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Friday, February 1, 2008

Saab 9-3 Sport Sedan and SportCombi Facelifts In Detail

Page 1: Overview
Page 2: Design
Page 3: Interior features
Page 4: Chassis, Brakes, Steering
Page 5: Powertrain
Page 6: Body structure
Page 7: Safety
Page 8: Security and Operation
Page 9:Ownership and Accessories


Unique Engine Line-up

  • Choice of 6 gasoline, 3 diesel and 2 Saab Biopower (E85) options

  • Range-topping all-aluminum 280 hp/206 kW 2.8V6 Turbo with Saab XWD

  • New 180 hp/132 kW two-stage turbo diesel: class-leading performance/economy

  • Aluminum 2.0 turbos offering 150 hp/110 kW, 175 hp/129 kW or 210 hp/155 kW

All aluminum 2.8-liter V6 Turbo

This sophisticated engine has a 60º vee-angle between its cylinder banks for perfect balance and combines excellent multi-valve refinement with outstanding performance. Exclusive to Aero variants, it develops 280 hp/206 kW and exceptional torque of 400 Nm, when offered with Saab XWD, and 255 hp/188 kW and 350 Nm in front-wheel drive applications. The all aluminum construction provides a light and compact architecture, well suited to its transverse installation.

The cylinder heads, each with double chain-driven overhead camshafts operating four valves per cylinder, are of high specification aluminum. The design ensures enhanced heat resistance under 85 bar cylinder pressures, as well as minimum maintenance costs. The pistons have hard anodized ring grooves for durability and under-skirt oil jet cooling. The steel con-rods are strengthened by sinter-forging, a process that involves molding metal in a powered form. The exhaust valves are filled with sodium to further enhance cooling. The cylinders have cast iron liners and a bore/stoke of 89.00 / 74.8 mm.

For improved engine breathing, variable cam phasing on the inlet side is electronically controlled and hydraulically actuated, allowing continuously variable adjustment through 50º of crankshaft rotation. On the road, this translates to a more flexible power delivery and better fuel economy under different engine loads.

A die-cast aluminum oil sump is designed to increase structural stiffness and the strong, four-bearing crankshaft is made from micro-alloy forged steel, a specification more commonly seen in competition performance or diesel engines. Together with a dual-mass flywheel, these elements further reduce unwanted noise and vibration, ensuring smooth and refined performance.

The twin-scroll, water-cooled Mitsubishi TDO4-15TK turbocharger, operates at 0.6 bar maximum boost with intercooling and an integral by-pass valve. It is mounted centrally above the transmission and fed by both banks of cylinders. The use of two separate inlet tracts, one for each cylinder bank, separates the exhaust gas pulses, improving gas flow, reducing energy losses and raising turbocharger efficiency. The turbine wheel is made from a special high-grade steel alloy, commonly used in the turbocharged engines of world championship rally cars, which is resistant to erosion, cracking and creeping under high temperatures and centrifugal forces.

Also unique are double-skin exhaust manifolds, which are hydroformed with stainless steel liners to improve cold start emissions by minimizing heat absorption to the manifold. Air injection into each manifold for up to 30 seconds after a cold start also helps the central pre-catalyst, positioned upstream of the main catalytic converter, achieve 'light off', its effective working temperature, as early as possible.

The 32-bit engine management system, with software calibrated specifically for the Saab 9-3 application, utilizes a torque-based engine control strategy and direct coil-over-plug ignition with a robust engine-mounted control unit. Ignition timing, fuel injection, turbo boost pressure, air mass measurement and the throttle setting are all key engine functions controlled by the software.

The sophisticated control strategy is designed to deliver smooth performance in all driving conditions. For two-wheel drive, it can modulate engine torque in low-traction conditions, helping provide confident, sure-footed driving. Variable fuel pressure further contributes to smooth idle and driving characteristics.

For driving comfort, control of the electronic throttle through the movement of the accelerator pedal is programmed to be sensitive to different driving conditions, with greater pedal movement introduced at lower vehicle speeds, such as when maneuvering or parking. At low engine speeds, the engine control system also brings the turbo in quickly by momentarily opening the throttle slightly more than requested by the driver.

In 280 hp/ 206 kW or 255 hp/ 188 kW specification, maximum torque is generated from just 1,800 rpm all the way to 5,000 rpm, with 90 per cent of this value available from an exceptionally low 1,500 rpm. Under a full throttle load at take-off or low engine speeds, 90 per cent of maximum acceleration is delivered within one second.

The fast, but controlled, torque build-up immediately above the 720 rpm idle speed is delivered with a turbine-like smoothness, giving impressive on the road performance. The 9-3 Aero Sport Sedan can accomplish the zero to 100 kph dash in a rapid 6.7 seconds (FWD) or 6.3 seconds (projected) with Saab XWD, new performance benchmarks for Saab. 80-120 kph acceleration in fifth gear is even more impressive, taking just 7.9 seconds (FWD) with the same figure projected for Saab XWD. Careful tuning of the Aero's twin sports exhausts downstream of the main catalyst adds a distinctive, exhilarating engine note.

New Two-stage Turbo Diesel Sets Class Benchmark

The new 9-3 range features the introduction of a powerful new four cylinder diesel engine with a unique two-stage turbocharging system, a world in the premium segment, giving class-leading levels of efficiency.

The 1.9-liter, 16-valve engine, badged TTiD, produces 180 hp/ 132 kW and 400 Nm of maximum torque, specific power outputs that are unmatched among competitor products on the market. With combined fuel consumption of 5.9 l/100k projected in the Sport Sedan, this engine also offers excellent economy, together with in-gear performance on a par with the 2.8V6 turbo gasoline engine

The two-stage turbocharger housing is integrated with the exhaust manifold and contains two turbochargers of different sizes. The pair of turbine/compressor wheels are sequentially mounted and each is able to by-pass the input and output feeds of the other, while also being able to operate in tandem

This arrangement provides a driver with “the best of both worlds: good, instant torque at low engine speeds - via the low-inertia small turbo when the exhaust pressure is light - and strong “top end power at higher revolutions, when the bigger turbo is engaged.

Saab two-stage turbocharging uses a system of by-pass valves that directs the exhaust gas stream between the two turbine wheels and also separates the air intake charge from the compressors. From tick-over to 1,500 rpm the exhaust feeds only the small turbo. Between 1,500 and 3,000 rpm the flow is split between both turbines, giving stronger boost and ensuring a smooth transition phase to full power operation, above 3,000 rpm, when only the larger turbo is engaged.

The compact design provides more efficient packaging than systems using two separate turbochargers linked together externally in series. It ensures that the complex control and regulation of gas flows on both the exhaust turbine and intake compressor sides is achieved with a minimal number of seals and connections.

The TTiD engine is a substantial development of the current 16-valve 1.9TiD unit, using common rail, direct and multiple fuel injection. It operates with a maximum boost pressure of 1.8 bar (1.4 bar for the current engine) together with a slightly lower compression ratio of 16.5: 1 (17.5:1). The cast-iron block, alloy cylinder head and all internal components are strengthened as necessary to withstand the higher thermal pressures.

The exhaust gas re-circulation (EGR) system is characterized by extremely efficient cooling and now includes an electronically controlled by-pass for improved emissions. This feature, together with the fitment of a maintenance-free exhaust particulate filter, is expected to ensure compliance with more stringent future Euro 5 emissions.

Other technical enhancements include the adoption of a larger air-to-air intercooler, for better cooling of the intake charge; the introduction of more efficient pre-heating elements inside the cylinder head for faster starting in cold conditions; and the use of a weight saving plastic intake manifold.

The Saab TTiD engine meets a growing demand from drivers unwilling to sacrifice performance in the interests of fuel economy. With power characteristics typical of a much larger engine, it is an example of Saab commitment to “right-sizing, the achievement of “big engine performance without the usual drawbacks, such as extra weight, bulk and higher fuel consumption.

In recognition of its outstanding performance, the Saab TTiD engine is available in Aero specification, as well as Linear and Vector. It comes with a choice of six-speed manual or automatic transmissions,

This new engine is offered in addition to current single turbo versions, configured for 150 hp/110 kW (16 valves) or 120 hp/88 kW (8 valves). These also offer strong torque of 320 Nm or 280 Nm, between 2,000 and 2,750 rpm, with 90 per cent of these values generated between 1,750 and 3,250 rpm.

A variable geometry (VNT) turbocharger is used for good low-end response, together with a dual-mass flywheel for greater running refinement. The weight-saving intake manifold is in pressure cast aluminum and electronically-controlled exhaust gas re-circulation (EGR) is used for quick warm-up and low emissions. A maintenance-free exhaust particulate filter is also available.

The 150 hp (110 kW) version is focused more on performance. In-gear acceleration, the most important feature for everyday driving, is on a par with the 210 hp (155 kW) gasoline engine and the zero to 100 kph dash in the sedan is accomplished in a brisk 9.5 seconds. The 120 hp (88 kW), 8-valve version majors on the cost of ownership, returning 5.4 liters/100 km over the combined cycle and CO2 emissions of just 147 gms/km.

An electro/hydraulic power steering system is fitted with the all three diesel engines. This helps to further optimize fuel consumption by utilizing electric power during low-speed maneuvering, when more steering assistance is required, as well as minimizing mechanical losses.

Lightweight 2.0-liter Turbo, choice of three power ratings

The compact, all-aluminum, four cylinder 2.0-liter gasoline engine has a block perfectly “square in configuration, with a bore and stroke of 86 mm, and carries a unique Saab four-valve cylinder head, maintenance-free chain-driven camshafts, counter-rotating balancer shafts, for improved refinement, and an integrated oil cooler. It is controlled by the latest Trionic 8 version of Saab own, in-house engine management system, among the most sophisticated of its kind in commercial production.

All main internal components are unique to Saab's turbocharged application. These include a five-bearing forged steel crankshaft, strengthened con-rods, redesigned pistons and gudgeon pins, piston oil cooling jets and reprofiled camshafts. The cylinder head is a unique alloy casting optimized for turbocharging, with substantially revised inlet porting, modified inlet valves and sodium-filled exhaust valves.

A major innovation for Saab is the in-board location of the turbocharger, behind the transversely installed engine. This position allows an even quicker warm-up for the front exhaust catalyst, giving improved fuel consumption and lower cold start emissions, as well as benefiting weight distribution.

A Mitsubishi TD04 turbocharger, with an integrated by-pass valve, is used together with intercooling in all applications. It operates at 0.5, 0.7 and 0.85 bar maximum boost pressures, respectively, for the 150 hp (110 kW), 175 hp (129 kW) and 210 hp (155 kW) engines. The latter also has altered valve timing.

The power characteristics of all variants help set new Saab standards for four cylinder engine refinement, throttle response and progressive torque delivery, as well as yielding competitive fuel consumption and low CO2 emissions. In common with all Saab engines, outstanding levels of torque are generated at low engine speeds, with at least 90 per cent of peak values available from just below 2,000 rpm.

Maximum power and torque figures are as follows:

  • 150 hp (110kW) at 5,500 rpm, 240 Nm at 2,000 - 3,500 rpm. (Badged 1.8t)
  • 175 hp (129 kW) at 5,500 rpm, 265 Nm at 2,500 3,500 rpm. (Badged 2.0t)
  • 210 hp (155 kW) at 5,300 rpm, 300 Nm at 2,500 - 4,000 rpm. (Badged 2.0T)

The 32-bit Saab Trionic 8 engine management system, incorporating direct ignition, is torque-based and specifically developed to meet to the needs of turbocharged engines. In common with the 2.8V6 turbo engine management system, it controls ignition timing, fuel injection, turbo boost pressure, air mass measurement and the throttle setting.

The torque delivery of the engine is noticeably “linear, encouraging the driver to hold intermediate gears for longer periods. Under acceleration, Trionic will control engine torque if there is insufficient grip available at a requested throttle opening and it will also cushion the transitory effects of large accelerator pedal movements in order to maintain a smooth power delivery. As with the 2.8V6 turbo engine, the degree of required pedal movement is related to the driving situation and the control of the electronic throttle is optimized for a quick turbo response.

Saab Trionic 8 is unique in using the spark plugs as sensors to monitor ionization rates during ignition. It is able to individually control the combustion process for each cylinder, detecting any combustion malfunction before it may become critical.

Naturally-aspirated 1.8i option

The appeal of the Sport Sedan and SportCombi is broadened by a naturally-aspirated 1.8-liter engine choice in Linear and Vector specifications. The 122 hp (90 kW), 16-valve unit, with direct ignition by Bosch and an aluminum cylinder head and close-coupled catalyst, is focused on delivering excellent fuel economy, with low emissions and running costs, whilst retaining lively performance.

The use of an electronic throttle and a variable length intake manifold helpsdeliver a key Saab driving characteristic - strongly perceived low and mid-range pulling power. At least 90 per cent of maximum torque (167 Nm at 3,800 rpm) is generated between 2,400 and 5,700 rpm, while zero to 100 kph acceleration in 11.5 seconds still feels adequate.

With service intervals up to two years, or 30,000 km, and lower insurance groupings, scheduled running costs will be competitively low. An electro-hydraulic power steering system is also fitted as standard with this engine, minimizing mechanical losses and contributing to lower fuel consumption.

This engine, badged '1.8i', is available only with a five-speed manual transmission and brings the Saab 9-3 Sport Sedan and SportCombi within the budgets of more cost-conscious drivers who still seek a premium-class driving experience.

Unique Saab BioPower Choice

Saab leads the premium segment in offering 'flex-fuel' BioPower engines, which can run on gasoline and/or bioethanol (E85), a renewable fuel with a reduced CO2 impact. As well as being kinder to the environment, Saab BioPower is also the only flex-fuel technology that uses turbocharging to deliver increased power and performance.. .

In combining the benefits of 'going green' with the enjoyment of even sportier performance, the development of BioPower reflects Saab's brand values. It also offers a very practical solution to the environmental needs of customers because a BioPower engine can run on gasoline, without adjustment from the driver, in any proportion if E85 fuel (85% bioethanol/15% gasoline) is not available. With BioPower there is no loss of luggage space or additional weight because the same standard tank is used for both fuels.

The new Saab 9-3 range now features the introduction of a 2.0t BioPower engine, in addition to the current version. Running on E85, the 2.0t BioPower engine delivers 14% more maximum power (200 hp/ 147 kW.v 175 hp/ 129 kW) and 13% more torque (300 v 265 Nm). In the Sport Sedan, this gives projected zero to 100 kph acceleration in 7.9 sec and 80 to 120 kph in fifth gear in 10.0sec, compared to 8.5 sec and 11.1 sec, respectively, on gasoline.

On E85, the current BioPower engine gives 17% more maximum power (175 hp/129 kW v 150 hp/110 kW) and 10% more torque (265 v 240 Nm). In the Sport Sedan, that translates to zero to 100 kph acceleration in 8.4 sec and 80 to 120 kph in fifth gear in 13.9 sec, compared to 9.5 sec and 15.0 sec, respectively, on gasoline.

E85 has a higher octane rating (104 RON) than gasoline (95 RON), and turbocharging with Saab BioPower allows the use of a higher boost pressure and more advanced ignition timing than is possible with gasoline. This gives more engine power, without risk of harmful 'knocking' or pre-detonation.

Saab 32-bit Trionic 8 engine management system controls the throttle setting, ignition timing, fuel injection, air mass and turbo boost pressure. It is a powerful platform that has facilitated software re-programming to accommodate the different ignition timing and fuel/air mixture requirements of E85. The only hardware modifications necessary to the all-aluminum engine are the fitment of more durable valves and valve seats. Bioethanol-compatible materials are also used in the fuel system, including the tank, pump, lines and connectors.

Trionic monitors fuel quality after every visit to the filling station and automatically makes any adjustments necessary for running on E85 and/or gasoline in any combination.

Bioethanol is produced from a wide range of agricultural crops and biomass. Unlike gasoline, its consumption does not raise atmospheric levels of carbon dioxide (CO2), the main 'greenhouse' gas that contributes to climate change. This is because emissions during driving are balanced by the amount of CO2 that is removed from the atmosphere when crops for conversion are grown. Bioethanol is sold in Sweden, and a growing number of other European markets, as E85 fuel.

Advanced Transmissions

A six-speed automatic transmission is offered with the 2.8V6 Turbo and all three turbo diesel engines. A five-speed version is available on all other gasoline turbo engines, with an additional '5+2' transmission, exclusive to the 210 hp (155 kW) unit, introducing two intermediate gears, '2.5' and '3.5', for greater access to acceleration on kick-down.

All transmissions include Saab Sentronic, a sequential manual gearshift giving closer driver involvement. When the shift lever is moved across the gate to “manual Sentronic mode, and “down changes can be made with full lock-up in 3/4/5 or 6th gears. The process can be taken a step further by the option of steering wheel buttons, which bring gear shifting right to the fingertips of the driver.

“Sport Mode can also be activated via an instrument panel button which aligns automatic gear selection more closely with the intentions of the driver. If the driver momentarily lifts of the throttle, the current gear will be held for more effective engine braking and a quicker acceleration when required. Downshifts are also more closely matched to the rate of vehicle deceleration under braking.

In automatic mode, these 'smart' transmissions from Asin AW are adaptive to driver usage patterns and prevailing road conditions, fully exploiting Saab turbo power characteristics. The transmission can sense changes in engine performance, engine load, road gradient or altitude and will quickly find the “right gear without any irritating “hunting.

A close-ratio six-speed manual gearbox is standard fitment for the 2.8V6 Turbo and the 210 hp (155 kW) and 175 hp (129 kW) engines. With a wider set of gear ratios, it is also standard for the diesel engines, including a taller final drive for the 8-valve version in order to optimize fuel consumption. The gearbox has dual output shafts for compact design and lower transmission vibrations.

On all manual gearboxes, gear change quality is enhanced by the adoption of a cable linkage, instead of rods, from the gear lever. The driver enjoys a faster change with a much smoother and more positive feel. Noise resonance and vibration are also reduced.

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