Question about 1995 Saab 900
Problem: Giving full power (hot engine, after driving several miles) the turbo gives full power and then, like the pressure is too high, reduces pressure. It feels like you are pumping the gas pedal all the time - power - no - power - no power - no. This effect can also be seen on the turbo pressure panel. If you keep standing on the gas, this symptom keeps for a while and then suddenly the car works like normal!? The test system cannot find any fault! Does anyone have a clue, where this fault comes from, and how it could be solved? I have the same problem exactly, and I'm suffering to solve it, can you please confirm if you have already solved it? if so please explain the solution in details. i have the 95` 900s and have the exact problem and noone knows why, only difference is mine has no turbo.
Sounds like the recirculation valve (aka diverter valve) is failing. A lot of turbo cars that have them end up with failures from them, since they're usually cheaply made from plastic, and the diaphragms inside don't hold up over time.
What the valve does is, when you shift, there is a backsurge of boost air that hits the closed throttle plate. The diverter valve (DV) opens and dumps the air back into the intake piping. It's kept closed during acceleration by spring and manifold pressure. When you shift, the pressure drops on the backside of the valve and it opens, venting the excess boost air. If your valve is failing, just the pressure of boost in the intake piping could be pushing it open, causing the acceleration to slow. I'd look into a replacement diverter/recirculation valve.
Posted on Jul 31, 2008
I have a 1995 saab 9-3 2.5, my check gear box light comes on when when i accelerate , my heater cuts off , it will drive fine, then when the check gear box light comes on it start driving sluggish. Anyone knows about the winter mode on these cars
Posted on Jan 16, 2009
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Posted on Jan 02, 2017
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Nov 11, 2014 | 2003 Saab 9-3
The engine and automatic transmission in this vehicles drive train are fully electronically controlled by a computer called the PCM (Power Train Control Module). Whenever a problem like this occurs the computer stores a record of the problem (there are of course some exceptions to this, like the fuel pump, engine coolant temperature sensor and MAF sensor for instance) in the form of a fault code in its memory, to read these fault codes you must have the systems memory scanned with a special tool. Once the fault code(s) are read you then must perform the appropriate diagnostic testing to find and resolve the problem(s) DO NOT REPLACE ANY PARTS UNTIL A TRAINED TECHNICAIN HAS DIAGNOSED THE PROBLEM TO AVOID SPENDING YOUR HARD EARNED MONEY ON PARTS THAT MAY NOT CORRECT THE PROBLEM
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