1451 The First Pitstop

The First Pitstop

30 August 2006, 65,965

lthough my 2000 Saab 9-3 2·2 TiD has a nine thousand mile service interval, I decided to have the 72,000 mile service completed early at the 66,000 mile point. This is for a number of reasons, one being that the 72,000 mile service is the expensive one requiring the auxiliary engine belt be replaced and also because I did not know what kind of oil was in the engine. Griffin Autotechnik proved to be materially cheaper than York’s Saab dealer so I booked a service for the Tuesday after the Late Summer Bank Holiday.

Regardless the service wasn’t cheap, an eye-watering £350. Welcome to the world of “premium service bills” then, especially after so many years with the Ford. Chef’s health is fine, aside one issue I’ll come to discuss. I was also expecting a bill closer to £500 so whilst I’d not describe myself as happy at paying out so much for a service, I’m not unhappy. Anyway the next service is the minor one and it isn’t due for another nine thousand miles.

Griffin Autotechniks didn’t produce a list of advisories, so either the 9-3 is in perfect condition or they don’t do that sort of thing.

Since my last 1451 entry the 9-3 has been put to service on some long haul trips. York to Birmingham and back in a day is only around three hundred miles, then York to Seaford on one day and the return trip the next. Everything I’ve written about the Saab’s long drive abilities is feeling just as relevant now as it was when I wrote it a few weeks ago: great seats, useful climate control, adequate top gear performance and just a little short on refinement and flexibility. The refinement aspect is becoming less and less of an issue because of a combination of factors. One, the TiD is getting quieter (I suspect it wasn’t used for some time before I bought it) and two, I’m getting used to it.

Oh, yeah, the TiD’s issue. I suspect it’s the air mass meter sensor, which is a common problem on the Isuzu DTi engines (including the Saab TiD, which is a derivative). The part sits behind the airbox and when it fails, the engine loses power. On the 9-3, it doesn’t tend to trigger a fault code and manifests itself as a reluctance to go over 3,000 rpm and lots of turbocharger lag in the higher gears. 3,000 rpm is 47 in third and 65 in fourth; if I’m overtaking I’ll reach this engine speed. That said on a cool, moist (preferably misty) morning the engine is much happier to rev beyond 3,000 rpm in third and fourth, when it’s warmer in the afternoon it’s less willing. Indeed it feels very much like inadequate intercooling, which could be the case given the additional (claimed) power from the engine...

For the time being I’ll monitor the situation. For the vast majority of the time the 9-3 is cruising between 2,000 and 2,500 rpm in top gear so most of the time I simply don’t notice the loss of power in the top half of the rev range.

Finally, the front tyres at least are going to need replacement inside the next ten thousand miles. I’m likely to get them done as the next service wheels around subject to their wear.