NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
184 reports109,500 miles · Apr 21, 2020
Engine
EXPERIENCED HARD STARTING IN COLD WEATHER IN THE PACIFIC NORTHWEST THE PAST FEW YEARS. DID RESEARCH AND FOUND A TSB REGARDING THE INTAKE VALVES FOR 2.0 ECOTEC 4 CYLINDER. HAD A COMPRESSION TEST FOLLOWING SEVERAL CHECK ENGINE LIGHTS AND MULTIPLE READINGS DIAGNOSE A P0300 ENGINE CODE . COLD AND WARM COMPRESSION TEST SHOWED CYLI…
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EXPERIENCED HARD STARTING IN COLD WEATHER IN THE PACIFIC NORTHWEST THE PAST FEW YEARS. DID RESEARCH AND FOUND A TSB REGARDING THE INTAKE VALVES FOR 2.0 ECOTEC 4 CYLINDER. HAD A COMPRESSION TEST FOLLOWING SEVERAL CHECK ENGINE LIGHTS AND MULTIPLE READINGS DIAGNOSE A P0300 ENGINE CODE . COLD AND WARM COMPRESSION TEST SHOWED CYLINDER 2 COMPRESSION WELL OUT OF SPECIFICATION. DOCUMENTS AVAILABLE UPON REQUEST. QUOTED $4000 FOR ENGINE REBUILD.
NHTSA ODI #11321867
80,000 miles · Feb 20, 2020
Engine
THE VALVES ON THESE CARS ARE DEFECTIVE AND START FAILING AROUND 60K MILES. THIS IS A WIDELY KNOW ISSUE AFFECTING THE 2008 SAAB 9-3 2.0L ENGINES. GM NEEDS TO TAKE RESPONSIBILITY FOR THESE REPAIRS GIVEN THE KNOWN MANUFACTURING DEFECTS. CAR WILL NOT START WHEN COLD AND THERE IS NOTHING THE DEALER CAN DO OTHER THAN PERFORM A MAJO…
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THE VALVES ON THESE CARS ARE DEFECTIVE AND START FAILING AROUND 60K MILES. THIS IS A WIDELY KNOW ISSUE AFFECTING THE 2008 SAAB 9-3 2.0L ENGINES. GM NEEDS TO TAKE RESPONSIBILITY FOR THESE REPAIRS GIVEN THE KNOWN MANUFACTURING DEFECTS. CAR WILL NOT START WHEN COLD AND THERE IS NOTHING THE DEALER CAN DO OTHER THAN PERFORM A MAJOR VALVE JOB (+$2300) => HTTPS://WWW.SAABCENTRAL.COM/THREADS/08-SAAB-COLD-START-ROUGH-IDLE.327778/
NHTSA ODI #11310390
109,700 miles · Feb 9, 2020
EngineFuel/propulsion SystemPower Train
SIGNIFICANT DECREASE IN AVERAGE MPG (PROBLEM FROM RESEARCH ONLINE SUGGESTS IT IS FROM LOWERED COMPRESSION FROM INTAKE VALVE DESIGN/MATERIAL USED). 109700 MILES ON ENGINE. METICULOUSLY MAINTAINED BY US NAVY SUBMARINER. HAVEN'T CONTACTED GM OR SAAB AFFILIATE YET. FORUMS USED INFER THIS PROBLEM IS WIDESPREAD FOR 2007-2009 SAAB 9-3…
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SIGNIFICANT DECREASE IN AVERAGE MPG (PROBLEM FROM RESEARCH ONLINE SUGGESTS IT IS FROM LOWERED COMPRESSION FROM INTAKE VALVE DESIGN/MATERIAL USED). 109700 MILES ON ENGINE. METICULOUSLY MAINTAINED BY US NAVY SUBMARINER. HAVEN'T CONTACTED GM OR SAAB AFFILIATE YET. FORUMS USED INFER THIS PROBLEM IS WIDESPREAD FOR 2007-2009 SAAB 9-3 2.0T WITH B207 ENGINE. SUMMER TIME MPG IS AROUND 32-33, WINTER MPG IS 30-31 IN THE PACIFIC NORTHWEST. LAST 3 FILL UPS, AVERAGE MPG HAS DROPPED STEADILY FROM 30.5 TO 26 ON THE MOST RECENT FILL UP. RESPECTFULLY REQUEST TO KNOW IF A RECALL OR FINANCIAL COMPENSATION BY THE MANUFACTURER TO CONSUMERS HAS BEEN ORDAINED?
NHTSA ODI #11308102
100,000 miles · Sep 25, 2019
Engine
ROUGH IDLE AND START ON COLD STARTS. THIS ISSUE IS WELL KNOWN IN THE SAAB COMMUNITY DUE TO GM PUTTING WEAK MATERIAL IN FACTORY FUEL INJECTOR VALVES. ENGINE LOSES COMPRESSION UNTIL CAR IS WARM, BUT MAY RESULT IN STALLS OR LIMP MODE
NHTSA ODI #11258196
150,000 miles · Feb 7, 2019
Engine
VEHICLE EXHIBITS ALL SIGNS OF PREMATURE INTAKE VALVE WEAR CAUSING LOSS OF COMPRESSION AND/OR HARD START/NO START WHEN AMBIENT AIR TEMP IS BELOW 40 DEGREES. SEE ALL PREVIOUS COMPLAINTS OF THE SAME ISSUE!
NHTSA ODI #11174994
129,200 miles · Dec 10, 2018
Engine
JUST PURCHASE VEHICLE FROM A FRIEND 2008 SAAB 9-3 2.0T CONVERTIBLE . WHEN I FIRST START UP THE VEHICLE (IT IS NOW COLD OUTSIDE) THE ENGINE IS RUNNING RUFF UNTIL IT WARMS UP. I UNDERSTAND MANY OTHER SAAB 2008 OWNERS HAVE THE SAME COMPLAINT AND HAVE READ THAT THE INTAKE VALUES USED BY GM ARE FAULTY.
NHTSA ODI #11160594
69,030 miles · Jun 3, 2018
Suspension
BOTH FRONT COIL SPRINGS WHILE DRIVING, SNAPPED IN HALF, AND DISLOCATED FROM VEHICLE, 6 MONTHS APART. WAS DRIVING AT 30 MPH, AND THE PASSENGER FRONT SPRING SNAPPED IN TWO. HAD NO FOREWARNING, BEFORE IT EXPLODED APART. THE PASSENGER-SIDE COIL-SPRING SNAPPED OFF THE VEHICLE, IN TWO+ PLACES, AND WAS RETRIEVED FROM THE HIGHWAY. METAL…
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BOTH FRONT COIL SPRINGS WHILE DRIVING, SNAPPED IN HALF, AND DISLOCATED FROM VEHICLE, 6 MONTHS APART. WAS DRIVING AT 30 MPH, AND THE PASSENGER FRONT SPRING SNAPPED IN TWO. HAD NO FOREWARNING, BEFORE IT EXPLODED APART. THE PASSENGER-SIDE COIL-SPRING SNAPPED OFF THE VEHICLE, IN TWO+ PLACES, AND WAS RETRIEVED FROM THE HIGHWAY. METAL SHOWED A CLEAR SNAP. THE METAL APPEARED CORRODED AND AS IF THE METAL WAS NOT STRONG ENOUGH TO WORK LONG-TERM. SIX MONTHS LATER, THE DRIVER SIDE FRONT-COIL-SPRING SNAPPED AND DISLODGED IN THE EXACT SAME MANNER, AND WHEN THE FAILED PIECE WAS RETRIEVED FROM THE HIGHWAY, IT SHOWED THE SAME CLEAR SNAP LINES, AS ITS PREDECESSOR. BOTH INSTANCES CAUSED THE CAR TO LOSE CONTROL. CLEARLY A MANUFACTURING DEFECT WITH SUB-PAR METALLOIDS THAT LIKELY WILL KILL SOMEONE IF THEY ARE TRAVELING FAST. PLEASE RECALL AS ITS THE SAME DEFECT THAT APPEARS IN 2003 - 2006 SAAB MODELS. IN 2010, GENERAL MOTORS OFFERED AN EXTENDED WARRANTY ON ABOUT 66,000 2003 - 2006 SAAB 9-3 VEHICLES TO COVER THE COST OF REPLACING FRONT SPRINGS THAT BREAK DUE TO CORROSION. THE MECHANIC STATED THAT THIS WAS A COMMON OCCURRENCE ON FOR SAAB 9-3 MODELS, BUT IS NOT COVERED BY GM SPECIAL COVERAGE #15917 BECAUSE THAT EXTENDED WARRANTY ONLY APPLIES TO 2003-2006 VEHICLES.
NHTSA ODI #11099432
74,653 miles · Jun 3, 2018
Electrical SystemInjury
ACCIDENT HAPPENED AFTER HEADLIGHT LOW-BEAM FAILED.WAS TOLD AND SHOWN A MELTED HEADLIGHT MODULE THAT OVERHEATED AND CAUSED THE LOW-BEAM HEADLIGHTS TO GO OUT. THE ENTIRE HEADLAMP ASSEMBLY WAS REPLACED. AS WERE OTHER CRASH INVOLVED PARTS
NHTSA ODI #11099428
100,050 miles · Mar 29, 2018
Unknown Or OtherVehicle Speed Control
CONCERN 1 AS A FEMALE IT IS A SAFETY ISSUE TO BE STRANDED IN MY VEHICLE, RECENTLY WHAT I THOUGHT WAS A BATTERY ISSUE TURNED OUT TO BE A KEY FOB ISSUE. I HAVE BEEN STRANDED WITH A WELL CARED FOR VEHICLE THAT HAS KEYS THAT START AND GET TO DESTINATION, BUT HAVE GOTTEN BACK IN MY VEHICLE AND THE CAR DOES NOT RECOGNIZE THE FOB. …
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CONCERN 1 AS A FEMALE IT IS A SAFETY ISSUE TO BE STRANDED IN MY VEHICLE, RECENTLY WHAT I THOUGHT WAS A BATTERY ISSUE TURNED OUT TO BE A KEY FOB ISSUE. I HAVE BEEN STRANDED WITH A WELL CARED FOR VEHICLE THAT HAS KEYS THAT START AND GET TO DESTINATION, BUT HAVE GOTTEN BACK IN MY VEHICLE AND THE CAR DOES NOT RECOGNIZE THE FOB. CONCERN 2 I HAVE NOTICED THAT THE CRUISE CONTROL IS AUTOMATICALLY COMING ON, AND I HAVE TO MANUALLY TURN IT OFF, THERE HAVE BEEN TIMES WHEN I WAS NOT AWARE UNTIL UNTIL I TOOK FOOT OFF ACCELERATOR AND THE CAR STILL TRAVELED AT THE CRUISE SPEED, TAPPING THE BRAKE DID NOT DISENGAGE THE CRUISE SETTING.
NHTSA ODI #11082035
Mileage unknown · Mar 7, 2018
Engine
CAR STRUGGLED TO START WHEN THE TEMPERATURE WAS BELOW 40 DEGREES. AFTER A NUMBER OF TRIPS TO THE SHOP THAT MAINTAINS MY CAR THEY RESEARCHED ONLINE THAT THIS WAS A COMMON PROBLEM FOR SAAB WITH THIS ENGINE AND GM ISN'T WILLING TO DO ANYTHING ABOUT IT. PLEASE DO SOMETHING!
NHTSA ODI #11076793
Official recalls
2Feb 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.
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
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