Powertrain
Unique ‘Tri-fuel’ 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 ‘first’ 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’s 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’s 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’s
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’s 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, ‘up’ 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.
A ‘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.
Next page: Body structure, Electrical systems
and Lights