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My Saab has stopped in the middle of the street and started no more!!! After I replaced my old injection pump (Saab 93- 2,2 tid- 2001), also my engine dose not start!..very poor fuel pressure coming tu injectors...I understand that my car/pump computer must be recodding/reseted??..What Programme must be used in this way??..for old pump, the errors code are P0606, also p 1633( despite my pump/car computer has checked by a recognised company and they found ok my electronics mounted on the pump!)....The problem is , after I change the pump (complete!) the simptoms are the same!.....must I recodding the pump?? thanks a lot for some replies!

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6 Suggested Answers

6ya6ya
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Posted on Jan 02, 2017

  • 1 Answer

SOURCE: car won't start

There is a recall on this model for problems with the Engine Control Module/Coil Pack. This causes the engine to not start. Take it to the nearest Saturn dealer and get it repaired free of charge. This problem can eventually burn up your catyletic converter which will lead to much more costly repairs. There are actually 3 recalls on this vehicle. Take it to the dealer and get it taken care of. It will be like driving a new car once the repairs have been made!

Posted on Oct 07, 2008

lastech
  • 408 Answers

SOURCE: Mercedes 2.3-16v 1987 Cosworth flooding injection system

hi,seem all part have been check,to check further,you need to use a pressure gauge, to check the lower and upper chamber of your fuel distributor,only dealer have the tools,valve clearance is a hydraulic valve,no need to adjust,seem your car start,engine timing is ok,ty

Posted on Apr 01, 2009

  • 677 Answers

SOURCE: how to bypass the turbo on my saab 93 2.2 tid

No you can't.Internal damage will be done to the engine.Sorry to tell you this.

Posted on Aug 01, 2009

blueextc3221
  • 15935 Answers

SOURCE: 2001 Chevy Malibu, 89,000 miles, 3.1 engine, won't start

CLICK HERE for the injector schematic.
CLICK HERE for the Ignition schematic.

Since the PCM uses info gatheres from the crank and cam sensors to calculate ignition - and there are no OBD codes - in all likelihood, the PCM itself is bad.

The Ignition Module, also transmits to the PCM.

It appears after all your testing - that the PCM is at fault.

It does not error report on itself (unfortunately).

The ignition timing is controlled by the Powertrain Control Module (PCM). No adjustment is necessary (distributorless ignition) or possible.

Please see the following....

The ignition timing is controlled by the Powertrain Control Module (PCM). No adjustment is necessary or possible.
The engines covered by this manual are equipped with distributorless ignitions, ignition timing is controlled by the Powertrain Control Module (PCM), as applicable. No adjustments are possible. If ignition timing is not within specification, there is a fault in the engine control system. Diagnose and repair the problem as necessary.
Ignition timing is the measurement, in degrees of crankshaft rotation, of the point at which the spark plugs fire in each of the cylinders. It is measured in degrees before or after Top Dead Center (TDC) of the compression stroke.
Ideally, the air/fuel mixture in the cylinder will be ignited by the spark plug just as the piston passes TDC of the compression stroke. If this happens, the piston will be at the beginning of the power stroke just as the compressed and ignited air/fuel mixture forces the piston down and turns the crankshaft. Because it takes a fraction of a second for the spark plug to ignite the mixture in the cylinder, the spark plug must fire a little before the piston reaches TDC. Otherwise, the mixture will not be completely ignited as the piston passes TDC and the full power of the explosion will not be used by the engine.
The timing measurement is given in degrees of crankshaft rotation before the piston reaches TDC (BTDC). If the setting for the ignition timing is 10 BTDC, each spark plug must fire 10 degrees before each piston reaches TDC. This only holds true, however, when the engine is at idle speed. The combustion process must be complete by 23° ATDC to maintain proper engine performance, fuel mileage, and low emissions.
As the engine speed increases, the pistons go faster. The spark plugs have to ignite the fuel even sooner if it is to be completely ignited when the piston reaches TDC. Spark timing changes are accomplished electronically by the engine and ignition control computers.
If the ignition is set too far advanced (BTDC), the ignition and expansion of the fuel in the cylinder will occur too soon and tend to force the piston down while it is still traveling up. This causes pre ignition or -knocking and pinging-. If the ignition spark is set too far retarded, or after TDC (ATDC), the piston will have already started on its way down when the fuel is ignited. The piston will be forced down for only a portion of its travel, resulting in poor engine performance and lack of power.
Timing marks or scales can be found on the rim of the crankshaft pulley and the timing cover. The marks on the pulley correspond to the position of the piston in the No. 1 cylinder. A stroboscopic (dynamic) timing light is hooked onto the No. 1 cylinder spark plug wire (2.2L engine only, on the 2.4L engines, special adapters are needed) . Every time the spark plug fires, the timing light flashes. By aiming the light at the timing marks while the engine is running, the exact position of the piston within the cylinder can be easily read (the flash of light makes the mark on the pulley appear to be standing still). Proper timing is indicated when the mark and scale are in specified alignment.


WARNING When checking timing with the engine running, take care not to get the timing light wires tangled in the fan blades and/or drive belts.

The engines covered by this manual are equipped with distributorless ignitions, ignition timing is controlled by the Powertrain Control Module (PCM), as applicable. No adjustments are possible. If ignition timing is not within specification, there is a fault in the engine control system. Diagnose and repair the problem as necessary.




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Posted on Aug 18, 2009

  • 11 Answers

SOURCE: saab 9-5 3.0 tid 2004,turning over but not

have you tried bleeding the injectors by just cracking the unions until you see fuel leaking then tighten them as i stupidly run out of fuel and my 3.0tid wouldnt start even when recovery company tried and that is what it turned out to be an air lock

Posted on Apr 04, 2010

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