No downshift
No
r-
Yes
L-
No upshift
No
r-
Yes
to position 1 at 80 kph
3rd
No upshift
Yes
Do the clutches slip on upshift

5
No
No
L-
No
lightly with the brake released

8
Pos P
Stop on uphill/downhill oradient
Pos D
Normal driving, Let the transmission Does the transmission behave normallv?
upshift and downshift at
Does the car stav in position?
Yes
No
Yes
No
II no, statB the reason
Iioht/intermediate throttle, etc.

10
PosD
Noise level from the transmission
If unacceptable. state lhe probable reason
Stop the car during the road test
OilleakaQe from the transmission?
and inspect the transmission for

oil leakage
If yes, leakage at
Acceptable
Unacceptable
Pos R
11
Yes
No
Position D
Position 1
Recorded settings
Speeds and pressures with the transmission in warm condition
Idling speed
rpm
Line pressure at idling speed
bar
Line pressure on idling with the kick-down cable withdrawn fully
bar
Stall speed (no longer than 10 seconds)
rpm
Line pressure at stall speed
bar
Position R
Note
Whenever testing the car on the road, always give
first priority to road safety and never exceed the
speed limits.
Saab 900
Position N
440-36
Fault tracing schedule related to the automatic transmission test
re~
I
*). If the warranty is still in force, the automatic transmission should be changed for a replaceme." uni
Test No.
0.1
lDues not drive;
System pressure too
low or absent.
0.2
I!)ue:s not driv.e:
Mechanical defsetsl.
System. pressure OK\.
1.1
Start in 2nd gear.
A.
B~.
C.
D;
*..
E.
Torque converter drive lugs broken.
A.
Check the gear selector control, also in the automatic transmission.

Check the primary drive and final drive.
Check that thepipes.are firmly secured.
B~
C
D~
Does not drive in positionD. 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.
Ai.
B.
C.
D.
Check the governor for binding.

Check the 1st-2nd shift valve for binding.
E.
F.
1.2
Start in 3rd gear.
Check the fluid level in the automatic transmission.

Filter clogged by impurities.
Suction line O-ring defective.
A.
B.
C.
D.
E.
F.
*
Dismantle the transmission, check the governor mounting - sealing
rings.
Replace the governor assembly (internal leakage).
Replace the valve body assembly (internal leakage).
Check the 1st-2nd and 2nd-3rd shift valves for binding.
*
Dismantle the transmission, check the governor valve mounting - seE
rings.
L3
A.
LoW'sfuifting points
B.
C.
ChecK that the kick-down valve cable is correctly adjusted.

Check whether the idling speed pressure is too low.
D.
E.
Replace the governor (correct type).
1.4
Low shifting points.
1.5
Does not shift.
D.
Check
Check
Check
Check
E.
F.
G.
Replace the governor (correct type).

Dismantle the transmission, check the governor valve mounting - sec
rings.
A.
B.
E.
Check
Check
Check
Check
Check
F.
A.
B.
C.
C.
D.
that the kick-down valve cable is correctly adjusted

whether the idling speed pressure is too high.
the governor for binding.
the pipes between the governor and the valve body.
that the kick-down valve cable is correctly adjusted.

the kick-down valve cable (seized in the kick-down position).
the pipes between the governor and the valve body.
the shift valves for binding.
Saab 900
General, road testing and fault ,diqgnosis
Test No.
2.1
Juddering or unusual
noise on manual shifting (1 st).
A.
B.
D.
F.
Check the~r~ED~ae.cumulator O-rings.

Checklthe rear.s.eli\lD O-rings.
Check the frontrclLitCh.
H.
'2.2
Upshift from manual
(1st).
2.3
No engine braking in
manual (1 st).
,f\.
A.
B.
C.
D.
E.
3.1
Slippage on a gradient.
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
4.1
Start in 2nd gear.
A.
B.
C.
D.
E.
F.
4.2
Start in 3rd gear.
A.
B.
C.
D.
E.
F.
4.3
Low kick-down shifting points.
A.
4.4
High kick-down shifting points.
,Check that th.e.:gear selector cable is correctl;yradjusted.
Check that the rear brake band is correctly adjusted.

Check the pipes to the rear servo.
Check the rear servo piston O~rings.

Dismantle the transmission and checkthe:reaLbrake 'ban.cl.
Check
Check
Check
Check
Check

the fluid level.
that the rear brake brand is correctly adjusted.
whether the idling speed pressure is too low.
the pipes to the rear servo and rear clutch.
*
Check the rear servo piston O-rings.
Dismantle the transmission, check the rear servo and rear c1utcn.
Check the rear brake band.
Check the rear clutch seals (3).
Check the 1st-2nd shift valves for binding.
*
Dismantle the transmission, check the governor mounfing - sealing
rings.
Check the 1st-2nd and 2nd-3rd shift valves for binding.
*
rings.
B.
Check that the kick-down cable is withdrawn 45 mm on kick- down.

C.
A.

Check the pipes between the governor and the valve body.
Check the shift valves for binding.
B.
C.
D.
E.
Check that the gear selector cable:is'cmre:ctly adjusted.

Chedk:.tbe fluid level.
Checldhat.the rear brake band iSmOITRctly adjusted.
E.
G.
44 O-37
*
Check the governor mounting - sealing rings.
Saab 900
440-38
Test No.
4.5
Does not shift.
4.6
Slippage on shifting.
A.
B.
C.

Check the pipes between the governor and the valve body.
Check the shift valves for binding.
D.
E.

rings.
A.
B
Check that the front brake band is correctly adjusted.

Check the pressure drop before shifting (after cut-back - ACB) (kickdown valve cable adjustment).
C.
D.
Check the front servo piston a-rings.

Check the front clutch, front brake band and rear clutch.
Check the sun wheel shaft sealing rings.
E.
F.
B.
C.

Check that the kick-down valve cable is correctly adjusted.
D.
5.2
High 3rd-1 st/3rd-2nd
kick-down shifting
points
A.
B.
5.3
No 3rd-1 st downshift
on kick-down.
A.

Check the 1st-2nd/2nd-3rd shift valves for binding.
5.1
Low 3rd-1 st/3rd-2nd
kick-down shifting
points.
A.
B.
C.
D.
*
Check
Check
Check
Check
that the kick-down cable is withdrawn 45 mm on kick- down.

that the front brake band is correctly adjusted.
the 1st-2nd/2nd-3rd shift valves for binding.
*
Check that the kick-down valve cable is correctly adjusted.
Check the mounting of 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 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
Test No.
6.3
Manual downshift
(1 st) at 80 km/h
7.1
(Drags)
Pulls forward slightly.
A.
B.
C.
440-39
Check that the throttle cable has not seized in the kick-down position.
Check the system pressu reo
Check the kick-down valve.
D.
E.
Replace the valve body.
A.
B.

Check the N-D accumulator a-rings.
Check the position of the manual valve in the valve body when in position N.
C.
D.
E.
8.1
A.
The parking pawl

does not hold.
B.

Check that the gear selector rod is correctly adjusted (remove the
cover).
Check the parking pawl and ring gear.
C.
D.
9.1
A.
Shifting not normal
B.
C.
D.
E.
F.
G.
10.1
Noise.
A.
B.
C.
Dismantle the transmission and check the front clutch springs.
*
Check
Check
Check
Check
Check

the fluid level.
that the gear selector cable is correctly adjusted.
that the front brake band is correctly adjusted.
that the rear brake band is correctly adjusted.
*
Dismantle the transmission and check all brake bands and clutches.
Check the final drive fluid level.
Check the ATF fluid level.
Check that the gear selector cable is correctly adjusted (parking pawl
engages in the ring gear)
D.
E.
A.
Covers: change the gaskets, refit and tighten with the correct torque.
Pump seal in car.
Check the drive disc for cracks and loose bolts.

F.
Check the oil cooler outlet.
G.
Dismantle the transmission, check the needle bearings and pinion bearings (pinion bearing noise is transmitted through the gear selector).
H.
Check the planetary gear (tooth damage - thrust washers)
I.
Check the torque converter (drain the remaining ATF and look for loose
parts).
Check the oil pump (centring, drive, noise)
J.
Chain (primary drive) and sprockets
K.
Note: Excessive or unusual noise may originate from other parts of the power
unit and auxiliaries.
11.1
Leakage.
B.
C.
D.
Gasket between the torque converter housing and gearcase, remove the
transmission.
Sealing covers between the torque converter housing and gearbox (0rings or porosity).
Pinion bearing seals (detected through drain hole)
E.
F.
)
Saab 900
Removal, fitting
Removal, fitting
Removing, refitting the power unit
For major work on the engine and transmission, the
entire power unit should be removed from the car.
Removal of the transmission or engine separately is
not recommended.
For removal and fitting of the power unit, refer to
Service Manual 2:1 (Basic engine) for the model
year concerned.
',.
Saab 900
442-1
Transmission control
444-1
Gear selector cable .
Rear centre console .
Gear selector cable .
444-1
444-5
444-6
Throttle cable. . . . . . . . . . . . . . . . 444-8

Gear selector housing
444-9
Selector lever . . . . . . . . . . . . . . . 444-11
Gear selector cable

Checking
1 Move the selector lever to position N. Press the
pawl button and move the lever slightly 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 lever is positioned exactly at position N. If the lever has to be moved slightly to put it in the indicated 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 position 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 engages position 2, then the procedure described
in points 1 and 2 has not been carried out correctly.
An additional detent position for position N is incorporated in the quadrant in the selector lever housing. This can be felt as a distinct position when the
pawl button is released and its purpose is to facilitate adjustment of the selector lever position.
Note:
Correct adjustment of the gear selector cable is vital
to the proper functioning and life of the transmission.
Saab 900
444-2
Tran smis sion contr ol
Adjustment of the selector lever positions

1 Move the selector lever to position N. Press the
pawl button and move the lever slightly back and
forth. Increasing resistance should beJelt in both
directions from the gear selector valve and the
detent spring.
2 With the pawl button depressed, hold the lever
steady mid-way between the positions at which
this increasing resistance is felt.
3 Disconnect the. gear"selector cable from the lever, l:Ising hexagon bit adapter 87 90 883.
4 Release the pawl button and move it to the position marked for position N.
Note:
To facilitate adjustment of the gear selector cable,

an additional notch marking the exact N position is
provided in the quadrant.
5 Tighten the setscrew for the gear selector cables. using a torque wrench and hexagon bit
adapter 87 90 883.
Tightening torque: 2.5 Nm (0.25 kpm)
Model year 1983 and later cars: press aside the cc

ing in front of the console.
)
Saab 900
444-3
Throttle cable adjustment

1 Remove the screw for the pressure outlet on the
gearbox and connect a precision pressure
gauge with a suitable scale (87 91 055) in its
place.
2 Block the wheels and apply the hand brake.
3 Start the engine and check that idling speed is
850 rpm in position P.
4 After disconnecting the throttle cable from the
throttle spindle lever, check that the throttle
valve is not binding. Then withdraw the cable as
far as possible so that maximum system pressure 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 setting 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.)
Hold tHe pressure gauge in a vertical position when tak. ing readings.
5 Refit the throttle cable to the throttle spindle lever. Then move the gear selector lever to position 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 pressure by 0.1 bar (1.4 psi).
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).
Saab 900
444-4
Checking system pressure

In conjunction with checking the throttle cable and
tracing faults, check that system pressure coincides
with the values specified in the table.
System pressure,
bar (psi)
Selector lever
position
Operation
Type
3.6-4.2 (52-60)
idling
015,016,017
"
008,009,011,013,014
3.9 - 4.5 (56-64)

12.8 - 16.2 (185-230)
stall, kick-down
008,009,011,013,014,
015,016,017
12.8 - 16.2 (185-230)
stall, kick-down
008,009,011,013,014,
016
17.6-21.4 (255-310)
015,017
If these figures are not obtained, refer to the section

entitled "Fault diagnosis by road testing" and the
"Quick reference fault diagnosis chart" (section
440).
Saab 900
Rear centre console

To remove
The rear centre console, which covers the gear lever housing, is of different design on model year
1983 and later cars.
1 Move the seats to the rear limit of their fore-andaft adjustment and apply the hand brake.
2 Move the selector lever to position P and remove
the ignition key.
3 Remove the indicator plate and lift it up along 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 lighting. The remove the cover
from the selector lever.
Note: Remove the choke control, if any.
On M91 and later cars the rear centre console is
a single unit. To remove it, undo the two screws
at the front under the 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 position N. Raise the console and remove the lamp for the ignition switch
lighting. The console can now be released from
the selector lever.
Assemble in reverse order.
Saab 900
444-5
444-6
Gear selector cable

Replacement
At the transmission casing:
a. Remove the retaining bolt at the transmission
casing.
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 At the selector lever housing:

a. Remove the selector lever housing, using special sleeve 87 90 370.
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 Remove the carpet and heater duct. Remove the
old gear selector cable and fit a new one in its
place. Make sure that there is a good seal at the
point where it passes through the bodywork.
4 At the transmission casing:

a. Slide back the spring-loaded sleeve on the
gear shift rod, hook the cable end pieces together and release the sleeve.
b. Insert the cable sheathing and fit the retaining
bolt.
Saab 900
5 At the selector lever housing:
a. Insert the end of the cable through the retaining hole in the gear selector rod and refit the
circlip.
b. Secure the cable sheathing to the lever housing.
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
position N and tighten the setscrew to the
specified torque.
7 Perform a final check, see page 1 of this section.
Tightening torque: 2.5 Nm (1.8 Ibf tt)
Switch for reversing light and

starter motor
1 Start inhibitor switch

2 Reversing light switch
Setting
Move the selector lever to the neutral position. Turn
the switch housing until the mark on it is opposite
the driver. Tighten the two switch housing retaining
screws.
J
Saab 900
444-7
444-8
Throttle cable
Replacement
1 Disconnect the cable from the throttle and from
its attachment to the retaining plate.
2 Drain the fluid from the automatic transmission
and remove the front bottom cover.
3 Remove the throttle cable using a 10 mm swivel
socket spanner and pressing it out from the inside. Check that the cable sheathing is secured
to the end pieces.
4 Fit the new cable by pressing it into the transmission casing. Hook it onto its cam on the control valve. Make sure that the cable is correctly
positioned on the guide pulley.
5 Keeping the cable straight, tension it until the

cam moves. Using a pair of pliers, clamp the
stop clip onto the threaded part of the cable.
Saab 900
6 Connect the cable to the throttle at the inlet manifold 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.
444-9
2
3
7 Fit the level pipe, strainer and magnet. Fit the

bottom sump cover and refill with fluid. For adjustment of the throttle cable, see page 3in this
section.
LD
0)
.~
(f)
The cam in kick-down position.

1 Threttle cable
2 Cam
3 Valve
Gear selector housing

To remove
1 Disconnect the battery earth cable and remove
one of the front seats.
2 Move the selector lever to position P and extract
the ignition key.
3 Slacken the locknut under the gear selector lever 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 M91 and later cars: Undo the two
screws at the front of the centre console. Remove 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 securing the gear selector
cable to the lever.
Saab 900 .
444-10
9 Remove the ignition switch cables and note their

positions.
Disconnect the cables from the start inhibitor
switch,and the cables from the cold starting control switch (carburettorversion). Remove the cable from the cold starting control (carburettor
version).
10 Remove the retaining nuts for the gear selector
housing, using special tool 83 91 237.
11 Lift up the gear selector housing and turn it to
one side. Undo the two screws in the lower section and removethecirclip at end of the gear selector cable.
To fit
1 Turn the ignition switch to the Drive position.
2 Fit the gear selector housing to the lower section. Tighten the cable attachment and fit the circlip.
3 Secure the housing to the floor brackets. The
gear selector cable should be fully withdrawn
(position P). Move the cable in two notches to
position N. Move the selector lever to position N
and tighten the setscrew to the specified torque.
Tightening torque: 2.5 Nm (1.8 Ibf ft)
Check and, if necessary. adjust the positions.
See page 1 of this section.
4.. Connect the ignition switch cables, the start inI'libitor switch 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 the lamp holder and diffUser for the scale
lighting.
7 Fit the cables in the indicator cover and bolt the
coverrih place.
8 Refit tliaknob and button on the selector lever.
9 Fold the carpet back into place, fit the seat and
reconnect the battery cable.
Saab 900
Selector lever
To remove
1 Remove the gear selector housing. See page gin
this section.
2 Turn the ignition switch to the Drive position.
3 Remove the pin from the ratchet quadrant.
4 Remove the bolts and lift out the lever.
Saab 900
444-11
e'I'
r'i~"
.
'
~. '$'(
i~J:
111~:
~):i
Dismantling, assembly
472-1
Dismantling. . . . . . . . . . . . . 472-1
Assembly . . . . .
472-14
Rear brake band . . . . . . . .
472-27
Front brake band . . . . . . . .
472-27
Torque converter and oil pump
472-29
Front clutch. . . . . . . .
472-33
Rear clutch . . . . . . . . .
472-37
Planetary gear assembly . .
472-40
Ring gear, output shaft and
governor mounting. . . . .
472-41
Centrifugal governor .
Pinion shaft . .
Servo pistons . . . . .
Valve body
.
Adjusting the front brake band.
Removal and fitting
of the valve body . . . . . . . .
Caution:
Scrupulous cleanliness and careful attention to detail are imperative when carrying out work on the
automatic transmission. Make especially sure that
pieces of circlips are not left inside the transmission
casing after assembly.
Dismantling
(Carry out dismantling work in the following stages
until the part concerned has been removed.)
1 Fit the transit support for the torque converter.
Remove the dipstick and tube.
2 Mount the transmission in a stand.
J
Saab 900
472-42
472-43
472-48
472-50
472-53
472-54
472-2
3 Drain the fluid from the final drive and the automatic transmission.
4 Remove all five covers from the gearbox.
5 Remove the sealing ring from the turbine shaft.
6 Check the chain for wear. Press the chain towards the wall as shown in the Fig. and measure
the distance between chain and wall. This distance must not be less than 10 mm.
.....
Saab 900
7 Remove the nuts and tab washers from the
sprockets, using tool 87 90 230 to prevent the
sprockets from turning. Remove the sprockets
together with the chain.
New valve body on carburettor engines from

M1991 inclusive. A new pressure boosting valve
and a new pipe have been added to the valve
body. This pipe is not as a rule dismantled but if
dismantling should be necessary, remove the
two screws (securing the pipe) and then remove
the pipe using tool 87 91 360.
1 Pressure boosting valve
2 Pipe
Saab 900
472-3
472-4
,-
Oil pipes
6
7
14
8
9
10 -tt-f----t::c;::::w.u
12
2
3
4
5
6
7
8
Pipe
Pipe
Pipe
Pipe
Pipe
Pipe
Pipe
Pipe
hole
to
to
to
to
to
to
to
to
rear lubrication
rear clutch
governor, supply
governor, return
front lubrication
rear lubrication, connects to pipe 1
governor supply, connects to pipe 3
rear brake band servo, connects to the outer
8 Remove pipes 5,
13 and
9
10
11
12
13
Pipe to rear clutch

Pipe to rear brake band servo, inner hole
Pipe to governor, connects to pipe 4
Pipe to front clutch, runs under pipe 9
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
14 using tool
87 91 360.
)
-'
Saab 900
;')
9 Remove the holders for the right-hand and lefthand overflow pipes. Collect the O-rings.
10 Undo pipe NO.9 in the valve body and remove

the holder for pipe No. 12. Remove pipes 9 and
12.
11 Remove the remaining pipes in the torque converter housing (pipes. 6, 7, 8, 10 and 11). -
12 Disconnect the throttle valve cable (kick-down

wire).
Saab 900
472-5
472-6
13 Removethe valve body (2 bolts).
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.
16 Remove the screw for the pressure outlet.
Saab 900
~.
Dismantlin.9, assembly
Use compressed air to remove the accumulator
plunger. Cover the holes and blow carefully.
,
.~.
Remove the 1-2 accumulator plunger together

with its spring.
17 Undo the suction pipe clamps. Remove the suction pipe and the two delivery pipes.
18 Remove the 10 screws retaining the torque converter housing. Lift the housing away and collect
any shims.
Saab 900
472-7
. "
472-8
19 Lift out the gear selector rod.
20 Remove pipes 1, 2, 3 and 4 using tool

87 91 360.
t,;,.. . _
21 Remove the shaft, lever and strut for the front

brake band.
22 Turn the ring gear until the "lower" screw of the

governor is in line with the hook on the parking
pawl.
Saab 900
;~)
23 Undo the locknut and slacken the adjusting

screw for the rear brake band tensioner.
Unhook the spring, first at the spring support

and then at the lever, using tool 8995 607.
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, collecting any accompanying needle bearings.
Saab 900
472-9
472-10
26 Withdraw the sun wheel shaft and rear clutch.

Collect thrust bearings and thrust washers.
27 Lift out the front brake band.
28 Remove the three bolts retaining the centre support and then lift it out together with the planetary gear assembly.
29 Lift out the rear brake band.
Saab 900
.'
30 Press out the ring gear using tool No. 8790 958.
31 Remove the circlip from the front servo piston.
Use compressed air to remove the front servo

piston. Blow carefully and hold the piston lightly
against the pressure.
32 Use compressed air to remove the rear servo

piston. Blow carefully and hold the piston lightly
against the pressure.
;;~f~ff~
n\1~r
Saab 900
472-11
472-12
;~l
!-~
.1
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.
"'
Remove the speedometer drive located in the

left-hand bearing seat.
Remove the bearing seats on both sides. Use

slide hammer 8390270 and 83 90 776.
Collect the springs with plungers from the shaft
ends of the drivers. Collect the shims, for use
when reassembling, unless the backlash in the
differential has changed due to the replacement
of some component. Then remove the differential unit.
Saab 900
34 Place the instrument in the differential housing

with the point applied to the flat end of the pinion
and take a reading.
35 Remove the four bolts retaining the pinion bearing housing.
36 Place the gearcase in a press and press out the

pinion bearing housing and the seal housing.
Use tools 83 90 114 and 83 90 148. Apply the
press force to the seal housing. Place a block of
wood under the pinion 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 to be removed (noise, excessive play, leakage), see page 43in this section.
To dismantle the front 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 converter, see page 29in this section.
.:" - )
Saab 900
472-13
::
!
,f,
L" ,
"
'I.
472-14
i"
:'.1,i'\' .'
I
To 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, use acid-free
petroleum. j,elly (Vaseline).
1 B1lilw'the v:entil'ation channel clean.
Note:
Check the adjustment of the support bearings, see

section 473 Measuring and Shimming.
2 Screw the four guide pins 87 91 014 into the
threaded holes for the pinion bearing housing
and fit the appropriate combination of shims.
3 Lubricate the seals in the pinion bearing housing. Insert the bearing housing along the guide
pins into its correct position.
Saab 900
Dismantling, .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 90 148, 83 90 114 and 87 91 352.
5 Remove the guide pins. Fit the retaining bolts

and tighten them with the specified torque.
Tightening torque: 26-33 Nm (19-24 Ibf ft). Secure
the bolts with Loctite.
6 Check the pinion clearance as described in section 473.

7 Fit the ring gear, centrifugal governor and output shaft for the pinion. Place the gearcase in a
press.
Place a sleeve (7841 067) under the pinion as a

support.
~.
.
$aab 900
472-15
472-16
Grease the seals on the output shaft and press

the shaft into the pinion so that the splines engage. Press carefully together, using tools 8790
800 and 83 90 148. 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 housing. Turn the gearcase back and forth while applying pressure.
8 Using a vernier gauge, check that the distance
from the face to the thrust bearing assembly, including 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.
10 Lubricate the needle bearing with petroleu m jelly

and place it on the planetary gear assembly together with the bearing race and any necessary
shims. The fit the planetary gear assembly.
Saab 900
11 Fit the centre support by means of the three
bolts. NOTE: The bolt in the oil pan must be
sealed with thread sealing compound.
;.j
12 Fit the front brake band, making sure that the

band is fitted the right way round.
.;0'
l
.,
13 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.
Saab 900
472-17
472-1 8
Dismantling, asse mbly
14 Push the sun wheel shaft into the rear clutch. Lubricate the seals on the rear clutch with petroleum jelly (Vaseline) and fit the unit so that it engages with the planetary gear.
15 Lubricate the needle bearing and bearing races

with petroleum jelly (Vaseline). Fit the bearing
assembly into the hub of the front clutch.
16 Fit the front clutch complete with input shaft.
"'\.
c-,-c ...
Lubricate the cover seals with Vaseline and then

fit the cover. NOTE the positions of the bosses.
Saab 900
._ .. ~::~~l:,:_";...
."_ .'.__ ~:.:.:::.~
17 Turn the gearcase round. Fit the front and rear
servo pistons.
18 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 10 mm on the opposite side.
19 Turn the ring gear until the lower screw of th~

governor is in line with the hook on the parking
pawl.
20 Place the ends of the spring as shown in the

photograph and insert the pivot pin.
Saab 900
472-19
472-20
21 Tension the spring over the lever.
22 Then turn the ring gear so that the governor assists in tensioning the spring. Make sure that the
end of the spring does not catch on the ring
gear.
Then tension the spring on the spring support,

using tool 89 95 607.
23 Place the short strut against the front brake

band. Place the lever in position and insert the
pivot pin from the side.
Saab 900
For correction and adjustment of the P pawl, if necessary, see page 57in this section.
24 Introduce the gear selector rod

gearcase.
into the
Fit the torque converter housing, with shims and

thrust washer. Place the shims nearest the bearing. 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.
25 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
472-21
472-22
Insert a screwdriver under the planet carrier and

lift it. The play should be 0.25-0.75 mm. If the play
is not within this range, adjust by fitting or removing 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)
Saab 900
f"
472-23
Oil pipes
6
Note:
Pipe 15 should be fitted together with the 3rd-2nd
drain valve and before the valve body is fitted.
1
2
3
4
S
6
7
8
Pipe to
Pipe to
Pipe to
Pipe to
Pipe to
Pipe to
Pipe to
Pipe to
hole.
rear lubrication.
rear clutch.
governor, supply.
governor, return.
front lubrication.
rear lubrication. Connects to pipe 1.
governor, supply. Connects to pipe 3.
rear brake band servo. Connects to the outer
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 tighten 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 the pipe to the front clutch under pipe 9 in the valve
body. Tighten the pipe support fully and fit pipe 9 to
the valve body. Fit the left-hand overflow pipe with
a-ring. Fit the seal with its heavier part towards the
suction pipe. Fit the oil strainer. Fit the right-hand overflow pipe with 0- 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.
27 Place the transmission in a horizontal position.

Fit pipes 1, 2, 3 and 4.
Saab 900
472-24
28 Fit the N-D accumulator and the 1-2 accumulator. Smear the 0- rings with Vaseline.
29 Fit the shift lever and plate, fit the drain valve together with pipe No. 15.
30 Smear the suction pipe O-ring with Vaseline and

fit the pipe with clamp.
The fit the delivery pipes. the large-bore pipe 27

mm from the transmission case wall.
Saab 900
31 Check the position of the gear selector valve as
follows: Slide the valve to the neutral position.
Le. the third notch from inside the valve (see Fig.)
In this position the cylindrical 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
spring mounting bracket and then moving the
bracket along the longitudinal axis of the gear
selector valve. It is important to ensure that the
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 side of the kick-down valve. The
throttle valve should then assume such a position 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, delivery pipe and the N-D accumulator lever are correctly positioned. Align
the valve body with five bolts. Secure the valve
body in position by means of two bolts (Nos. 3
and 4 in the Fig.). Then remove bolts 1, 2 and 5
and fit them at a later stage together with the filter and overflow pipes.
33 Fit the kick-down wire (in the torque converter

housing).
..,;.
Saab 900
472-25
~.
Hf
~;\lhi;!.
, I;
1, ...
II
472-26
34 Fit pipes 6,7,8,9,10, 11 and 12. NOTE: do not

press pipe NO.9 into the valve body just yet.
I
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).
Saab 900
.,
../
38 Adjusting the rear brake band

The adjusting screw for the rear brake band is
located on the outside of the transmission on the
left-hand side. Back off the locknut a few turns.
Tighten the adjusting screw with a torque of
13-14 Nm (9.5-10 fbf ft), using tool 87 90 115
(square socket). Then back off the screw 1 - 1
1/4 turns. Restrain the adjusting 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 adjusting screw and tighten the
locknut with a torque of 20-27 Nm (15-20 Ibf ft).
39 Fit the chain sprockets and chain. This will be

easiest if the sprockets and chain are fitted at the
same time. Fit the tab washers and secure the
sprockets by means of tool 87 90 230. Tighten
the nuts with the specified 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)
40 Fit the seal on the turbine shaft.
41 Fit the differential unit. See section 473.

Saab 900
472-27
472-28
42 Fit the final drive housing cover with a new gasket. Tighten with a torque of 14-21 Nm (10-15 Ibf
ft). Fit the remaining four covers with new gaskets on the transmission and tighten with a
torque of 11 Nm (8 Ibf ft).
43 Fit the dipstick with tube and fill up with fluid.
,;
I~
Saab 900
472-29
Torque converter and oil pump

To remove
1 Remove the torque converter and its transit support. Check the bearing surface, the oil pump
drivers and the splines of the stator and turbine.
If the inside of the torque converter is heavily
soiled, it must be replaced.
I
2 Undo the oil pump screws and carefully tap the
pump loose from the rear using a plastic mallet.
3 Remove the circlip and drive out the bearing.

Dismantling will be facilitated if the hOLlsing is
slightly heated.
Saab 900
~--.-'
Dismantling, assembJy'
Dismantling the oil pump

1 Remove the five bolts holding together the pump
housing and stator mounting plate.
2 Check that the pump plate is unscratchect'and
otheJ7Wise wndamaged.
3 Ma:r1HhepumJ1) gears with a pencitmtheJike and

tllren: r.emov,e'them.
4 Cf.Jeck thatthe,pumpgearsare unscratched and
otherwise undamaged.
5 IJilsI;>e:G:.Hhe bush im:the pump:.housing, the stator
mOIlJJilting plate;, the small pump. m~ar' and' the
sear.
Oil pump, dismantled. Turbine shaft removed.
1
2
3
4
Pump
Pump
Pump
Stator
housing
plate
gears
mounting plate
Assembly
Before, assembly, lubricate all parts with automatic
transmission fluid.
Use tool 87 90 248 to align the pump. Note: The tool
must move freely: after the bolts have been tightened.
.... -.. ..
2
......- ....
Check the O-ring on the outside of the nousing.
..3
.~ ~'. ~
Oil pump
1 Tool 87 90 248 for centring the pump

2 O-ring
3 Pump housing
The oil pump gears are without a chamfer on one

side. The unchamfered side must face the separator plate.
Saab 900
"'''"-.-'':.'
Dismantling, assembty
472-31
Replacement of sealing ring with

"he pump removed
Remove the seal, see Fig.
I
Use tool 87 90 941 to fit the seal. Use the 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.
Identification number
Saab 900
I
l~
I
i
472-32
Assembly of torque converter

and oil pump
1 Turn the transmission face up and place the
torque converter in position.
2 Fit locating studs, tool number 87 90 438, in the
threaded holes for securing the oil pump. Make
sure that the holes for the pump drive coincide
with the drive pins on the torque converter. Lubricate the O-ring on the pump and push it into
place. Then remove the locating studs and
tighten the pump.
3 Fit the transit support to the torque converter.
Turn the transmission upside down.
Replacing the turbine shaft ball

bearing
1 Remove the circlip
2 Carefully tap the end of the turbine shaft with a
plastic mallet until the shaft and bearing are free.
3 Remove the bearing.
4 Assemble in reverse order.
$aab 900
472-33
Dismantling the front clutch
I
7
8
9
10
11
12
13
1
2
3
4
5
Circlip, 1.15-1.20 mm
Input shaft
Thrust washer
Hub
A. Outer clutch plates
B. Inner clutch plates
6 Pressure plate
1 Remove the input shaft circlip. Collect the thrust

washer.
2 Lift out the front clutch hub.
3 Remove the clutch plates and pressure plate.
4 Remove the circlip and return spring or springs.
5 Use compressed air to remove the piston.

6 Check the piston sealing ring, the O-ring and the
clutch plates for damage and wear. Replace any
damaged parts. Check the splines on the front
clutch cylinder (towards the rear clutch) and the
sealing surface against the sun wheel shaft.
Saab 900
Circlip, 1.15-1.20 mm
Return spring (2 springs)
Piston sealing ring
Piston
O-ring
Front clutch cylinder
Steel ring
472-34
Assembly
1 Lubricate all parts before assembly. In addition,
soak the inner clutch plates in automatic transmission fluid before assembly.
, .
l' ,j
2 Fit the piston, using tool 8790 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 that the outer clutch plates are flat. If they
are not, replace them.
6 When fitting the set of clutch plates, use the thin
steel plates and then apply a load to the clutch
plate assembly using tool 87 91 048 (weighing
2.27 kg).
7 Make sure that the clearance between the outer

friction plates and the input shaft flange 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 0.40 mm.
Saab 900
472-35
2 1
I
1 Outer.friction plate
2 Flange for input shaft
3 Input shaft
8 Fit the hub and the thrust washer in place.

9 Check that the bush on the input shaft is in good
condition. At the same time, check that the seals
on the shaft rotate freely in their grooves. If the
rings have jammed, check that the torque converter housing has not been damaged.
10 Insert the input shaft into the clutch cylinder and
fit the circlip (1.15-1.20 mm).
11 When the set of clutch plates and the input shaft
have been fitted into the front cylinder, check
that the input shaft can be turned by hand when
the front sun wheel shaft has been pushed into
the hub and is held stationary.
Saab 900
472-36
Clutch plates
The clutches are fitted with steel plates and friction
plates.
The steel plates (outer plates) have serrations
round the periphery which engage in the clutch cylinder. 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 identified by the number of gaps in
the peripheral serrations (see Fig.).
I,'
,
"
The friction plates (inner plates) are always flat and

have internal serrations which engage in the clutch
hub. The plates are lined with friction material.
i,'
I
Check that the friction linings are not cracked or

heavily charred. If they are, replace them. If the linings have a uniform dark colour they may be refitted.
1 Outer plate without gaps in the serrations. Deeply

dished plate.
2 Outer plate with four gaps in the serrations. Slightly
dished plate.
3 Outer plate with two gaps in the serrations. Flat plate.
4 Spacer washer, can be replaced by a slightly dished
outer plate and a friction plate (furbo).
5 Inner plate for the rear clutch. Grooved friction lining.
Inner plate for the front clutch. Smooth friction lining.
6 Outer plate with three gaps in the serrations. Flat, thick
plate.
,.
I
Saab 900
472-37
Rear clutch (Turbo 5 plates, others 4)

To dismantle
I
9 10 8b
Components of the rear clutch
1
2
3
4
5
6
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
Rear clutch cylinder

O-ring
Piston
Piston sealing ring
Spring
Washer
1 Remove the circlip, pressure plate and clutch

plates.
2 Compress
the return spring, using tool

87 90 081 in a press and remove the circlip,
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 replace 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 of the sun wheel, the
surface of the thrust bearing and the teeth.
Saab 900
F; ,
It
II!'
I';
I
"
472-38
I
I
!I;
To assemble
I
I
1 fit the piston, flat side down, using sleeves 87

90 081 and 87 90 693. Lubricate liberally 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 circlijJ.
il
II
'I
;i
'I
..,
I
I
,
r:
I
5 Place the rear clutch in the cylinder (transmission assembled up to and including the centre
support).
Stand the transmission in a vertical position.
Place sleeve 83 90 114 in the clutch. Mount the
stand with dial indicator as shown in the Fig.
Blow compressed air into the hole for 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. 8706491 = 1.15-1.20 mm
No. 93 49 002 = 1.70-1.75 mm
No. 87 06 368 = 0.95-1.00 mm
6 Note that the outer plates are dished and that the
dishing 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
472-39
Turn the convex side of the plate towards the

piston, see Fig. Fit the pressure plate last.
7 Fit the circlip.
2
Rear clutch, jTurbo
i
I
2
Rear-clutch, not Turbo
1 Dished clutch plates

2 Deeply dished clutch plates
3 Spacer washer
Clutch plates
The clutch plates are fitted with steel plates and fric.Ion plates.
The steel plates (outer plates) have serrations
round the periphery which engage in the clutch cylinder. 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 identified by the number of gaps in
the peripheral serrations (see Fig.).
The friction plates (inner plates) are always flat and
have internal serrations which engage in the clutch
hub. The plates are lined with friction material.
Check that the friction linings are not cracked or
heavily charred. If they are, replace them. If the linings have a uniform dark colour they may be refitted.
1 Outer plate without gaps in the serrations. Deeply

dished plate.
2 Outer plate with four gaps in the serrations. Slightly
dished plate.
3 Outer plate with two gaps in the serrations. ;Phis, flat
plate.
4 Spacer washer, can be replaced by a slightly dished
outer plate and a friction plate (Turbo).
5 Inner plate for the rear clutch. Grooved friction lining.
Inner plate for the front clutch. Smooth friction lining.
Saab 900
472-40
Planet gear
To dismantle
1 Withdraw 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.
,...
~.....
....~
...
S2fiG6
Planet gear with centre suppott and one-way clutch mechanism
1
2
3
4
5
6
To assemble
1 Insert the one-way clutch holder and secure it
with the circlip.
2 Fit the one-way clutch. Note: the flange 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.
!, II
Check the contact surface of the one-way clutch

on the centre support (slight wear is permissible).
Check the bush in the one-way clutch holder, the
teeth of the gears and the thrust washers. Check
the outer side in contact with the rear brake band
(scratched or charred).
Saab 900
Centre support
One-way clutch
Circlip
One-way clutch holder
Thrust washer
Planet gear
472-41
Ring gear, output shaft and

governor mounting
To dismantle and assemble
1 Remove the socket cap screw using a 4 mm
Allen key and remove the governor mounting.
I
2 Remove the circlip and withdraw the shaft.
Note: Check that the seals move freely in )he
grooves.
Saab 900
472-42
1-~
1
2
3
4
5
Lock washer for governor weight

Screws
Governor weight
Governor housing
Governor valve
6 Spring
7 Spindle
8 Governor mounting
9 Cover plate
To dismantle
1 Remove the governor from its mounting.
2 Remove the screws for the cover plate on the
governor housing.
3 Remove the lock washer and withdraw the governor weight and valve.
To assemble
Lubricate all components with automatic transmission fluid before assembly.
Check that the governor valve moves freely. Le. that
the valve moves when the governor is turned upside
down.
If the valve binds, dismantle it and wash the components meticulously.
Use a fine whetstone to smooth out any scratches
on the valve.
Note: Be careful not to round the edges of the valve
with the whetstone.
Saab 900
472-43
Pinion shaft
To dismantle
When dismantling the pinion bearing, follow the procedure described for dismantling the transmission
up to the point where the pinion with bearing housing have been removed. Continue dismantling as
follows:
1 Remove the two bolts holding the seal housing
over the pinion nut.
2 Use socket 8791 113 to remove the pinion nut.
Use fixture 87 90 636 mounted in a vice and retainer ring 87 90 651. Fit two M8 screws in the
fixture 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 little by little, releasing the pressure each time and turning the
pinion clockwise so that its teeth are not damaged 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
If
"
472-44
I!
L
~lP~
r~' 1
6 Remove the shaft seals in the same way as the

rear bearing race.
7 Press out the front bearing race, using tool
'ij
!l
7841 141.
/
"
1 Pinion
2 Rear bearing
3 Rear bearing race
4 Sealing rings
5 Bearing housing
6 O-rings
7 Spacer
8 Front bearing
9 Front bearing race
10 Nut
11 Seal housing
To assemble
1 Clean the ventilation channel in the bearing
housing with compressed air,
Saab 900
472-45
2 Press the front bearing race home against the

stop in the bearing housing. Use tools 87 90 461
and 87 90 189.
I
3 Fit the pinion seals as follows, using tools
87 90 636 and 87 90 025 for support and as
guides:
Position the bearing housing and tool 8790 900,
which has a locating stud and spacer stop for
fitting the inner and outer seals. Press the inner
seal against the stop, using side A of the tool.
Then turn the tool and press the outer seal
against the stop, using side B.
Saab 900
472-46
Fit the seals as shown in the Fig. Note the distance between the seals. Lubricate the lips ofthe
seals with Vaseline.
S 7723
4 Fit the rear bearing race in the bearing housing.
5 Fit the rear bearing on the pInion. Use tool

87 90 636 and tool 87 90 982 for support.
87906 36
Saab 900
472-47
6 Fit the pinion in the bearing housing. Use tool 87

91 006 on the pinion to avoid damaging the seals
when the pinion enters the housing.
I
Then remove the tool. Place the spacer and 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 specified torque, using socket
8791 113.
Tightening torque:
215-264 Nm (155-195Ibfft)
8 Use the torque wrench to check the bearing preload. Check the pre-loading torque while the pinion 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 The torque can be adjusted by fitting a spacer of

different thickness.
Saab 900
l~
~f'!,' :;
~
"
~i
472-48
Shims for pinion bearing adjustment
F:
,f
"
l
ii"
9341
9341
9341
9341
9341
9341
9341
9341
9341
9341
9341
9341
9341
009
017
025
033
041
058
066
074
082
090
108
116
124
2.850
2,925
3.000
3.075
3.150
3.225
3.300
3.375
3.450
3.525
3,600
3.675
3.750
0.25
0.25
0.25
0.25
0.25
0.25
0.25
0.25
0.25
0.25
0.25
0.25
0.25
2.825-2.875
2.900-2.950
2.975-3.025
3.050-3.100
3.125-3.175
3.200-3.250
3.275-3.325
3.350-3.400
3.425-3.475
3.500-3.550
3.575-3.625
3.650-3.700
3.725-3.775
"
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.'
,
.
'.
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~. ~: :,-:''".,~
",
S 76GB
Servo pistons
)
Free length
Springs
mm
mm
Wire diameter
Outside diameter
Number
of turns
inch
mm
inch
mm
0.103
2.64
Front servo piston
1.32
33.6
4.8
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
Front servo
There are three versions of the front servo pistons,
with holes of different 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")
"'o
N
vo
Front servo piston, disman-
tled
1
2
3
4
5
6
Saab 900
7 Stop ring
Servo piston
8 Circlip
9 Spring seat
a-ring
10 Spring for servo piston
a-ring
11 a-ring
a-ring
12 Cover
Damper piston
Spring for damper piston
472-49
Rear servo
Rear servo piston for type 008, 009, 011, 013 and
014 transmissions (exchangeable for new version).
Rear 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.
Rear servo piston, new version
Use tool 87 91 345 for removing and fitting the rear

servo spring.
Saab 900
472-50
Valve body
~~113:
L11
110
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

Secondary regulating valve
Carrier and cam for kick-down valve
Kick-down and throttle valve
Lower part of valve body
Regulating valve
Modulator valve
Selector valve
1st-2nd shift valve
2nd-3rd shift valve

Upper part of valve body
Dividing plate
Selector valve catch
Oil pipe plate
Ball valve
)
To dismantle
Note: All work on the valve body should be carried
out in a room with an extremely high standard of
cleanliness.
1 Remove the 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 bolts 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.
Saab 900
472-51
5 Lift off the dividing plate. Remove the ball valves,

the spring and the stop for the throttle valve
spring.
6 Remove the stop for the flow restrictor and remove 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 2nd3rd shift valves.
Note:
Before assembly, make sure that all parts are scrupulously clean and free from scratches. If the valves
are scratched, smooth them down carefully using a
fine whetstone. N.B. Do not round off the edges with
the whetstone. Check that the valves move freely in
their cylinders.
To 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.
5 Fit the regulating valve (flow restrictor) and the

stop.
6 Fit the throttle valve with spring 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.
Ball valves
10 Fit the modulator valve.

Tightening torque:
2-3 Nm (1.45-2.2 Ibf tt).
11 Fit the selector valve.
12 Fit the catch for the selector valve and the cam
for the kick-down valve.
13
Check the position of the selector valve as

described in point 24 on page 472-20.
14
Check the position of the kick-down valve

cam as described in point 24 on page 472-21.
Saab 900
472-52
IIt !
,Iii I
,
f ,1
Transmission in car
:.'
Removing and refitting the centrifugal governor

1 Move the selector lever to position N.
2 Drain the automatic transmission.
3- Remove the support member or protective plate.
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.
If the governor is not accessible for removal, its
position can be altered by rotating one of the
front road wheels while holding the other one
stationary.
l .
~,
II
I,
., I'
To dismantle and assemble the centrifugal governor, see page 42in this section.
To refit the centrifugal governor

1 Fit the governor so that the cover plate faces the
pinion bearing housing.
2 Fit the rear cover. Make sure that it is thoroughly
clean, that the gasket is undamaged and that no
dirt will fall onto the cover when it is being inserted 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".
Saab 900
472-53
Adjustment of front brake

band
The front brake band is not self-adjusting but is accessible for adjustment once the rear cover has
been removed, see Fig. In other respects, follow the
same procedure as described on page 27 in this
section.
Saab 900
472-5 4
Dism antlin g, asse mbly
Removing and refitting the valve bod y

To remove
1 Raise the car.
2 Remove the suppor ting member or protective
plate under the power unit and clean the lower
part of the transmission round the front cover.
3 Drain the automa tic transmission fluid ..
4 Undo the bolts retaining the front cover.
5 Remove the overflo w pipes, the suction strainer,
the magnet, and pipes 13 and 14.
Use tool 87 91 360.
6 Disconnect pipe NO.9 in the valve body and remove the holder for pipe No. 12. Then remove
pipes 5, 6, 7, 8, 9, 10, 11 and 12. Use tool
87 91 360.
7 Disconnect the throttle cable.
)
J '.
Saab 900
472-55
8 Remove the two bolts retaining the valve body

and lower the valve body (the N-D accumulator
together with the spring will drop down at the
same time). Collect the delivery and lubrication
oil pipes between the valve body and oil pump.
The oil pump suction pipe is clamped to the oil
pump and can be removed only after the bonnet, front panel, radiator, primary drive cover,
sprockets and chain have been removed.
For particulars of dismantling and assembling the
valve body, see page 50in this section.
Note:
If the 3rd-2nd drain valve is removed, it must be
refitted together with pipe No. 15 before the valve
body is fitted.
Fit the delivery and lubrication oil pipes to the oil

pump and clamp them in position.
Fit the delivery pipe about 27 mm from the front
edge of the primary drive housing.
Note:
Check that the O-ring on the V-shaped suction pipe
is undamaged.
Fit the valve body and N-D accumulator together

with the spring. At the same time, check that the oil
pipes enter the valve body correctly. Make sure that
the N-D accumulator lever engages correctly and
coax the suction pipe into place when fitting the
valve body. Fit the bolts at points 1-5 and align the
valve body. Tighten the valve body bolts at points 3
and 4.
Then remove bolts 1, 2 and 5 for fitting at a later
stage together with filter and overflow pipes.
Saab 900
472-56
Using a mirror fitted 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 of the guide pulley. Check that the oil
strainer seal is undamaged. Fit the sealing ring with
its heavier part towards the suction pipe.
Fit oil pipes 5-15, the overflow pipes and the oil
strainer as shown in the diagram, see page 23in this
section.
Fit the front oil pan. Make sure that the pan is clean
and fit a new gasket. 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 protective plate.
Lower the car to the floor.
Note:
Under no circumstances should fluid of type A. SUFFIX A or DEXRON be used.
S 4/151
I:
2 Fill up with ATF fluid of Ford M2C.33G (or F)

type.
3 Check and adjust the selector positions, see
page 1 in section 444.
4 Check the oil pressure, see section 444.
5 Test the car on the road and fill in the test report
form.
Saab 900
Location of the magnet in the oil pan.
472-57
Parking pawl, checking and
adjusting
In connection with refitting the valve body, the clearance between the parking pawl and the ring 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 possible without removing the transmission from the car.
Move the selector rod to position R and measure

the distance between the pawl and the crown of
the tooth opposite it. This distance should not be
less than 0.90 mm (0.035").
The selector rods are identified as follows:
Gear selector rod

Length
Marking
Spare part No.
Short
3 rings
9344136
2 lugs
7542962
4 rings
9344144
4 lugs
7542970
5 rings
9344151
t
Long
6 lugs
f
I
I
I
...!
7542988
i I
_,II
..-,
I i
i~
1 Ring gear
2 Pawl
3 Expanding pin
4 Plunger
5 Gear selector rod
Saab 900
1-------...,...::;....
472-58
2 If the pawl clearance is outside the specified limits by only a small amount, this can be remedied
by a combined adjustment of the 1st-2nd accumulator plate and the valve body. Such adjustment affects the lever so that the gear selector
rod is moved lengthwise.
=+--
==
1
2
3
4
N-D accumulator lever

Accumulator plate
Lever
Gear selector rod
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 mounting 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 half the expanding pin is visible outside the pawl, the pawl is of
the correct length, but if the whole of the expanding
pin is visible a longer pawl should be used. If no part
of the expanding pin is visible, use a shorter pawl.
-t
I
..!
-=.f~ ;1'I:11-,-----~~
I
rI
1
2
3
4
5
Length
Marking
Spare part No.
Short
Violet
7542384
Red
7542376
Blue
7542368
White
7542350
Green
7542343
Long
Ring gear
Pawl
Expanding pin
Plunger
Gear selector rod
--.)
Saab 900
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
Differential
473-9
Inner driver with differential
bearing seats . . . . . . . . . . . . . . . 473-10
The crown wheel and pinion are 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 firstly the distance from the end
face of the pinion to the centre of the 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 installed,
these measurements must be accurately adjusted
by means of shims and a special measuring instrument. The pinion gear shims are placed next to the
bearing housing of the pinion shaft bearings and the
crown wheel (differential) shims are distributed between the two differential bearing seats.
Adjusting 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 example below.
End face of pinion
\ ote:
Before dismantling the transmission, always measure the positions of the pinion and crown wheel.
Tllis provides a check on whether the setting may
have been incorrect. If the pinion shaft and crown
wheel assembly has been in use for less than 10,000
km, the setting can be adjusted. After longer mileages, when the gears will have worn themselves into
a certain position, the parts should be reassembled
with the same settings as were measured prior to
dismantling.
+3 =
measurement for pinion setting.
R913 = mating number, also stamped on crown wheel.
=
pinion not offset - shaft centreline intersects crown
wheel centreline. All pinions are marked 0 and
this datum has no relevance to the adjustment.
Saab 900
473-2
Before measuring
The following preparations must be made prior to

measuring the pinion gear settings:
"j.
I"
.1
I~
l~
l~
I,
Ii I
The pinion shaft nut must be tightened to: (Type 37)

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 dynamometer (attached to a cord wound round the pinion 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)
Tool 83 90 155 consists of a measuring jig with attached indicator dial. A ground gauge block is provided for calibration 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. Measure the pinion gear position as shown in the Fig.
1 Crown wheel
2 Pinion
3 Standard measurement
Measuring
1 Check that the pointers of the instrument are zeroed when the measuring point touches the
gauge block, see Fig.
Saab 900
473-3
2 Place the instrument in the differential housing

with the point applied to the flat end of the pinion
gear and take a reading.
I
,.
3 When the pinion gear is correctly positioned, the

dial should show the number of hundredths of a
millimetre (+ or -) stamped into the pinion, with
a permissible tolerance of 0.05 mm.
"'\,
i
If the pinion is marked -7 the dial should give a reading of
-0.07 0.05 mm.
Check the dial to make sure whether the reading is positive or negative.
If the pinion is marked + 3, the dial should give a reading

of +0.003 0.05 mm.
Saab 900
473-4
Shimming
If the measured reading is outside the permissible
tolerance, adjustment will be necessary. This should
be done with shims placed between the pinion bearing housing and the transmission case, see Fig.
1 Pinion bearing housing

2 Transmission case
3 Shims (see table)
Shim table
Shims
Location
Thickness, mm
Between pinion 0.10
bearing hous0.15
ing and trans0.30
mission case
Part No.
9334962
9334970
9334988
Checking the measuring jig

The measuring jig is a precision-built tool and
should be handled with care to avoid knocks and
deformation. If there 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 measured for this purpose.
I
I
I
I
0:
SIS41
" ~ .'
.
.1'
'. r
I~
,:
Saab 900
I
Differential and pinjon/crown wheel gear
473-5
Adjusting the crown wheel

backlash
/
Certain particulars for adjustment of orown wheel
backlash are stamped into the crown wheel as
shown in the Fig.
The backlash should be checked at four points
round the circumference of the crown wheel and
must deviate by more than 0.05 mm from the specified measurement of 0.17 mm.
Crown wheel backlash is adjusted by means of
shims. Up to four shims may be used in suitable
combinations.
Crown wheel markings

870488 =
9.35
=
73-04 =
=
02
-17
=
Component number (not part No.).

ratio.
date of manufacture (for identiiication).
MatedaLcode.
Backlash 0.17 mm . 0.05 mm.
(Note: if this information is not specified, 0.17
0.05 r mm shouldbe assumed.)
= Mating number, also stamped on the pinion.
0
1330
Measuring and shimming

Adjustment of differential
bearings
Note:
Any adjustment must be made before the pinion
shaft is refitted.
(If only the final drive has been dismantled for replacement of the differential bearings, the crown
wheel must also be dismantled before the bearing
pre-load can be adjusted.
Saab 900
473-6
1 Place the differential in 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 Nm (15-18.5 Ibf ft)
3 Oil the differential bearings and fit the right-hand
bearing seat.
Tightening torque, right-hand bearing seat:
2.2 Nm (1.65 Ibf ft)
4 Use a feeler gauge to measure the clearance

between the transmission case and the bearing
seat at two points opposite each other and take
the average of the two measurements.
Then select shims corresponding to this result
plus an increment of 0.20 mm to obtain the correct bearing pre- loading.
Note:
The method described above applies to both new
and old bearings.
The pre-load obtained in this way can be measured
by means of a torque wrench and driver
8790818.
Saab 900
473-7
Ensure that adjustment is carried out to the correct

values. The following values are for the rolling
torque.
New, lightly
1.8-2.8 Nm
Bearings used for
0.8-1.3 Nm
oiled bearings
(1.3-2.0 Ibf ft)
more than 2,000 km
(0.6-1.0 Ibf ft)
Alternatively, the old shim combination can be refitted, 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.
Shim table
Shims
Location
Thickness, mm
Part No.
0.10
0.15
0.30
0.50
8341
8341
8341
83 41
-------'--------:.....:....~---'----~-
Between differential bearing

seat and transmission case
604
612
620
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 900
473-8
Adjusting the crown wheel

backlash
1 Place the differential complete with crown wheel
in the transmission case.
.'
"I
ji
2 Fit the left-hand bearing seat (the one with the

speedometer drive) without shims and the righthand bearing seat with the 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 Ibf ft)
3 Mount the indicator dial as shown in the Fig. 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 adjusting the backlash. The total thickness of the set
must not be altered.
Saab 900
473-9
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 replacement of the outer bearing races, see "Dismantling the inner driver", page 475-2.
4 Remove the locking pin which secures the dif-
ferential pinion shaft and carefully tap out the

shaft. Collect the pinions and wear washers.
5 Undo the crown wheel bolts and remove the
crown wheel.
Assembly, 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. Check the bearing preload and adjust the set of shims, if necessary
(see inner driver and bearing seats).
4 Remove the differential and bearing seats
5 Fit the crown wheel and tighten the bolts with the
specified torque. Secure the bolts with locking
fluid.
Tightening torque:
90 10 Nm (66 7 Ibf ft)
Saab 900
473-10
6 Place the pinions and wear washers in their positions and press in the differential pinion shaft.
Fit the locking pin.
~.
"(
7 Fit the differential and differential bearing seats

in the transmission case.
8 Check and if necessary adjust the crown wheel
backlash (see "Inner driver with bearing seats").
9 On final assembly of the differential bearing

seats, coat the threads of the 12 bolts with sealing compound.
Tightening torque
23-28 Nm (17-21 Ibf ft)
10 Fit the final drive cover.
Inner driver with differential

bearing seats
To remove"
Undo the differential bearing housing retaining bolts
and remove the housing together with the inner
driver using puller 87 90 776 and sliding hammer 83
90 270. Collect the shims.
To dismantle
1 Remove the circlip from the driver.
'C'
(f)
Saab 900
Differential and pini,on/crownwheel gear,
473-11
2 Press the driver out of the differential bearing

housing.
3 Using a screwdriver, remove the sealing ring
without damaging the bearing bracket.
4 Remove the speedometer drive from Jhe lefthand bearing seat.
5 Press out the ball bearing, using tool 7841067.
I
6 Remove the differential bearing races, using a
suitable drift. A washer is located inside the bearing race in the right-hand differential bearing
seat (the one without the speedometer drive)
and its purpose is to improve lubrication of the
ball bearing.
7 Remove the O-ring from the groove in the bearing seat.
~ ~'1'
9 8765
I
1
_-.._!!4SJE
Inner driver with bearing
1
2
3
4
5
6
7
8
9
Saab 900
Inner driver
Spring with plunger
Sealing ring
Bearing bracket
Ball bearing
Circlip
Oil level washer
Bearing race
a-ring
473-12
To assemble
1 Press the ball bearing into the bearing bracket,
using tool 7841 141.
,, .I
I:
r
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.
3 Using drift 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 using sleeve 78 41 067.
6 Fit the circlip, using circlip pliers.
7 Fit the speedometer drive.
8 Fit the a-ring in the groove in the bearing seat.
Saab 900
III
473-13
To fit
See page 473-6 for adjustment of the differential
bearing pre-load and adjustment of the backlash.
1 Check that the a-ring is fitted 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, complete with inner driver, on the transmission.
Coat the threads of the 12 bolts with sealing

compound.
3 Check the backlash while tightening the bearing
seat. Tighten the retaining bolts with the specified torque.
Tightening torque, differential bearing seats
23-28 Nm (17-21 Ibf ft)
4 Check the backlash by measuring it at four

points.
Saab 900
Universal joints
475-1
Universal joints
Inner universal joint
To remove . . . . .
475-1
. . . 475-2
. 475-2
. 475-4
To fit . . . .
Inner drive shaft
Inner 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. The driver is
locked axially by means of a circlip inside the ball
bearing and also by a spring and a plunger at the
end of the driver which bears against the differential
shaft.
The driver is removed from the transmission complete with the differential bearing seat. The external
design of the driver is in the form of a sleeve in which
there are recesses for the three-bearing universal
joint of the inner drive shaft. When the car is in motion, 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
connection with reconditioning or when it is removed for some other reason.
Inner universal joint (and inner drive shaft)
S 4/152
Driver and tripod

Saab 900
475-2
Universal joints
To remove
l' a Undo the upper damper mOtlnfmg before rais-
ing the: car from the floor.

Jack up the front assembly and remove the
wheeL
e the brake caliper and suspend it at the
Remov
2
wheel housing, taking care not to damage the
brake hose, and. thEHemove the brake disc.
3 Remove the large clip from the rubber gaiter on
the inner universal joint
When separating the inner universal joint, fit
cover
73 23 736 in the rubber gaiter to prevent the needle bearings from falling out and also to prevent
dirt from entering the joint. Fit protective cover
78 38 469 on the inner driver.
4 Disconnect the track rod from the track arm, ustool
ing
upper
the
from
nut
the
89 95 409 and remove
ball joint. Remove the bolts from the lower wishbone bracket.
5 Withdraw the drive shaft through the wheel
housing and remove the entire front axle assembly. For particulars of removing the inner driver
from the transmission and refitting it, see section
473;
6 If the rubber gaiter on the inner or outer universal joint is to be replaced, remove the shaft from
the outer joint. See "Outer universal joint" on
page 4in this section.
The rubber gaiters can then be removed from
the shaft.
To fit
First make sure that the inner driver is thoroughly
clean and then pack it full of grease. To be sure
of using the right quantity, the gaiter should also
be packed with grease, 130 g in all, of which the
inner driver holds about 80 g.
Lubric ant
Soft EP grease having a lithium-lead base which can
withstand wide variations in temperature and load.
Consistency: ESSO Beacon EP2 type or the equivalent.
Saab 900
Universal joints
475-3
2 Fit the rubber gaiters on the intermediate drive

shaft and mount the shaft and rubber gaiter on
the outer universal joint. see "Outer drive shaft"
on page 4in this sectiol'l.
3 Pack the needle bear.ings with grease and mount
them on the drive shaft.' F:it cover 73 23 736 in
the rubber gaiter to preve-ritthemeedle bearings
from falling out and dirtfrom"er.Jtering. Then push
the shaft with rubber gaiter through the wheel
housing.
4 Remove the cover from the 'rubber gaiter and
push the shaft with needle bearings into the inner driver. Then fit the rubber gaiter and clips.
5 Fit the steering swivel member and track arm.
6 Fit the brake disc and brake caliper.
7 Place a jack under the outer end of the lower
spring arm. Jack up slightly and fit the damper
1
". nuts.
8 Fit the wheel and lower the car to the floor.
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 900
475-4
Universal joints
Outer universal joint

The outer universal joint transfers the power from
the intermediate shaft to the outer drive shaft. The
outer drive 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 means of a circlip accessible through a recess in the hub. 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.
S 6/0'
Removal and refitting

See Group 7, section 774.
6
1
2
3
4
5
6
Saab 900
Locknut
Washer
Hub
Outer drive shaft
Bearing with seals
Saab Automobile AS
Trollhattan, Sweden
Pnnled 10 Sweden. Graphic Systems AB. Gbg 1992.19104

4.2 - Automatic Transmission (OCR)

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4.2 - Automatic Transmission (OCR)

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SERVICE MANUAL

024 Technical data

444 Transmission control

Differential and pinion/crown wheel

475 Universal joints

Equivalent unit and symbol

Saab Automobile AB 1992

Identification of torque converters for automatic transmission units

Type designation, model year 1984 and later

Gear ratio designations

Manufacturer and type

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

8.0 (8.40). When changing the fluid, only abc

009 Turbo, 011 Turbo

Torque converter ratio

900 Turbo, not US

900, i, i16, S16

900i, i16, S16

900 GL, i, 900 US,

900 US, 900S GA33207 (008)

900 Turbo, not GA43707 (011)

900 Turbo 16S GA53307 (009)

900 Turbo 16 GA53307 (009)

900 Turbo 16 GA53307 (009)

Road speed, km/h per 1,000 rpm

900i, i16, S16 GA33308 (013)

900i, i16, S16 GA33308 (013)

900i, i16, S16 GA33308 (013)

900 Turbo 16 GA53408 (014)

900 Turbo 16 GA53408 (014)

1) 165 SR 15: Dyn. rolling radius 312 mm

6) 185/65 SR 15: Dyn. rolling radius 301 mm

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

7) 185/65 TR15: Dyn. rolling radius 301 mm

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

8) 185/65 HR 15: Dyn. rolling radius 301 mm

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

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

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

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

Road speed, km/h per 1,000 rpm

900i, i16, 816 GA33308 (013)

900 Turbo 16 GA53408 (014)

900 Turbo 16 GA53408 (014)

900 Turbo 16 GA53409 (016)

900 Turbo 16 GA53409 (016)

900 Turbo 16 GA53409 (016)

1) 165 8R15: Dyn.rolling radius 312 mm

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

',2400-2700 rpm at 0.40

2250-2550 rpm at 0.30

Light throttle shifting. Start from stationary with

Kick-down. Accelerator pressed to floor.

*** Rolling to rest. Release the accelerator and let

2400-2700 rpm at 0.40

Front brake band adjusting screw

Rear brake band adjusting screw

Torque converter to drive plate (8)

Chain cover to torque converter

Slacken rear brake band

Transmission casing to torque converter housing (10)

Sprocket to turbine shaft

Sprocket to input shaft in