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Brief description

Brief description

Saab Trionic T7 LEV is an engine management system (control module) that regulates air mass, fuel and ignition.

LEV is short for “Low Emission Vehicle” which means that the system meets the current regulations in each respective market. To meet these requirements for LEV the integrity diagnosis has been changed. The requirement on the integrity diagnosis is to be able to detect a leakage that would correspond to a hole with a diameter of 1 mm. The control module is available in two configurations, the US/CA market and other markets. For those markets that do not have legal requirements for integrity diagnosis (other markets) are nonetheless equipped with LEV integrity diagnosis. The difference between the control modules is that on markets where tank integrity diagnosis is not legislated, diagnostic trouble codes are generated for faults without the Check Engine lamp (MIL) coming on.

As the driver depresses the accelerator pedal, the accelerator cable turns the pedal position sensor located in the throttle body. The system requests a torque and the throttle motor turns the throttle until the throttle position sensor value corresponds with the requested value. The charge air volume is also increased if necessary. The system has the following advantages:


• Turbo lag can be compensated.

• Emissions can be reduced in connection with load changes.

• Integrated idle speed control.

• Load compensation possible throughout the whole load and speed range.

• Efficient torque limitation as necessary.

• Cruise control easy to integrate.


Fuel injection is sequential and is controlled by the air mass flow.

Ignition is performed by an ignition discharge module. The spark plugs are used as sensors to detect combustion and knocking. This means that neither a camshaft position sensor nor a knock sensor is required.

Saab Trionic T7 has been developed by Saab and has great development potential.

New functions compared with earlier Trionic systems are:

Throttle body (604)


• Contains the pedal position sensor (turned by the accelerator cable), the throttle motor and the throttle position sensor.

• Informs the control module of the driver's torque request.

• Turns the throttle to the position determined by the control module.


Limp-home solenoid (607)


• Fed by a relay, the limp-home solenoid (640) is governed by the control module.

• Mechanically connects the accelerator cable to the throttle spindle of a fault arises in the throttle body or any of its leads. The mechanism must be reset manually.


Charge air absolute pressure sensor (603)


• Informs the control module of the pressure level in front of the throttle.

• Used for determining density of air in front of the throttle.

Dense air requires a smaller throttle angle.


Intake air temperature sensor (407)


• Informs the control module of the temperature in front of the throttle.

• Used for determining density of air in front of the throttle.

Dense air requires a smaller throttle angle.


Manifold absolute pressure sensor (431)


• Informs the control module of the pressure in front of the throttle.

• Used to correct the value from the mass air flow sensor during rapid load changes.


Turbo bypass control valve (605)


• Connects the bypass valve control in front of the throttle.

• When the accelerator pedal is released, the bypass valve control line is connected after the throttle.

Prevents noise and varying charge pressure.


Mass air flow sensor (205)


• Sends frequency modulated information on the air mass flow to the control module.

• Acts as the main sensor for fuel injection.