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The early engines were again prepared by Swiss engine specialist, Heini Mader, though this is now known to have been a cover for Mercedes back door involvement with the project later on. The sprint circuit configuration had a L/D ratio of 4:1 while the low drag version was around 3:1. In its sprint configuration, it produced 2,222.1 kg (4,899 lb) of downforce at 320 km/h (200 mph) while generating 555.7 kg (1,225 lb) of drag. Aerodynamically, the car had two configurations: one for sprint circuits and a low drag version for the 5.8 kilometre Mulsanne Straight at Le Mans. The rear deck had been considerably re-profiled and the rear wing was now mounted solely on a central support. Commensurate with the repositioning of the radiators, the large NACA ducts were removed from the top of the door sills. Aerodynamic changes included the repositioning of the combination of oil/water radiator to the nose of the car, which allowed the use of a modified splitter plate. The rear suspension changed from vertically positioned spring/damper units arranged over the top of the gearbox to a horizontal layout aligned with the longitudinal axis of the car.

The C9 was a development of Sauber's previous C8 design, retaining a monocoque that largely consisted of aluminium, although considerably stiffer and with numerous other improvements. The Sauber C9 (later named the Sauber Mercedes C9 or Mercedes-Benz C9) is a Group C prototype race car introduced in 1987 as a continuation of the partnership between Sauber as a constructor and Mercedes-Benz as an engine builder for the World Sportscar Championship.