Saab Youngtimer are more and more an issue. Many mourn the old Saab 9000, which is slowly becoming scarce. Autobild Klassik wrote an article about it.
No one has to justify themselves today for a Saab 900. Unlike the 9000: He is a secret and completely undervalued. The 9000 Aero was once the high-flyer, today he is a used to have low prices.
To discover this Saab, we have to rethink, because he is different. Unlike any other Saab from the pre-GM era, Trollhättan engineers and product designers were allowed to decide for themselves. The Saab 9000 is different. He does not appear as a sloping estate coupe with panoramic windscreen or winter convertible, and the key is not in the center console. He is, almost always, a hatchback with four doors and a large tailgate. He is, almost, just a car. He wants, you can see that, many and not just a few. That, at least, explains why the Saab community left the big guy 9000 for so long.
Inspired by aircraft: Saab models since 1950
The 9000 looks a bit too normal and arbitrary, especially in the facelifted later version whose recessed radiator-lights band reminds on Citroën XM and Subaru SVX. For all three Giorgio Giugiaro had his fingers in the game. When the 70 project began at the end of the 9000 years, other Italians were involved alongside the design grandmaster. Fiat and Lancia joined in, but instead of cooperation there was confusion. Saab evolved from the inside out, Lancia tried the other way around. Saab brought already existing design ideas, Giugiaro provided new proposals. Fiat Croma, Alfa Romeo 164 and Lancia theme were the half brothers of the Saab 9000 when 1984 started production.
The chassis, windshield and doors were interchangeable, but the side impact protection in the doors was only available to the Swedes, who felt superior to the derivatives by their own self-image. Unfortunately, the early Saab top model rusted like a Fiat, which was turned off only in the second attempt. Ironically, in its revised, mass-compatible form, the 9000 runs at peak performance. He scores, hardly believing in a Saab, with his normality. The in-between engine, the occupants have room in all places to owe, in width and length trumps the 9000 interior of the 900 by several classes. The Saab 9000 also lives up to the principle of sustainability.
On-board computer and mouse cinema still work after 15 years, insensitive plastics and ideally heavy leather armchairs shape a picture of long-term quality, while the world rushes by in silence. Balancing shafts calm the four-cylinder engine, all 2,3-liter engines carried as standard and from 1994 also the two-liter engines the waves inside. Charging is always the first choice, a life in Saab without turbo possible, but it is meaningless. When 224 rips Aero-PS on completely overloaded front wheels and the 9000 humming to the horizon, this familiar Saab feeling comes up. The fan community feels it already, no wonder: It is time to discover the 9000 as a classic.
A resume full of shortcuts and (performance) curves. 1984: Launch of the Saab 9000 with dohc four-cylinder turbo engine (1985 ccm, 175 PS), five doors and hatchback (CC). 1988: four-door notchback version with sloping car front (CD), the 1991 is taken over by the CC. 1992: Facelift with new front and narrow headlights and modified rear end (CS, later CSE). 1995: Facelift for CD (now CDE). Until the end of the series four-cylinder engines with and without (light and full) turbo, with and without balancer shafts and with PS numbers between 126 (CC) and 224 PS (Aero) offered. The only exception: the three-liter vacuum cleaner V6 Opel (from model year 1995) with 210 PS. 1998: end of production. Quantity Saab 9000 CC / CD / CS: 503.087.
Four-cylinder, front transverse • turbocharger, charge air cooling • four valves per cylinder • two overhead camshafts, driven by chain • electronic injection Trionic • displacement 2290 ccm • power 164 kW (224 PS) at 5500 / min • max. 342 Nm torque at 1950 / min • Front-wheel drive • Five-speed manual / four-speed automatic optional • Independent front suspension, rigid axle on coil springs • Tires / wheels 205 / 55 ZR 16 on 6,5 J 16 • Wheelbase 2672 mm • Length / Width / Height 4761 / 1778 / 1415 mm • Curb weight 1450 kg • Trunk 487 / 1397 liters • 0-100 km / h 6,9 s • Peak 240 km / h • Consumption 9 liters Super plus • Price 1993: 82.000 D-Mark
Late Saab 9000 are mature, extremely reliable vehicles and swim like the 900 off the middle class mainstream. The image of the individualist, however, does not care for the 9000 so consistently, its appearance is less independent. The early representatives of this last true Saab series are rust-sensitive and more of a case for end users or real fans who want to complete a collection. Both types of quality and perception diverge widely, which is good for buyers who are looking for a lot of Saab Saab. The fun is cheap, but only if nothing breaks - the spare parts prices are traditionally high. Properly good Aero and Anniversary models should be due to the exclusivity and performance of a promising Youngtimer career imminent. Buy now!
Partly there are already gaps in the spare parts supply at Saab, the purchase at the manufacturer goes into the money. Luckily, freelance specialists and garages help with supplies and can usually deliver cheaper. Many spare parts can be found on Saab enthusiasts in Internet forums.
Thanks to a long service life and a large variety of models, the choice of Saab 9000 leaves nothing to be desired. The prices are in the basement, between 500 and 5000 Euro everything is possible. Only upwards the air gets thin: coveted top types like the sporty Aero and the fine Anniversary model Anniversary are rare.
Yes, the aero is the best. Exclusively equipped, of high manufacturing quality, durable and fully uninhibited turbo temperaments. And these seats ... But even the 9000 series can inspire: A CSE with leather interior and 2,3 liter machine is a master of understatement and can be obtained for ridiculously little money. If you want to walk off the beaten path, you should look for one of the unpopular saloon sedans. It could hardly be more individual.
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Source / article: Autobild Classic, Jan-Henrik Muche