The Phoenix Architecture that will underpin the 93 is aptly named; indeed, it is so crucial to Saab’s recovery that the firm’s engineering guru, Kjell ac Bergström, has put his retirement on hold for two years to oversee the project into production.
Bergström, who has also worked at Volvo and Fiat-GM, rejoined General Motors-owned Saab in 2003.
He had already outlined his vision for how an independent version of the Swedish brand could work before it severed its ties with the American giant.
The Phoenix Architecture seems to fit in with Bergström’s plan, in which many future components — everything from base engines to door locks — will be bought ‘off the shelf’ from manufacturers who supply parts to other premium car makers.
This policy is a U-turn for Saab, which has often insisted on modifying even the smallest common part to reach its own specifications.
However, the flexible nature of the process means that engines can still be modified in house, and Saab will still be free to carry out its own crash safety tests and introduce its own styling and electronic architectures.
The set-up will also allow Saab to give the 93 complex suspension systems and four-wheel drive.
The essentials of the Phoenix Architecture
For the Phoenix architecture, Saab has a choice of existing suspension systems. It could use the standard-issue MacPherson strut fitted to base versions of the 9-5.
However, MacPherson struts have limitations. They allow more vibration and disturbances from the road through to the driver and are prone to allowing torque steer with powerful engines.