A Saab 9-5 lowered for autocross and the same car raised to negotiate snow-covered roads might appear to require two entirely different suspension setups. Industrial designer Roberto Berrocal Pujol believes there could be a way to accommodate both requirements within a single adjustable system, without permanently modifying the original Saab body.
Based in Lynchburg, Virginia, Roberto recently contacted us to introduce Project Resurgence, a suspension development project centered on his family’s Saab 9-5. His proposal combines hydraulic ride-height adjustment, a dual-rate spring arrangement, and specially configured dampers, with four planned settings covering everything from asphalt driving to gravel, mud, and snow.
The project is still in development. Roberto has shared a detailed concept illustration and an engineering summary describing the proposed system, its intended operating characteristics, and the mechanical components he hopes to develop. He is now seeking experienced Saab technicians, precision machinists, fabricators, and suspension specialists who may be interested in helping bring the design to life.
His immediate objective is not to launch a commercial suspension kit or announce a finished prototype. He wants to connect with people who have the technical knowledge and manufacturing experience needed to refine the proposed architecture, produce its components, and eventually evaluate the system on the vehicle.
A Family Saab That Roberto Wants to Preserve
The Saab at the center of Project Resurgence belongs to Roberto’s wife, Nicole. He describes it as their honeymoon car, a vehicle that has become an important part of their family history. That connection explains why reversibility is one of the project’s central requirements.
Roberto wants to retain the car’s original exterior appearance and avoid modifications that would permanently alter its body structure. The proposed suspension would therefore have to work with the factory mounting locations, without cutting or welding the original unibody. Rather than modifying the body to accommodate a different suspension architecture, the intention is to develop components that can fit within the Saab’s existing structural layout.
Roberto’s professional background is in industrial design and product development. He is the co-founder and chief operating officer of Community Solutions Institute, and his earlier design interests include transportation and sustainable mobility. His Portfolium profile also provides a point of reference for readers interested in his design background.
Project Resurgence combines that background with a personal interest in keeping the family’s Saab usable for years to come. In his correspondence with SaabPlanet, Roberto explained that the proposed system is intended to accommodate track days, winter driving, and rougher road conditions while preserving the original vehicle.
The challenge is to develop an adjustable suspension that can operate across substantially different ride heights while respecting the physical limitations of the existing chassis. His concept proposes four configurations for the same car.
Four Suspension Configurations for One Saab 9-5
Roberto’s concept illustration presents four proposed suspension configurations, each with a different ride height and intended operating characteristics. The lowest setting is designed for autocross, while the highest is intended to provide additional clearance for rough roads and winter conditions. Two intermediate configurations are proposed for ordinary street driving and mixed-surface use.
The project describes an adjustment range extending from approximately 110 mm to 170 mm, a difference of 60 mm between its lowest and highest proposed positions.
Image credit: Roberto Berrocal Pujol / Community Solutions Institute
Autocross: Approximately 110 mm
The Autocross configuration is intended to give the Saab a lower stance and firmer suspension characteristics for driving on asphalt. The accompanying graphic specifies adjustable damping, performance-oriented springs, and 235/40 R18 tires mounted on 18-inch wheels.
In the engineering summary, Roberto proposes a depressurized position in which the primary spring rests against a mechanical stop. The aim is to provide a consistent mechanical arrangement in the lowest configuration rather than depending on hydraulic pressure alone to maintain the intended suspension behavior.
This would be the setting aimed at owners interested in autocross or occasional track-oriented driving, although its actual handling characteristics would have to be established through development and testing.
Street GT: Approximately 140 mm
Street GT represents the everyday configuration. With its proposed 140 mm ride height, the intention is to retain a familiar road-going setup without requiring the driver to use the lowest, track-oriented setting during normal driving.
The concept specifies street-oriented damping and an OEM+ spring configuration. Roberto’s objective is to provide a setting suitable for regular driving, including the road imperfections and changing loads encountered outside a controlled motorsport environment.
Rallycross: Approximately 155 mm
The Rallycross configuration introduces an additional 15 mm of height over Street GT, with medium-firm damping and a spring arrangement intended for more varied surfaces.
Despite the motorsport terminology, Roberto’s materials describe this setting in terms of mixed-surface usability rather than presenting the car as a completed rallycross conversion. Its proposed characteristics would need to be evaluated against the available suspension travel and the behavior of the original chassis at the increased ride height.
Gravel / Mud / Snow: Approximately 170 mm
The fourth setting is the highest configuration. Its proposed 170 mm ride height is intended to provide additional clearance when negotiating rough roads, snow, and uneven terrain.
For many Saab owners, the raised configuration may be just as intriguing as the lowered one. A car equipped with a low front bumper can encounter practical difficulties on steep driveways, poorly maintained access roads, and winter surfaces. The possibility of temporarily increasing its ride height without permanently replacing the suspension is therefore relevant beyond autocross enthusiasts.
Additional clearance would not, however, turn a front-wheel-drive Saab 9-5 into an off-road vehicle. Its drivetrain, suspension geometry, tire selection, and underbody layout would continue to impose their own limitations. The idea is to investigate whether one adjustable suspension architecture could make the existing car more adaptable to different conditions.
How the Proposed Hydraulic Suspension Would Work
The centerpiece of Roberto’s proposal is a hydraulic mechanism integrated into the upper spring assembly. Instead of relying on a conventional air-suspension conversion, Project Resurgence proposes using a custom hydraulic actuator within the upper spring perch, commonly referred to as the top hat.
According to the engineering summary supplied to us, the proposed assembly would incorporate a CNC-machined aluminum hydraulic piston. Changing the hydraulic pressure would move the spring seat and allow the suspension to adopt different installed positions.
The two extreme settings are described as a fully lowered position, in which the primary spring rests against a solid mechanical stop, and a raised position achieved through hydraulic displacement of the spring seat. The concept specifies 60 mm of actuator movement between these extreme configurations.
Roberto also proposes combining the hydraulic mechanism with a dual-rate spring arrangement. The main springs would provide the principal suspension support, while an additional, more compliant spring element is intended to help manage initial suspension movement and wheel contact.
The submitted technical summary specifies proposed primary spring rates of 7.0 kg/mm at the front and 6.0 kg/mm at the rear. These values form part of the design proposal and would need to be evaluated in relation to the car’s actual suspension geometry, weight distribution, available travel, and intended use.
The third element is the damper configuration. Roberto describes a system with separate control of low-speed and high-speed damper movement, intended to combine firmer body-motion control with greater compliance over sharp road irregularities.
In suspension terminology, these speeds refer to the movement of the damper piston rather than the vehicle’s road speed. Low-speed damping is particularly relevant to body movements during cornering, braking, and acceleration, while high-speed damping influences the suspension’s response to sharper impacts.
The proposal includes a pressure-relief arrangement intended to help manage those larger suspension inputs. Detailed damping curves, component specifications, hydraulic sealing, and the relationship between ride-height adjustment and available suspension travel remain subjects for development and validation.
The Original Saab 9-5 Chassis Presents Its Own Engineering Challenges
A height-adjustable suspension for an existing car involves considerably more than moving the body closer to or farther from the road. Changing the operating height also changes the suspension’s position within its available travel. Depending on the geometry, it can influence wheel alignment, steering behavior, driveshaft angles, and the relationship between the wheel and body throughout compression and rebound.
The original Saab 9-5 uses MacPherson struts at the front and an independent rear suspension with transverse and longitudinal links. These original arrangements provide the mechanical starting point for any suspension conversion intended to retain the factory body attachment locations.
The different front and rear suspension layouts also create distinct packaging and geometry requirements. An adjustable spring-seat assembly cannot simply be assumed to function identically at both ends of the car. The final component design would need to account for the original mounting arrangement, load paths, available space, and the suspension movement at each axle.
For Project Resurgence, these considerations are particularly important because Roberto wants to retain the original structural mounting locations. The Saab 9-5 was not originally designed around a four-setting hydraulic ride-height system, so the proposed components will have to accommodate the physical constraints of the existing chassis.
Roberto’s concept calls for the suspension to attach to the factory chassis knuckles and upper towers. He also proposes routing the hydraulic supply lines discreetly, with the intention of keeping the engine compartment and exterior appearance close to the original design.
There is a distinction between a suspension being reversible and its ability to operate safely under every intended condition. Using factory attachment points may avoid permanent body modifications, but the resulting assembly must still be evaluated for the loads it will encounter. Component strength, attachment loads, damper travel, hydraulic reliability, and the behavior of the suspension in each proposed configuration all require engineering attention.
This is one reason Roberto’s search for collaborators is particularly relevant to the Saab community. An independent Saab technician with extensive experience servicing the 9-5’s suspension and subframes may recognize practical installation constraints that are not immediately apparent in a design drawing. A machinist experienced in manufacturing hydraulic components could contribute to the actuator’s dimensions, sealing arrangements, and manufacturing tolerances.
A suspension specialist could help evaluate spring selection, damper characteristics, available travel, and the mechanical implications of the different proposed ride heights. These are complementary areas of expertise, and Roberto is looking for people who can help develop the system beyond its present conceptual stage.
The Influence of an Earlier Electric-Vehicle Project
Roberto credits his mentor Jesse Blenn with influencing the suspension architecture. Their earlier association included transportation design work in Costa Rica, and Roberto’s current project documentation references ideas developed around the CambYO electric-vehicle concept.
Blenn’s previous work includes the Cambria CR electric-car proposal, entered in the 2015 Create the Future Design Contest. That project described a compact four-seat electric vehicle with an unconventional passenger layout, lightweight body construction, and a proposed air-suspension arrangement intended to accommodate rough roads.
The Cambria CR’s proposed suspension differed from the hydraulic architecture now outlined for the Saab. Nevertheless, the earlier vehicle concept provides useful context for Roberto’s interest in adjustable vehicle dynamics, unusual mechanical layouts, and the practical demands of driving on uneven surfaces.
Roberto describes the current Saab proposal as aviation-inspired, particularly in its approach to variable loading and the distribution of forces through existing structural attachment points. That description reflects the project’s design philosophy; the actual mechanical arrangement and its performance will need to be established as the engineering develops.
The immediate objective remains the development and evaluation of the proposed suspension for the family’s Saab 9-5, rather than a new vehicle platform or a manufacturer-backed automotive program.
Preserving the Original Car While Changing Its Capabilities
The idea of improving a Saab 9-5’s handling without sacrificing its road-going character has a precedent in the model’s aftermarket history. Hirsch Performance’s original Saab 9-5 upgrade program, for example, included a sport chassis with specially tuned shock absorbers and springs that lowered the vehicle by approximately 15 mm compared with the factory sport suspension.
Hirsch’s approach was a conventional fixed-height suspension upgrade, rather than a hydraulic height-adjustment system. The comparison is useful because it illustrates how earlier Saab specialists approached the relationship between lowering, damping characteristics, and everyday usability.
We has previously covered the broader Saab 9-5 Aero Troll R developed by Hirsch Performance, a different example of modifying the original 9-5 while retaining the recognizable appearance and character of the production car.
Project Resurgence approaches the question from another direction. Rather than defining one replacement suspension specification, Roberto wants to investigate whether an adjustable mechanical system could accommodate several intended operating configurations while retaining the original structural mounting points.
That interest in preservation is also familiar from other Saab owner projects. In our coverage of a family Saab 9-5 Aero Wagon restored by SAC Taiwan, the owner’s attachment to the vehicle provided the motivation for a substantial restoration and modification program. Roberto’s project places particular emphasis on avoiding permanent changes to the body, even as he considers an unconventional suspension arrangement.
For owners maintaining an original Aero suspension, modifying an existing setup can raise questions about preserving the car’s factory specification and retaining the option to return to its original condition. Project Resurgence makes that possibility a formal requirement of the proposed design.
Whether the resulting hardware could eventually be adapted to other Saab 9-5 model years or made available as a repeatable conversion for additional vehicles remains an open question. Those possibilities would depend on the final mechanical design, compatibility with the original suspension, manufacturing requirements, and the results of prototype evaluation.
What Has Been Developed So Far?
The materials submitted to us include a detailed engineering summary and a concept graphic illustrating the four proposed configurations. The illustration shows a silver Saab 9-5 at different ride heights, with accompanying information about springs, damping, wheels, tires, and the proposed hydraulic mechanism.
It provides a visual indication of Roberto’s intended result: a discreetly modified Saab whose exterior remains close to its original appearance, despite the additional mechanical complexity beneath the bodywork.
At this stage, the illustrated configurations should be understood as design objectives rather than demonstrated capabilities of a completed prototype. SaabPlanet has not been provided with documentation demonstrating a fully installed and functioning four-setting suspension system, independently verified ride-height measurements, or completed road and track testing.
Roberto’s submitted materials describe the intended architecture and development direction, and he has offered to supply additional photographs and technical information as the project progresses. The next stages will depend on refining the engineering, manufacturing the required components, and evaluating their operation on the actual vehicle.
That distinction is important for anyone considering involvement. Project Resurgence offers an opportunity to participate in an ongoing development effort, not to purchase or install an existing conversion kit.
Project Resurgence Is Looking for Saab Specialists and Technical Collaborators
Roberto contacted us with a specific request: to introduce Project Resurgence to the international Saab community and help him connect with people who have the skills required to develop the proposed suspension system.
He is particularly interested in experienced precision machinists capable of manufacturing custom components, fabricators familiar with suspension hardware, and technicians with a detailed understanding of the original Saab 9-5 chassis.
Specialists in hydraulic actuation, spring and damper development, suspension geometry, and prototype engineering may also find aspects of the project relevant to their experience.
Potential collaborators would be contributing to a system that is still being refined. The work may involve evaluating the proposed mechanical arrangement, resolving component packaging and manufacturing questions, developing suitable hardware, and helping establish a practical path toward prototype testing.
For independent Saab workshops, engineers who have worked on unusual suspension conversions, or experienced enthusiasts with access to specialist manufacturing equipment, this could be an opportunity to participate in a project centered on the preservation and continued use of an existing Saab.
Roberto has expressed particular interest in people who share his commitment to maintaining the car’s original body structure and avoiding permanent modifications. The proposed four-setting suspension remains an engineering objective, with its final design, performance, reliability, and suitability for different driving conditions still to be established.
The international Saab community includes specialists with decades of experience maintaining the original 9-5 platform, alongside independent engineers and workshops capable of producing custom suspension components. Roberto hopes to reach people whose practical knowledge could help address the challenges identified in his concept.
For anyone with relevant experience who finds the proposal interesting, this is an opportunity to discuss contributing while the project is still taking shape.
Can You Help Develop This Saab 9-5 Suspension?
Roberto Berrocal Pujol and Community Solutions Institute are seeking experienced Saab technicians, suspension engineers, precision machinists, and specialist fabricators interested in contributing to Project Resurgence.
If you have relevant experience with custom suspension components, hydraulic systems, CNC manufacturing, chassis engineering, or Saab 9-5 suspension development, Roberto would welcome the opportunity to discuss potential collaboration.
Interested specialists are invited to contact Roberto directly with a short introduction describing their technical background, relevant experience, location, and how they might be able to contribute to the project.
Contact Roberto Berrocal Pujol: robert@csial.com
Note. Project Resurgence is an independent reader-submitted project currently in development. The suspension specifications and illustrated configurations are the project’s stated design targets, not independently verified test results or specifications of a commercially available product.
