Saab 9-5 (1997 – 2009) Review

• January 0001
• September 2003

Check the mileage carefully. Clean oil essential on all SAAB 4-cylinder chain-cam engines: needs changing ever 5,000 - 6,000 miles. Unlike the Epsilon based 9-3, the Vecta based 9-5 continued with the older SAAB b205/235 engine that is prone to sludging up of the oil feed to the balancer shaft sprocket. Those this issue was addressed by a breather update in 2004 it it essential to change the oil and filter every 5k miles, to flush the old oil, and to drain from the sump plug. Do not siphon the old oil out or you will leave sludge in the sump

Listen for timing chain rattle on 4-cylinder SAAB engines. Reports of a sludge problem in 4 cylinder engines that led SAAB to issue an 8 year engine warranty in early 2005. Essential to change the oil and filter every 5k miles, to flush the old oil, and to drain from the sump plug. Do not siphon the old oil out or you will leave sludge in the sump.

Further rumour of oil sump pick up becoming blocked from carbon from the engine as the oil gets cooked by the exhaust being too close to the sump. This is fixed 'in service' by SAAB dealers, but costs £150 as a separate job. This can be the result of the service garage not using fully synthetic oil. Oil sludge then develops, burns off, glazes the cylinders/pistons and blocks the sump and oilways with with sludge. The oil light does not come on until complete lack of oil pressure occurs, which is usually too late.

Better to go for a later model with the 2001/2002MY improvements.

Make sure the trip computer works as can cost £500 to fix.

Rear dampers can fail prematurely. Aisin-Warner autoboxes prone to failure because friction-fitted metal bush carrying a gear wheel can slip along its shaft interfering with the flow of transmission fluid to the torque converter and, when reversing, simultaneously engaging forward and reverse ratios, resulting in burnt out clutches.

Seems to be a problem with exhaust gas recirculation valves of 3.0 V6 diesel: only last about 12k miles. SAAB advises that the oil level of 3.0V6 diesels should be checked with the engine hot and after it has been standing for five minutes. Best to remove dipstick first because leaving it in prevents oil draining down the dipstick tube. 3.0V6 diesels can use up to a litre of oil every 1,400 miles when towing a caravan. Engines must not be re-started if overfilled with oil. One reader suffered two 3.0V6 diesel engine failures in 42,000 miles.

Poor starting and cutting out after starting of 2.2DI 16v caused by airleaks through fuel injector seals.

Avoid AVON tyres and SAAB 9-5s fitted with them unless they a re the later ZV5.

On 1.9JTDM timing belt drives waterpump and waterpump failure can fling it off in as little as 40k miles, wrecking the engine.

1.9 diesel autos vulnerable to failure of heat exchanger in radiator admitting coolant to the ATF and wrecking the transmission. On cars just out of warranty GM SAAB will usually contribute 40%.

Unfortunately 1577 TSB can result in a good Ignition Discharge Module being replaced by a bad one.

1.9 diesels can be delightful to drive, but give a lot of problems:

Failed inlet manifold swirl flaps (and the flaps can beak and be ingested by the engine).

Failed EGRs.

Choked DPFs.

Failed timing belts, often because the waterpump seized. Belt, tensioner, pulleys and waterpump need replacing every 40,000 miles. More info about 1.9CDTI timing belt failures here: 1.9CDTI Timing Belt Failures

Failed oil pumps.

Failed alternators.

Failed dual mass flywheels.

Failed turbos.

Failed throttle bodies also a problem.

Poor performance of 2.2 diesel can be due to faulty solenoid in EGR valve.

Important to reprogramme ECU of 1.9 diesel with latest software specifically developed to cope with town driving. DPF regenerations are prompted by a drop in pressure in the exit end of the DPF which is sensed when it begins to get clogged.

Already a shortage of replacement rear screens.

Repeated problems with ABS warning light of 2007/57 SAAB 9-5 Aero estate which now 60,000 miles. For two years I suffered a recurring problem which local garage (managed by a SAAB enthusiast – formerly service manager at a SAAB dealer) has failed to fix despite spending what must be hundreds of hours (most of them not charged for) on the problem. Three waring lights come on together as described in this article:http://www.saabscene.com/forum/threads/131388-ABS-light-brake-warning-light-and-warning-light-all-on! Additionally, when the lights are on, the brakes sometimes “grind” or “creak” (I’m sorry that descriptive language is failing me here). Garage have confirmed, on several occasions, that they can find nothing wrong with the brakes. The diagnostic points to a faulty offside rear sensor. Garage have replaced this twice and swapped it with the nearside sensor all to no avail. They have also checked (twice) every inch of the wiring on the offside. They have sent the ABS unit back to be checked – no fault was found. While they were waiting the manufacturer supplied a replacement ABS unit & the same fault appeared; the original unit is back on the car. Speculation that might be a rusted reluctor ring.

SAAB 9-5 3.0V6 TiD waterpump is driven by the serpentine aux belt, not by the timing belt. Enquiry whether to replace aux belt and waterpump at 92k miles. Suggested good idea.

Sticking fuel gauge when about 1/4 full in SAAB 9-3s and 9-5s caused by fuel tank baffle becoming loose and jamming the float on the sender unit. Simply SAAB of Keynsham near Bristol fixes by accessing the tank from under the rear seat and removing the baffle. The gauge will then work perfectly as does the low fuel warning.