Saab 9-3 Suspension

For repair, removal and installation WIS instructions, go to the Downloads section: Suspension - Downloads - SaabWorld

Rear suspension

Attachment 6706
Front suspension

Attachment 6707

Front assembly

Overview

Attachment 6694

1. MacPherson strut
2. Steering swivel member
3. Link arm
4. Wheel hub
5. Anti-roll bar
6. Anti-roll bar rod

Wheel suspension

The front MacPherson-type wheel suspension comprises a spring, damper and upper
suspension strut pivot integrated in one unit. The lower part of this unit, a MacPherson strut
(1), is connected to an aluminium steering swivel member (2).

In order to allow the MacPherson strut to rotate, the upper section contains a bearing which
serves as the point of attachment for the MacPherson strut to the body. The link arm, (3)
which connects the steering knuckle to the subframe is also made of aluminium and has three
attachment points, one in the steering knuckle and two in the subframe. By using aluminium
in parts without springs, the weight of the components not included in the spring motion is
reduced.

The steering knuckle also serves as an attachment point for the track rod joint and track rod
end, which by means of the steering wheel, transfers the driving direction to the wheel
through the steering shaft and the steering gear. The steering knuckle contains attachment
points for the brake caliper; hubs and bearings with integrated wheel speed sensors (4) can
be found in the centre of the steering knuckle.

The cylindrical anti-roll bar (5) connects the MacPherson struts on the right and left sides with
help from an anti-roll bar rod (6). The upper rod attachment point is in the strut and the lower
attachment point is in the anti-roll bar. Toe-in adjustment is made possible through track rod
ends connected to the track rod via threaded joints.

Camber and Caster are fixed and not adjustable.

Chassis design is available in Standard and Sport. The Sport chassis, which features harder
springs and dampers and a 1 mm thicker anti-roll bar is 10 mm lower than the Standard
chassis.

Wheel bearings

Attachment 6695

Together with the hub, the bearing constitutes a single unit prestressed to the correct torque
during manufacture. When tightening the centre drive shaft nut, the bearing should not be
tightened further without ensuring that the splined joint between the drive shaft and hub is
tightened correctly. A further result of this design is that the car can be easily rolled into a
workshop without damaging the bearings even if the drive shafts are not fitted.

[FONT=Verdana]Rear suspension[/FONT]

Overview

Attachment 6702

1. Upper transverse link
2. Lower transverse link
3. Longitudinal link
4. Toe-in link
5. Steering swivel member
6. Wheel hub

Function

The "multi-link" rear suspension comprises a subframe with upper (1) and lower (2)
transverse links, one toe-in link (4) and one longitudinal link (3) per wheel. This means that
the rear wheels are individually suspended and can move up and down independently.

During oscillation, wheel geometry is altered in a controlled manner. Wheel geometry, or link
movement in relation to each other, causes slight oversteering during cornering since the
outer rear wheel toe-in approaches 0°. If the front wheels are turned towards the left, the
right rear wheel turns towards the right and vice versa.

The steering swivel member (5) is made of cast iron. The lower link arm and toe-in link are
made of aluminium. The hub is situated in the steering swivel member, fastened with a bolted
joint and integrated with the bearing. This unit also includes the wheel speed sensor. The
bearing is a double-row, angle-contact bearing.

Toe-in and camber are adjustable by means of off-centre bolts in the link arm mountings in
the subframe.

Attachment 6703

The lacquered steel plate subframe connects the transverse links with the body. It is
suspended in rubber bushes to exclude noise and vibrations. The spring elements are
positioned between the lower transverse link and the body. The springs are of the linear type,
that is, that they have the same spring force during their entire range of movement.

The transverse links hold the wheel in place laterally in order to properly guide the wheel
suspension movements. They are attached to the subframe by rubber bushes and the lower
transverse link is attached by rubber bushes to the steering swivel member. The upper
transverse and toe-in link are mounted with ball joints in the steering swivel member. The
longitudinal link acts as a mounting for the steering swivel member as well as bears
longitudinal load. The longitudinal link is attached to the body by a bracket with rubber bushes
which act as insulation against noise and vibration and improve comfort. The steering swivel
member is also the lower attachment point for the shock absorber.

An anti-roll bar is mounted between the subframe and longitudinal links.

The dampers are telescopic and double-acting. The shock absorbing medium oil, which
counteracts foam build-up, is pressurised with gas during manufacture.

Chassis design is available in Standard and Sport. The Sport chassis, which features harder
springs and shock absorbers and a 1 mm thicker anti-roll bar is 10 mm lower than the
Standard chassis.