NHTSA owner reports · September 18, 2026 snapshot.
Engine complaints
12 reportsClear category filter78,000 miles · Mar 14, 2019
Engine
MY 2009 SAAB 9-3 STARTED AND RAN FINE ON THE WAY TO WORK, BUT AT LUNCH IT STARTED FOR A COUPLE SECONDS AND SHUT OFF. THE CAR CRANKS, BUT IS AUDIBLY TOO FREE SPINNING. A LOCAL SHOP SAID COMPRESSION IN THE ENGINE WAS VERY LOW, AND AFTER MULTIPLE CALLS IT SEEMS THAT MY CAR HAS THE INFAMOUS "SOFT INTAKE VALVES" PROBLEM THAT HAS BEE…
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MY 2009 SAAB 9-3 STARTED AND RAN FINE ON THE WAY TO WORK, BUT AT LUNCH IT STARTED FOR A COUPLE SECONDS AND SHUT OFF. THE CAR CRANKS, BUT IS AUDIBLY TOO FREE SPINNING. A LOCAL SHOP SAID COMPRESSION IN THE ENGINE WAS VERY LOW, AND AFTER MULTIPLE CALLS IT SEEMS THAT MY CAR HAS THE INFAMOUS "SOFT INTAKE VALVES" PROBLEM THAT HAS BEEN A WIDESPREAD PLAGUE FOR THESE CARS FOR MODEL YEARS 07-11. THIS CAR ONLY HAS 78,000 MILES ON IT, AND HAS ALWAYS HAD THE OIL CHANGED WITH THE CORRECT GM SPEC OIL. I WOULD THINK AN ENGINE SHOULD LAST MUCH LONGER THAN THIS.
NHTSA ODI #11186875
71,000 miles · Mar 5, 2018
Engine
MISFIRES WHEN COLD, RESULTING IN ROUGH LOW IDLE SPEED AND POSSIBLE STALLING AFTER COLD START.
NHTSA ODI #11076411
70,000 miles · Jan 5, 2018
Engine
MY CAR HAS FALLEN VICTIM TO THE SOFT INTAKE VALVE ISSUE. MY CAR WAS PARKED IN MY DRIVEWAY, IT RAN PERFECTLY WELL THE NIGHT BEFORE. I ATTEMPTED TO MOVE IT ON CHRISTMAS EVE MORNING 12/24/2017 BUT IT WOULD NOT START. I THEN HAD IT TOWED TO MY LOCAL SAAB MECHANIC, AUTOMOTION IN BILLERICA, MA- THE OWNER SAID THIS IS A WELL KNOWN …
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MY CAR HAS FALLEN VICTIM TO THE SOFT INTAKE VALVE ISSUE. MY CAR WAS PARKED IN MY DRIVEWAY, IT RAN PERFECTLY WELL THE NIGHT BEFORE. I ATTEMPTED TO MOVE IT ON CHRISTMAS EVE MORNING 12/24/2017 BUT IT WOULD NOT START. I THEN HAD IT TOWED TO MY LOCAL SAAB MECHANIC, AUTOMOTION IN BILLERICA, MA- THE OWNER SAID THIS IS A WELL KNOWN ISSUE HE HAS SEEN ON A NUMBER OF OCCASIONS; HE SAID HE SAW IT SO MANY TIMES HE PURCHASED NEW EQUIPMENT TO BE PREPARED FOR THE VOLUME OF CUSTOMERS. THIS IS BEING WELL DOCUMENTED AT THE SAABCENTRAL FORUM FOUND AT WWW.SAABCENTRAL.COM/FORUMS/SHOWTHREAD.PHP?T=329066 MY 2009 9-3 IS ABOUT TO HIT 70,000 MILES; MECHANIC IS CURRENTLY WORKING TO FIX THE INTAKE VALVE ISSUE AT A COST OF $2,245.00 PLUS TAX. THERE ARE 35 PAGES OF DOCUMENTED INSTANCES AT SAABCENTRAL. IT ABSOLUTELY SHOULD BE INVESTIGATED WHETHER OR NOT GM ALLOWED THESE FAULTY ENGINES TO BE IN PRODUCTION AND SOLD TO CUSTOMERS. IT HAS BEEN STATED THAT GM ALLOWED SOFT, NON-HEAT HARDENED INTAKE VALVES TO BE USED; THESE INTAKE VALVES WILL DEFORM OVERTIME AND LEAD TO THE COMBUSTION CHAMBER NOT HAVING A PERFECT SEAL.
NHTSA ODI #11060779
80,000 miles · Dec 6, 2017
Engine
THE INTAKE VALVES ARE WORN ON THE ENGINE THIS STARTED AROUND 80,000 MILES AND HAS PROGRESSIVELY GOTTEN WORSE. THE CAR WILL NOT START ON VERY COLD DAYS. IF IT DOES, IT IDLES VERY ROUGH AND HARD. DATE BELOW IS AN ESTIMATE OF WHEN THIS STARTED.
NHTSA ODI #11052774
103,000 miles · Feb 12, 2016
EngineFuel/propulsion System
THE INTAKE VALVES ARE BAD ON THIS CAR AND IT HAS 100K MILES ON THIS. THIS IS A $2000 PLUS JOB THAT COMES OUT OF POCKET. IT SEEMS TO BE THIS IS A COMMON PROBLEM WITH SAABS AND IT APPEARS THERE ARE SEVERAL COMPLAINTS ON HERE. THIS NEEDS TO BE RECALLED AND PAID FOR BY GM, BECAUSE THEY DID NOT PROPERTY BUILD THIS ENGINE IF SO MANY A…
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THE INTAKE VALVES ARE BAD ON THIS CAR AND IT HAS 100K MILES ON THIS. THIS IS A $2000 PLUS JOB THAT COMES OUT OF POCKET. IT SEEMS TO BE THIS IS A COMMON PROBLEM WITH SAABS AND IT APPEARS THERE ARE SEVERAL COMPLAINTS ON HERE. THIS NEEDS TO BE RECALLED AND PAID FOR BY GM, BECAUSE THEY DID NOT PROPERTY BUILD THIS ENGINE IF SO MANY ARE FAILING. MY CAR WILL TURN OVER AND NOT START IN THE COLD WEATHER.
NHTSA ODI #10825910
77,000 miles · Feb 6, 2016
Engine
CAR WENT INTO "LIMP-HOME" MODE. UPON MECHANIC INSPECTION, FAILED COMPRESSION TEST AND HAD BAD INTAKE VALVES. OUT-OF-POCKET FIX, CAR RUNNING FINE NOW. KEPT ALL PARTS REPLACED, EDGES OF VALVES ARE AS SHARP AS A KNIFE. SIMILAR EXPERIENCE AS DOCUMENTED BY OTHER SAAB OWNERS AT LINK BELOW. HTTP://WWW.SAABCENTRAL.COM/FORUMS/S…
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CAR WENT INTO "LIMP-HOME" MODE. UPON MECHANIC INSPECTION, FAILED COMPRESSION TEST AND HAD BAD INTAKE VALVES. OUT-OF-POCKET FIX, CAR RUNNING FINE NOW. KEPT ALL PARTS REPLACED, EDGES OF VALVES ARE AS SHARP AS A KNIFE. SIMILAR EXPERIENCE AS DOCUMENTED BY OTHER SAAB OWNERS AT LINK BELOW. HTTP://WWW.SAABCENTRAL.COM/FORUMS/SHOWTHREAD.PHP?T=329066
NHTSA ODI #10824602
76,000 miles · Nov 25, 2015
Engine
TL* THE CONTACT OWNS A 2003 SAAB 9-3. THE CONTACT STATED THAT WHILE DRIVING AT 65 MPH, THE ENGINE STALLED WHILE ALL THE WARNING LIGHTS ILLUMINATED. THE FAILURE OCCURRED NUMEROUS TIMES. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHERE IT WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FA…
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TL* THE CONTACT OWNS A 2003 SAAB 9-3. THE CONTACT STATED THAT WHILE DRIVING AT 65 MPH, THE ENGINE STALLED WHILE ALL THE WARNING LIGHTS ILLUMINATED. THE FAILURE OCCURRED NUMEROUS TIMES. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHERE IT WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 76,000.
NHTSA ODI #10806808
Mileage unknown · Nov 13, 2015
Engine
MY SAAB HAS FALLEN VICTIM TO THE, NOW WELL KNOWN, WELL DOCUMENTED ,SOFT VALVE ISSUE. WHILE GM OWNED SAAB THEY SOMEHOW ALLOWED NON-HARDENED VALVES TO BE PLACED INTO SAAB ENGINES THAT ARE NOW FAILING AT ASTRONOMICAL RATES. THERE IS NO EXCUSE FOR ENGINES TO FAIL AT 50-60M MILES. THE COST OF REPAIR TO CONSUMERS IS $2,500 AND THER…
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MY SAAB HAS FALLEN VICTIM TO THE, NOW WELL KNOWN, WELL DOCUMENTED ,SOFT VALVE ISSUE. WHILE GM OWNED SAAB THEY SOMEHOW ALLOWED NON-HARDENED VALVES TO BE PLACED INTO SAAB ENGINES THAT ARE NOW FAILING AT ASTRONOMICAL RATES. THERE IS NO EXCUSE FOR ENGINES TO FAIL AT 50-60M MILES. THE COST OF REPAIR TO CONSUMERS IS $2,500 AND THERE IS NO CHOICE OTHERWISE THE ENGINE DOES NOT START UNLESS IT'S 70-80 DEGREES OUTSIDE. THE GOVERNMENT NEEDS TO TAKE ACTION AND HOLD GM ACCOUNTABLE FOR THIS AS THEY RIGHTFULLY DID FOR THE SEAT BELT RECALL. HUMAN SAFETY IS IMPORTANT BUT SO IS KNOWINGLY PRODUCING AN ENGINE THAT FAILS NOT ALLOWING CUSTOMERS TO BE A PRODUCTIVE MEMBER OF SOCIETY.
NHTSA ODI #10790198
33,000 miles · Jul 14, 2015
Engine
TL* THE CONTACT OWNS A 2009 SAAB 9-3. WHILE DRIVING AT 65 MPH, THE VEHICLE STALLED AND THE CHECK ENGINE WARNING LIGHT ILLUMINATED. THE VEHICLE WAS NOT ABLE TO RESTART AND WAS TOWED TO THE CONTACT'S RESIDENCE. THE CONTACT STATED THAT THE CHECK ENGINE WARNING LIGHT ILLUMINATED INTERMITTENTLY. THE VEHICLE WAS NOT DIAGNOSED OR REPAI…
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TL* THE CONTACT OWNS A 2009 SAAB 9-3. WHILE DRIVING AT 65 MPH, THE VEHICLE STALLED AND THE CHECK ENGINE WARNING LIGHT ILLUMINATED. THE VEHICLE WAS NOT ABLE TO RESTART AND WAS TOWED TO THE CONTACT'S RESIDENCE. THE CONTACT STATED THAT THE CHECK ENGINE WARNING LIGHT ILLUMINATED INTERMITTENTLY. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 33,000. ...UPDATED 09/28/15 *BF UPDATED 11/22/2017*CN
NHTSA ODI #10734065
79,223 miles · Jan 8, 2015
Engine
CAR BEGAN RUNNING ROUGH UPON COLD START UP, BUT WOULD RUN BETTER AFTER A FEW MINUTES. I HAD THE PLUGS REPLACED AND PROBLEM PERSISTED. PROBLEM BECAME MORE PRONOUNCED AS WEATHER GOT COLDER. SAAB TECHNICIAN SUSPECTED AN INTAKE VALVE PROBLEM THAT HAS BEEN VERY COMMON IN THESE CARS. A COLD COMPRESSION CHECK CONFIRMED THAT VALVES …
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CAR BEGAN RUNNING ROUGH UPON COLD START UP, BUT WOULD RUN BETTER AFTER A FEW MINUTES. I HAD THE PLUGS REPLACED AND PROBLEM PERSISTED. PROBLEM BECAME MORE PRONOUNCED AS WEATHER GOT COLDER. SAAB TECHNICIAN SUSPECTED AN INTAKE VALVE PROBLEM THAT HAS BEEN VERY COMMON IN THESE CARS. A COLD COMPRESSION CHECK CONFIRMED THAT VALVES IN THREE OF THE FOUR CYLINDERS WERE BAD. I WAS QUOTED ~$2,500 FOR THE REPAIR!!!! TECHNICIAN SAID THAT GM IS WELL AWARE OF THE PROBLEM BUT REFUSES TO RECALL THE VEHICLES TO REPAIR. THEY ARE ONLY REPAIRING THOSE STILL UNDER WARRANTY. *TR
NHTSA ODI #10671165
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
1EA21002 · 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.
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