IllustrationTAKATA AIR BAG AND THE DEALER DOES NOT HAVE THE PART TO FIX IT
2008 Saab 9-3
Owner reports · Recalls · Investigations
More warning signs than most 9-3 years
Owner complaints for the 2008 Saab 9-3 are substantially higher than the model-year median of 61.5.
About this comparison →How this year compares
Owner complaints by model year
Compare all 9-3 years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
100–25K
1825–50K
2150–75K
3275–100K
21100–150K
5150K+
107 reports with mileage · 77 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Air Bags. Review the 71 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine. Review the 66 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Fuel/propulsion System. Review the 13 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
5 crash reports1 fire reports3 injury reports
What owners actually said
184 reportsTL* THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART NEEDED TO REPAIR THE VEHICLE WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOTIFIED OF THE ISSUE. T…
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TL* THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART NEEDED TO REPAIR THE VEHICLE WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOTIFIED OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE.
TAKATA RECALL I RECEIVED THE LETTER STATING MY CAR WAS INCLUDED IN THE TAKATA RECALL BUT THE PARTS TO FIX THE RECALL WERE UNAVAILABLE AT THIS TIME. HOW AM I SUPPOSE TO FEEL SAFE DRIVING MY CAR KNOWING IN THE BACK OF MY HEAD THAT I MAY POTENTIALLY DIE IF SOME LUNATIC RUNS INTO ME? I CAN NOT AFFORD TO BUY A NEW CAR BUT I ALSO C…
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TAKATA RECALL I RECEIVED THE LETTER STATING MY CAR WAS INCLUDED IN THE TAKATA RECALL BUT THE PARTS TO FIX THE RECALL WERE UNAVAILABLE AT THIS TIME. HOW AM I SUPPOSE TO FEEL SAFE DRIVING MY CAR KNOWING IN THE BACK OF MY HEAD THAT I MAY POTENTIALLY DIE IF SOME LUNATIC RUNS INTO ME? I CAN NOT AFFORD TO BUY A NEW CAR BUT I ALSO CANT AFFORD TO BE CARLESS. ARE THERE ANY OTHER OPTIONS AT THIS POINT? MY LIFE SHOULD NOT BE IN DANGER BECAUSE THERE ARE NO PARTS. THIS IS NOT MY FAULT AND I BELIEVE THE MANUFACTURER SHOULD BE COMPENSATING US BY AT LEAST GIVING US A RENTAL CAR UNTIL THE FATAL RECALL CAN BE FIXED.
TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART TO DO THE REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE ISS…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART TO DO THE REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. VIN TOOL CONFIRMS PARTS NOT AVAILABLE.
TAKATA RECALL-I HAVE CALLED EVERY NUMBER PROVIDED ON THE RECALL NOTICE ONLY TO BE PLACED ON HOLD, AND THEN SENT TO A VOICEMAIL. I CALLED MY DEALERSHIP PERRINE AUTO GROUP OF CRANBURY NJ, WHO TOLD ME THE AIRBAG WARNING/RECALL WAS NOT A BIG DEAL AND THEY HAD NO IDEA WHEN A PART WILL BE AVAILABLE. THE RECALL STATES THAT DEPLOYMENT…
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TAKATA RECALL-I HAVE CALLED EVERY NUMBER PROVIDED ON THE RECALL NOTICE ONLY TO BE PLACED ON HOLD, AND THEN SENT TO A VOICEMAIL. I CALLED MY DEALERSHIP PERRINE AUTO GROUP OF CRANBURY NJ, WHO TOLD ME THE AIRBAG WARNING/RECALL WAS NOT A BIG DEAL AND THEY HAD NO IDEA WHEN A PART WILL BE AVAILABLE. THE RECALL STATES THAT DEPLOYMENT CAN RELEASE METAL FRAGMENTS AND LEAD TO SEVERE BODILY INJURY OR DEATH. I ASKED FOR A LOAN VEHICLE AND WAS TOLD THAT THEY WILL NOT ALLOW A LOAN BECAUSE GM HAS NOT AUTHORIZED THIS.
CAR WAS MANUFACTURED WITH A BAD SET OF INTAKE VALVES WHICH IS NOTED ON MANY SAAB OWNER THREADS. VALVES BREAK DOWN IN COLD WEATHER AROUND 50K MILES. CAR STARTS AND BOTTOMS OUT SOMETIMES AND HAS ROUGH IDLE UNTIL WARMED. ACCELERATING WHILE ENGINE IS COLD CAN CAUSE SAFETY ISSUE. QUOTED REPAIRS RUN $2000-3000.
THERE ARE NO PARTS AVAILABLE TO FIX THE PROBLEM EVEN THOUGH MY CAR WAS RECALLED AND I RECEIVED NOTIFICATION,
TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS) HOWEVER, THE PART TO DO THE REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOT MADE AWARE OF THE …
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TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS) HOWEVER, THE PART TO DO THE REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. VIN TOOL CONFIRMS PARTS NOT AVAILABLE.
DEFECTIVE INTAKE VALVES. REPAIR CENTER SPECIALIZING IN SAAB PERFORMED COLD COMPRESSION TEST ON CYLINDERS AND FOUND THAT 2 OF 4 HAD LOW COMPRESSION. INFORMED ME THAT THEY HAVE FOUND 90% OF THE SAABS THEY TEST FROM 2007-08 HAVE THIS PROBLEM FROM CHEAP VALVES USED SPECIFIED BY GM.
INTAKE VALVE ISSUE - CAR WILL NOT START ON A COLD DAY AND, SOMETIMES AT A STOP SIGN /LIGHT, WILL STALL - HAD TO TWO MECHANICS DEPICT THE ISSUE AND IT IS THE INTAKE VALVE ISSUE - MANY SAAB'S HAVE REPORTED THIS ISSUE AND NOTHING WAS DONE BY GM - I CALLED GM AND THEY SAID THAT THEY ARE NOT RESPONSIBLE - THIS ISSUE HAS BEEN REPOR…
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INTAKE VALVE ISSUE - CAR WILL NOT START ON A COLD DAY AND, SOMETIMES AT A STOP SIGN /LIGHT, WILL STALL - HAD TO TWO MECHANICS DEPICT THE ISSUE AND IT IS THE INTAKE VALVE ISSUE - MANY SAAB'S HAVE REPORTED THIS ISSUE AND NOTHING WAS DONE BY GM - I CALLED GM AND THEY SAID THAT THEY ARE NOT RESPONSIBLE - THIS ISSUE HAS BEEN REPORTED SEVERAL TIMES AND THERE ARE SEVERAL THREADS AS WELL.
Official recalls
216V063000 · Air Bags:frontal:driver Side:inflator Module
Feb 3, 2016
General Motors LLC (GM) is recalling certain model year 2006-2011 Saab 9-3 vehicles manufactured May 31, 2002, to February 15, 2011, 2006-2009 Saab 9-5 vehicles manufactured June 7, 2005, to May 28, 2009, and 2008-2009 Saturn Astra vehicles manufactured April 11, 2007, to July 24, 2008. Upon deployment of the driver's frontal air bag, excessive internal pressure may cause the inflator to rupture.
Consequence & remedy
Consequence: In the event of a crash necessitating deployment of the driver's frontal air bag, the inflator could rupture with metal fragments striking the driver or other occupants resulting in serious injury or death.
Remedy: GM will notify owners, and dealers will replace the driver's frontal air bag inflator on Saab 9-3 and 9-5 vehicles and will replace the driver's frontal airbag module on Saturn Astra vehicles, free of charge. The recall began on March 1, 2017. Owners may contact Saab customer service at 1-800-955-9007 or Saturn customer service at 1-800-553-6000. GM's number for this recall is 28810.
14V318000 · Seat Belts:front:retractor
Jun 12, 2014
General Motors LLC (GM) is recalling certain model year 2004-2011 Saab 9-3 Convertible vehicles manufactured July 30, 2003, to February 15, 2011. In the affected vehicles, the driver's side front seat belt retractor may break, causing the seat belt webbing not to retract.
Consequence & remedy
Consequence: In the event of a crash, a seat belt that has not retracted may not properly restrain the seat occupant, increasing their risk of injury.
Remedy: GM will notify owners, and dealers will replace the driver's seat belt retractor, free of charge. The recall began on October 6, 2015. Owners may contact Saab customer service at 1-800-955-9007. GM's number for this recall is 14222. Note: Special Coverage 10086 will replace the passenger side seat belt retractor if it fails, free of charge, for the life of the vehicle.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
2EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
PE08005 · Reduced Brake POWER-ASSIST
Opened Jan 28, 2008 · Closed Jun 3, 2008
Status: closed (inferred from source dates) · Service Brakes, Hydraulic:power Assist:vacuum; Service Brakes, Hydraulic:power Assist:vacuum:hoses, Lines/piping, And Fittings
SAAB AUTOMOBILE AB, A SUBSIDIARY OF GENERAL MOTORS CORP. (GM), MANUFACTURED 12,317 SUBJECT VEHICLES THROUGH FEBRUARY 15, 2008, EQUIPPED WITH THE HIGH FEATURE V6 TURBOCHARGED ENGINE IDENTIFIED BY REGULAR PRODUCTION OPTION LP9.A TANDEM VACUUM BRAKE BOOSTER ASSEMBLY PROVIDES BRAKE POWER-ASSIST.THE ENGINE IS THE PRIMARY VACUUM SOURCE TO THE BOOSTER AND ITS EFFECT IS AMPLIFIED BY A VENTURI.UNDER CERTAIN CONDITIONS, SUCH AS A COLD ENGINE START OR AT HIGH ALTITUDES, AN ELECTRIC VACUUM PUMP (EVP) SUPPLEMENTS ENGINE VACUUM.A PRESSURE SWITCH MEASURES BRAKE BOOSTER VACUUM AND COMMANDS THE EVP WHEN TO TURN ON/OFF.CHECK VALVES ARE LOCATED AT THE INTAKE MANIFOLD, VENTURI, AND PRESSURE SWITCH. GM IDENTIFIED TWO ISSUES THAT AFFECT EVP PERFORMANCE: CORROSION OF ELECTRICAL COMPONENTS INSIDE THE PUMP CAUSED BY MOISTURE INGRESS THROUGH THE AIR OUTLET WHEN THE EVP SHUTS OFF AND THE VACUUM IN A SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH IS RELEASED TO THE ATMOSPHERE; AND SILICONE CONTAMINATION OF THE ELECTRICAL CONTACTS INSIDE THE PRESSURE SWITCH RESULTING IN A NOISY OR IMPEDED ELECTRICAL SIGNAL.GM ADDRESSED EVP PERFORMANCE WITH TWO DESIGN CHANGES.IN NOVEMBER 2007, GM MODIFIED THE RUBBER PROTECTIVE CAP THAT COVERS THE EVP AIR OUTLET TO IMPROVE SEALING AND IN FEBRUARY 2008, GM ADDED A CHECK VALVE TO THE SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH AS CLOSE AS POSSIBLE TO THE EVP IN AN EFFORT TO REDUCE THE BACK FLOW OF MOISTURE THROUGH THE PUMP. IN TOTAL, THE OFFICE OF DEFECTS INVESTIGATION (ODI) IS AWARE OF 240 SUBJECT VEHICLES AFFECTED BY THE ALLEGED DEFECT.COMPLAINANTS REPORT THAT SYMPTOMS OCCUR IMMEDIATELY AFTER A COLD ENGINE START AND ONLY FOR A SHORT DURATION (30 TO 60 SECONDS), DURING WHICH PERIOD THE AMOUNT OF BRAKE POWER-ASSIST PROVIDED TO THE OPERATOR MAY BE REDUCED DUE TO AN INOPERATIVE EVP.THE SYMPTOMS MAY BE MORE PRONOUNCED THE LONGER THE VEHICLE HAS BEEN PARKED AS THERE IS A NATURAL TENDENCY FOR THE BRAKE BOOSTER TO SLOWLY RELEASE THE VACUUM OVER TIME IF IT IS NOT REPLENISHED.FULL BRAKE POWER-ASSIST CAPABILITY RESUMES AFTER THIS BRIEF COLD START PERIOD OR IMMEDIATELY AFTER A WARM ENGINE START.THE THREE REPORTED CRASHES ALL OCCURRED AT LOW SPEEDS (< 5MPH) WHILE REVERSING FROM A GARAGE OR PARKING SPACE AND RESULTED IN MINIMAL TO MINOR PROPERTY DAMAGE. THE SUBJECT ISSUE DIFFERS FROM A PREVIOUS SAFETY RECALL (05V-236) AFFECTING CERTAIN MODEL YEAR (MY) 2003-2005 SAAB 9-3 VEHICLES EQUIPPED WITH A DEFECTIVE CHECK VALVE THAT COULD BECOME BRITTLE AND FRACTURE, RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST AT ANY TIME.THE DEFECTIVE CHECK VALVE DID NOT MEET LIFETIME DURABILITY REQUIREMENTS AND GM PREDICTED A 100% FAILURE RATE AT LESS THAN 4 YEARS OF SERVICE.IN COMPARISON, GM PREDICTS AN EVP FAILURE RATE OF APPROXIMATELY 6.4% AT 3 YEARS IN SERVICE FOR THE SUBJECT VEHICLES RESULTING IN REDUCED BRAKE POWER-ASSIST FOR A SHORT DURATION.THE SUBJECT ISSUE ALSO DIFFERS FROM A PREVIOUS ODI INFLUENCED SAFETY RECALL (03V-474) TO ADDRESS EVP MOISTURE INGRESS IN CERTAIN MY 2000 VOLVO S40 AND V40 VEHICLES.THE RECALLED VOLVO VEHICLES UTILIZED A STEEL VACUUM PIPE BETWEEN THE EVP AND THE BRAKE BOOSTER.MOISTURE INGRESS AND SUBSEQUENT CORROSION COULD COMPROMISE THE VACUUM PIPE RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST.MOISTURE DOES NOT APPEAR TO HAVE A SIGNIFICANT IMPACT ON THE POLYETHER-ESTER PLASTIC VACUUM PIPE USED IN THE SUBJECT VEHICLES. A SAFETY-RELATED DEFECT HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION
Additional source detail variants (2)
Service Brakes, Hydraulic:power Assist:vacuum
SAAB AUTOMOBILE AB, A SUBSIDIARY OF GENERAL MOTORS CORP. (GM), MANUFACTURED 12,317 SUBJECT VEHICLES THROUGH FEBRUARY 15, 2008, EQUIPPED WITH THE HIGH FEATURE V6 TURBOCHARGED ENGINE IDENTIFIED BY REGULAR PRODUCTION OPTION LP9.A TANDEM VACUUM BRAKE BOOSTER ASSEMBLY PROVIDES BRAKE POWER-ASSIST.THE ENGINE IS THE PRIMARY VACUUM SOURCE TO THE BOOSTER AND ITS EFFECT IS AMPLIFIED BY A VENTURI.UNDER CERTAIN CONDITIONS, SUCH AS A COLD ENGINE START OR AT HIGH ALTITUDES, AN ELECTRIC VACUUM PUMP (EVP) SUPPLEMENTS ENGINE VACUUM.A PRESSURE SWITCH MEASURES BRAKE BOOSTER VACUUM AND COMMANDS THE EVP WHEN TO TURN ON/OFF.CHECK VALVES ARE LOCATED AT THE INTAKE MANIFOLD, VENTURI, AND PRESSURE SWITCH. GM IDENTIFIED TWO ISSUES THAT AFFECT EVP PERFORMANCE: CORROSION OF ELECTRICAL COMPONENTS INSIDE THE PUMP CAUSED BY MOISTURE INGRESS THROUGH THE AIR OUTLET WHEN THE EVP SHUTS OFF AND THE VACUUM IN A SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH IS RELEASED TO THE ATMOSPHERE; AND SILICONE CONTAMINATION OF THE ELECTRICAL CONTACTS INSIDE THE PRESSURE SWITCH RESULTING IN A NOISY OR IMPEDED ELECTRICAL SIGNAL.GM ADDRESSED EVP PERFORMANCE WITH TWO DESIGN CHANGES.IN NOVEMBER 2007, GM MODIFIED THE RUBBER PROTECTIVE CAP THAT COVERS THE EVP AIR OUTLET TO IMPROVE SEALING AND IN FEBRUARY 2008, GM ADDED A CHECK VALVE TO THE SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH AS CLOSE AS POSSIBLE TO THE EVP IN AN EFFORT TO REDUCE THE BACK FLOW OF MOISTURE THROUGH THE PUMP. IN TOTAL, THE OFFICE OF DEFECTS INVESTIGATION (ODI) IS AWARE OF 240 SUBJECT VEHICLES AFFECTED BY THE ALLEGED DEFECT.COMPLAINANTS REPORT THAT SYMPTOMS OCCUR IMMEDIATELY AFTER A COLD ENGINE START AND ONLY FOR A SHORT DURATION (30 TO 60 SECONDS), DURING WHICH PERIOD THE AMOUNT OF BRAKE POWER-ASSIST PROVIDED TO THE OPERATOR MAY BE REDUCED DUE TO AN INOPERATIVE EVP.THE SYMPTOMS MAY BE MORE PRONOUNCED THE LONGER THE VEHICLE HAS BEEN PARKED AS THERE IS A NATURAL TENDENCY FOR THE BRAKE BOOSTER TO SLOWLY RELEASE THE VACUUM OVER TIME IF IT IS NOT REPLENISHED.FULL BRAKE POWER-ASSIST CAPABILITY RESUMES AFTER THIS BRIEF COLD START PERIOD OR IMMEDIATELY AFTER A WARM ENGINE START.THE THREE REPORTED CRASHES ALL OCCURRED AT LOW SPEEDS (< 5MPH) WHILE REVERSING FROM A GARAGE OR PARKING SPACE AND RESULTED IN MINIMAL TO MINOR PROPERTY DAMAGE. THE SUBJECT ISSUE DIFFERS FROM A PREVIOUS SAFETY RECALL (05V-236) AFFECTING CERTAIN MODEL YEAR (MY) 2003-2005 SAAB 9-3 VEHICLES EQUIPPED WITH A DEFECTIVE CHECK VALVE THAT COULD BECOME BRITTLE AND FRACTURE, RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST AT ANY TIME.THE DEFECTIVE CHECK VALVE DID NOT MEET LIFETIME DURABILITY REQUIREMENTS AND GM PREDICTED A 100% FAILURE RATE AT LESS THAN 4 YEARS OF SERVICE.IN COMPARISON, GM PREDICTS AN EVP FAILURE RATE OF APPROXIMATELY 6.4% AT 3 YEARS IN SERVICE FOR THE SUBJECT VEHICLES RESULTING IN REDUCED BRAKE POWER-ASSIST FOR A SHORT DURATION.THE SUBJECT ISSUE ALSO DIFFERS FROM A PREVIOUS ODI INFLUENCED SAFETY RECALL (03V-474) TO ADDRESS EVP MOISTURE INGRESS IN CERTAIN MY 2000 VOLVO S40 AND V40 VEHICLES.THE RECALLED VOLVO VEHICLES UTILIZED A STEEL VACUUM PIPE BETWEEN THE EVP AND THE BRAKE BOOSTER.MOISTURE INGRESS AND SUBSEQUENT CORROSION COULD COMPROMISE THE VACUUM PIPE RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST.MOISTURE DOES NOT APPEAR TO HAVE A SIGNIFICANT IMPACT ON THE POLYETHER-ESTER PLASTIC VACUUM PIPE USED IN THE SUBJECT VEHICLES. A SAFETY-RELATED DEFECT HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION
Service Brakes, Hydraulic:power Assist:vacuum:hoses, Lines/piping, And Fittings
SAAB AUTOMOBILE AB, A SUBSIDIARY OF GENERAL MOTORS CORP. (GM), MANUFACTURED 12,317 SUBJECT VEHICLES THROUGH FEBRUARY 15, 2008, EQUIPPED WITH THE HIGH FEATURE V6 TURBOCHARGED ENGINE IDENTIFIED BY REGULAR PRODUCTION OPTION LP9.A TANDEM VACUUM BRAKE BOOSTER ASSEMBLY PROVIDES BRAKE POWER-ASSIST.THE ENGINE IS THE PRIMARY VACUUM SOURCE TO THE BOOSTER AND ITS EFFECT IS AMPLIFIED BY A VENTURI.UNDER CERTAIN CONDITIONS, SUCH AS A COLD ENGINE START OR AT HIGH ALTITUDES, AN ELECTRIC VACUUM PUMP (EVP) SUPPLEMENTS ENGINE VACUUM.A PRESSURE SWITCH MEASURES BRAKE BOOSTER VACUUM AND COMMANDS THE EVP WHEN TO TURN ON/OFF.CHECK VALVES ARE LOCATED AT THE INTAKE MANIFOLD, VENTURI, AND PRESSURE SWITCH. GM IDENTIFIED TWO ISSUES THAT AFFECT EVP PERFORMANCE: CORROSION OF ELECTRICAL COMPONENTS INSIDE THE PUMP CAUSED BY MOISTURE INGRESS THROUGH THE AIR OUTLET WHEN THE EVP SHUTS OFF AND THE VACUUM IN A SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH IS RELEASED TO THE ATMOSPHERE; AND SILICONE CONTAMINATION OF THE ELECTRICAL CONTACTS INSIDE THE PRESSURE SWITCH RESULTING IN A NOISY OR IMPEDED ELECTRICAL SIGNAL.GM ADDRESSED EVP PERFORMANCE WITH TWO DESIGN CHANGES.IN NOVEMBER 2007, GM MODIFIED THE RUBBER PROTECTIVE CAP THAT COVERS THE EVP AIR OUTLET TO IMPROVE SEALING AND IN FEBRUARY 2008, GM ADDED A CHECK VALVE TO THE SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH AS CLOSE AS POSSIBLE TO THE EVP IN AN EFFORT TO REDUCE THE BACK FLOW OF MOISTURE THROUGH THE PUMP. IN TOTAL, THE OFFICE OF DEFECTS INVESTIGATION (ODI) IS AWARE OF 240 SUBJECT VEHICLES AFFECTED BY THE ALLEGED DEFECT.COMPLAINANTS REPORT THAT SYMPTOMS OCCUR IMMEDIATELY AFTER A COLD ENGINE START AND ONLY FOR A SHORT DURATION (30 TO 60 SECONDS), DURING WHICH PERIOD THE AMOUNT OF BRAKE POWER-ASSIST PROVIDED TO THE OPERATOR MAY BE REDUCED DUE TO AN INOPERATIVE EVP.THE SYMPTOMS MAY BE MORE PRONOUNCED THE LONGER THE VEHICLE HAS BEEN PARKED AS THERE IS A NATURAL TENDENCY FOR THE BRAKE BOOSTER TO SLOWLY RELEASE THE VACUUM OVER TIME IF IT IS NOT REPLENISHED.FULL BRAKE POWER-ASSIST CAPABILITY RESUMES AFTER THIS BRIEF COLD START PERIOD OR IMMEDIATELY AFTER A WARM ENGINE START.THE THREE REPORTED CRASHES ALL OCCURRED AT LOW SPEEDS (< 5MPH) WHILE REVERSING FROM A GARAGE OR PARKING SPACE AND RESULTED IN MINIMAL TO MINOR PROPERTY DAMAGE. THE SUBJECT ISSUE DIFFERS FROM A PREVIOUS SAFETY RECALL (05V-236) AFFECTING CERTAIN MODEL YEAR (MY) 2003-2005 SAAB 9-3 VEHICLES EQUIPPED WITH A DEFECTIVE CHECK VALVE THAT COULD BECOME BRITTLE AND FRACTURE, RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST AT ANY TIME.THE DEFECTIVE CHECK VALVE DID NOT MEET LIFETIME DURABILITY REQUIREMENTS AND GM PREDICTED A 100% FAILURE RATE AT LESS THAN 4 YEARS OF SERVICE.IN COMPARISON, GM PREDICTS AN EVP FAILURE RATE OF APPROXIMATELY 6.4% AT 3 YEARS IN SERVICE FOR THE SUBJECT VEHICLES RESULTING IN REDUCED BRAKE POWER-ASSIST FOR A SHORT DURATION.THE SUBJECT ISSUE ALSO DIFFERS FROM A PREVIOUS ODI INFLUENCED SAFETY RECALL (03V-474) TO ADDRESS EVP MOISTURE INGRESS IN CERTAIN MY 2000 VOLVO S40 AND V40 VEHICLES.THE RECALLED VOLVO VEHICLES UTILIZED A STEEL VACUUM PIPE BETWEEN THE EVP AND THE BRAKE BOOSTER.MOISTURE INGRESS AND SUBSEQUENT CORROSION COULD COMPROMISE THE VACUUM PIPE RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST.MOISTURE DOES NOT APPEAR TO HAVE A SIGNIFICANT IMPACT ON THE POLYETHER-ESTER PLASTIC VACUUM PIPE USED IN THE SUBJECT VEHICLES. A SAFETY-RELATED DEFECT HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION