I looked into it and learned its suspension setup is “independent, double-wishbone, coil springs, and stabilizer bar” in the front and “independent, double-wishbone, coil springs” in the rear.

I wonder why the new SAABs on Epsilon 2 will go with a “multilink rear axle”? Is it cheaper? Is the ride with the Lotus setup too “sporty” (aka rough)?
http://www.edmunds.com/insideline/do/Drives/FullTests/articleId=115908/pageId=99089

Will the next-gen 9-5 adopt the ReAxs system currently found on the 9-3? Will the next-gen 9-3 feature it?

It appears that the advantages of the Macpherson type are that it’s less expensive, leaves more room for the passenger compartment, and has better ride comfort.

The double-wishbone type is more expensive, but appears worth it when you consider its advantages and that these are supposed to be “sport-oriented entry luxury segment” cars.

I learned that the C900 has a double wishbone front suspension but the NG900 went to the cheaper Macpherson type. The 9000 and 9-5 have always had Macpherson.

I don’t know if it’s related to the suspension per se, but I hope they work on reducing torque steer on the FWD models so on the higher-power models people don’t feel they need to spring for a Viggen Rescue Kit type option. From what I understand about torque steer it occurs when there are uneven lengths of axle coming out of the transaxle to each wheel. It’s especially bad in high-torque output engines (>210 Nm) and transverse layout (like SAABs). Luckily torque steer can be designed-out if its considered in the design phase.

http://en.wikipedia.org/wiki/Torque_steer

which reminds me… i need to book in a rotation and tell Frank to give me 1° negative camber now…

adaptive suspension is an interesting development. the ability to change preload and dampning rates through magnetically affecting the fluid viscosity has already been well used in some (admittedly expensive) vehicles. in a Ferrari Enzo, for example, when you change gear (or rather, when you tell it to change gear) the rear suspension is firmed up to prevent the car bucking back. that’s cool, but what i’d really like to see approximated with regular mechanical shocks is Citröen’s lean-into-corner function of their hydro-whateveryoucallit suspension. basically the suspension counteracts the lateral roll of the car’s body into a corner so it remains more or less flat and level. it keeps the centre of gravity down which equals more grip and faster corner speeds. it also means that the suspension can be made more supple on the straights – where ride comfort matters more – rather than resorting to bone rattling stiff springs.

It’s surprising to me (and a little encouraging, actually) that they actually test passenger cars towing capability, apparently.

And Robin from New Zealand sent these pics in? Are they testing the platform in New Zealand, or were these pics taken in the U.S. and Robin just found them on the web?

Lastly, maybe Ted Y can provide a small tutorial to Swade on the technical workings and advantages of the double wishbone/multilink rear axle suspension over the Macpherson? I don’t know the difference. Swade could post what Ted wrote in a blog entry? Also, what the heck is “adaptive damping”? What kind of suspension does the Lotus Elise have as I believe that’s supposed to be the best (for sport) in the world.