Saab drama. The 19. December 2011.

It was a black day for Trollhättan, and the blackdest in the history of the car brand Saab. The 19. December 2011 brought the final out for the Swedish cult brand. Before, there were dramatic months, and there were always signs of hope.

Saab factory 2011

And there was Victor Muller. The man who overestimated himself by buying Saab. But who didn't want to give up and who gave everything to save the brand. As bloggers, Mark and I have seen a lot of things first hand. In crisis mode, Saab was very open and cultivated a culture of communication that was exemplary.

Military take reporters into the war zone, Saab took us into the fight for survival. If there was one of the regular “International Market Calls”, we were always there live. Messages from headquarters came unfiltered and based on trust. While others copied blogs from newspapers, SU and we had the direct line. The background was clear. The aim was to avoid disinformation and - in the chaos of events - to provide objective information.

The last days of Saab are clearly remembered. Muller knew he wouldn't win against GM. He said this openly, and he put all hope in Pang Da - the only partner who had stayed. There were days of hectic negotiations late into the night; Plans to save Saab with Chinese money without losing GM licenses. A “firewall” was under discussion that should have protected American intellectual property from Chinese access.

But GM turned it down before the plans were made public in detail, and presumably without knowing or checking the details. The refusal was not discreet, as it should have been in communication between partners. But immediately and publicly, and it became the death knell of all efforts. The talks were broken off immediately, and on December 19, 2011 at 9:33 am, the insolvency.

Muller had bet on the wrong horse with Pang Da and Youngman in the Saab drama. The game against the administration in Beijing and against GM, who would have preferred BAIC as buyers, was not to be won. On December 19, Victor Muller called for his last “International Market Call”. Dejected and visibly taken by the events, he spoke to Saab employees around the globe for the last time. His last words are worth mentioning.

One should never forget that Swedish law allows companies to come back from bankruptcy on the market. Victor Muller, December 2011.

Without Muller, though, and maybe with a new owner. At least that's how it was seen in Trollhättan. Saab had survived many crises and was hardened. The employees went home celebrating Christmas and expected to be able to go back to work in January. Hardly anyone cleared their desk, many left jackets and other items behind. But there was no return.

The bankruptcy trustees took over, and with them a few people, now in the service of the lawyers, came back to the stallbacka. They had an eerie time in empty offices, but they looked as if their former colleagues had only disappeared for lunch.

If there's one thing that sets Saab and Saab people apart, it's pragmatism. The survival of the brand was organized in Sweden, Germany and in many other countries. It quickly became clear that Saab Automobile Parts AB would be the only part of the company to survive. Nyköping, the historic Saab location, became the anchor, while the plant in Trollhättan staggered towards the end. In the days that followed, there was organization and improvisation, and in January it was clear that spare parts and supplies for dealers and customers would continue.

Much of that time seems unreal today. Because many did something in this exception, without a mandate or a contract of employment. The things made sure backups moved, and with their commitment secured the survival of the brand.

On December 19, 2011, nobody suspected that the end of the GM empire would begin with the end of Saab. At Opel they were happy to get rid of the Swedish lateral thinkers and were optimistic about the future.

It depends on the Opel engineers themselves how many of them would still be needed in a few years. Carlos Tavares, December 2017.

Today, 6 years later and a little wiser, it is clear that Saab was not allowed to survive. Muller made mistakes in a situation that did not forgive a single mistake. But the mastermind was in Detroit, and GM wanted Saab to be disposed of at all costs. Even later, after the tragic December 19, 2011, every effort was made to make life more difficult for the successors in the Stallbacka.

This seems very strange today, in the year 2017. The GM empire has been around since the 19. December 2011 pretty atomized. The loss of Saab, the only European premium brand in the American portfolio, was just the start. Since then, plants have been closed worldwide, and the withdrawal from the markets has taken place on a large scale.

Opel - the company that Saab always bullied and handicapped in the group - ended up on the leftover ramp and is sold by the PSA group. The supposedly unique technology licenses from 2011 are no longer even suitable for the rooting table. You are out of date. The news for Opel and Vauxhall is bad. Short-time work has been in place in Eisenach for months, and from January 2018 also in Rüsselsheim. Research, development and administration report for at least 6 months short-time work at. It depends on the Opel engineers themselves how many of them would be needed in a few years, said PSA boss Tavares. That does not sound good!

Why Saab had to die is a question that may remain unanswered forever. The company had some exciting developments in the portfolio. The ePower concept went bankrupt, the electric rear axle made its way with other manufacturers. The visionary IQon Concept with his apps was ahead of its time, and then there are the rumors. One of these concerns engines that were allegedly developed together with AVL in Södertälje. It cannot be proven, the facts are thin and speculative. An engine block for diesel and gasoline, which could once again have been a typical Saab idea. And there is much to suggest that this development for little money ended up with another manufacturer at the right time.

And Victor Muller? The man who polarized, whose PR talent was called “Circus Muller” in Sweden? For the Saab veterans, he's a hero because he's the man who tried. It has now been settled in court that, contrary to many assumptions, his commitment to Saab did not make him rich.

But he also paid for the Saab drama, and he still pays. After an initial acquittal trial ended, he has been on trial again in Vänersborg since December 12. The charge is "gross fraud". The prosecutor uses evidence and recordings from Swedish television as evidence. Maybe Saab and Trollhättan was the adventure of a lifetime for him. In a life that is certainly not poor in adventures.

And the bloggers? Mark and I write Saab, still. We drive Saabs, as do some members of our family. Maybe you can say that we live the brand. As before, and 6 years later. There seems to be no end in sight. And to be honest, December 19, 2011, it's like an open wound that won't heal.

42 thoughts on "Saab drama. The 19. December 2011."

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    SAAB had to be crushed as Swedish industrial policy wanted it to be. Redistribution of market shares from SAAB to VOLVO also played a role. Mueller's “redevelopment” could only have been done WITH gentle job cuts and, of course, with a lot more money. GM also had the wet dream of being able to benefit from the SAAB market share. In the end, the GM company itself is a restructuring case.

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    Hi all.

    Mixed feelings are sometimes heatedly discussed here. You can tell that the fists are raised against GM. That the spirit lives!

    Only wants to give food for thought.
    Who would have bought a Saab from Munich?
    Or even worse. With Wolfsburg Einheitsteilein!
    Is that really what you would have wanted?
    Who says the Germans continued to produce in Trollhattan and not elsewhere?

    And whether the Saabist's solitary approach to the development and transformation of basic technology into better ones would be tolerated by the Teutonic capitalists as long as I dare to doubt seriously.
    Unfortunately, it is a company with billions of debts and no prospect ever
    to pay them off is of no interest to anyone.
    Of course, Nobel brands like Bentley or Ferrari are also kept on the drip, but they are just a different class. One where only the name alone brings money.

    So I think it was better that way!
    Because I would not want to drive a 9.3 on golf basis nor one with the confusing and complicated Munich controls.

    For a Saab, is a Saab, is and remains a Saab!
    A car that is different!
    One in which my mother has problems opening the door from the outside because the door handle swings up.
    One in which the workshop people scratch the steering wheel fairing, right.
    One in which the youth must stare at the emblem and read what kind of car it is.

    Just a Saab!

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      Eric, very well written! That's exactly how it is and that's why we love and drive our Saab!
      Good time!

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        Indertat, as Hans says; this is very well summarized and gives a very realistic picture of what most Saab fans think.

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      I would immediately have bought an 9-5 with an 6 cylinder engine from BMW and four-wheel drive.

      The basis would have been at least at a current technical level. What you get from 2. Face-lift of the 9-5 can not claim. With this type I was sold for good money an outdated base and an unacceptable GPS.

      This story could have been different. There would have been enough opportunities for differentiation. The nationalist club certainly did not help. Elsewhere you were not so sensitive. The fact is that even with the 9-5 Aero SC the Navi and the gearbox came from Toyota suppliers.

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    Hugh Weisman can you show photos our car's?

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    I'm probably driving one of the last few Saabs built by Muller. It's a 9-3X Combi which I purchased “new” in December 2012. It was manufactured in December 2011 and had gotten stuck in the bankruptcy, sitting on a dock in California. Gary Blake Saab in New Hampshire purchased it from the bankruptcy estate and had it shipped to New Hampshire where I picked it up with 63 miles on the odometer… ..what a fantastic car, and what a crying f —- g shame that there will be no more.

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    For years I was always confident that SAAB would make it with new investors like VOLVO with China, LAND-ROVER / RANGE-ROVER with India. Such a traditional brand, progressive and innovative ……. We, the Saab community as well as Saab, were put off and the latest technology sold to companies who laugh their sleeves up and I am convinced, as you have already mentioned, that this technology is installed somewhere. In the end: the coup de grace was made by General Motors anyway.

    As a 17 year-old, about 33 years ago I saw a white Saab 900s or i with my former teacher, I do not know anymore. I liked this car very well, but was priced far from my budget at the time. Seen, forget my first car was then an Opel Ascona 2ltr, and it followed Opel by Opel and also many repairs in all those years, until 2004 our office woman, and passionate Saab driver pointed to the Aaretalgarage in Münsigen and said: You muesch mau e Saab ga drive, de wosch du nüme angers (Berndeutsch) Once there, the Werkstadt boss gave me a 9.5 SE station wagon, which fit into my budget. Dangers, bought I fell in love with this brand. It was the most comfortable and best car I have ever had under my rear. This was followed by a 9.5 Aero station wagon, 9.3 Aero station wagon from Hirsch, which I sold last year (which devil rode me there) and bought my wife on her fiftieth a Landrover Discovery Sport. Granted, it came closest to the Saab in terms of comfort and interior.

    About two months ago I had a slight tingling sensation after reading every Saab blog since the beginning, switched on AutoScout24, and started looking for Saabs. It was immediately clear to me that you had to help maintain this brand again. Because .. what other driver than the Saab driver greets you friendly when you cross the road and has such a good character? .... At least about ten days ago I saw an offer near Leibstadt of a 9.3 station wagon, which was described as 2.8 V6 XWD, but my eye saw special rims, grille and diffuser in titanium gray, boost pressure indicator in orange when looking at the exact picture gallery. it was clear to me that this had to be a Turbo X. The phone in hand, the provider contacted ...... .. since December 16, I am the proud owner of a Saab 9.3 Turbo X in combination, all services at Saab, demonstrated and from service, and after a short discussion I got the Haldex4 clutch service credited. The car is first-hand, very well maintained and looks like new below, as I know it from Saab.

    Well, the Land Rover is really a great car, but I enjoy the friendly greetings of the Saab drivers, the interested looks in the community and the incredibly comfortable leather in the Turbo X. HIGH LIVE SAAB

    Dear Tom, thank you for your tireless research and writing. I have failed to make a financial contribution, but I will make up for it, because it is worth every penny and cent.

    @ Your Tom from Switzerland

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      Hello Tom, nice statement! And if I didn't already have 6 Saab, I would have bought the Turbo X too! Was a really good deal. I keep checking the net for good Saab, think 6 is just not enough ...
      Have a good trip and a Merry Christmas to Bern and the whole Saabgemeinde
      Hans from Basel

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    Despite all the criticism of GM, one should not forget that Saab himself was not entirely innocent of his decline. It's not like Saab has been a highly profitable company for years. It wasn't for nothing that you were a takeover candidate ... and the “stubbornness” of those responsible for Saab is also legendary. The fact is, similar to Citroen, that they have built very idiosyncratic cars that did not meet everyone's taste. This was also reflected in the sales figures.

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    I still hope that Martins article: fiction Saab. A view into the future will somehow come true

    Although I do not really believe in the return of SSAB, but the rest was allowed to vote. I think only the still several more car makes disappear. Not necessarily because the consumer no longer wants them, but because international financial jugglers who own shares in every major brand like it. Because they hope for more profit without regard to the people.

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    I became seriously ill in 2007 and am still alive. In 2011 my wife became seriously ill and is still alive. In the summer of 2011 we ran a kind of automotive change management and bought an almost new 9-3 convertible. As a petrolhead, I knew from this blog, among other things, that things were not going well with SAAB. I didn't care at all and over the next few years we made many beautiful trips in Germany and Europe. Always with an eye on the beautiful moments. The manufacturer SAAB has not existed for a long time. It's a shame and sad, but nothing can be changed. But we the SAAB enthusiasts still exist. We age a little with every tour, and so do our cars. When you sit at home and think about the fleet, then you get a little “stubborn” and say to yourself: “Is that really what it was with my SAABS?” Definitely no! And so it was only more than logical to get an almost 19-year-old 9-5I. After all, you don't get any younger. I haven't regretted the last purchase either, even if a lot had to be invested in order to improve the durability. In the meantime, the 9-5I has been restored pretty well and brings us comfortably, well and safely through this and certainly through the coming winters. So what the heck. The manufacturer no longer exists, but we are still alive and have fun and joy with our cars. Thanks to Tom for his tireless efforts and a lot of fun for everyone who thinks the same way.

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      That's the spirit! ! !

      What a comment. Hats off and thanks.

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        Wauw, Bukki; Thank you for describing your experience so beautifully and strongly here. Enjoy your Saabs for a long time !!!

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    SAAB always had other, really innovative ideas, which alone is a big "ugh" for the German manufacturers. The suspicion that the Americans only sniffed Saab in order to plunder and dispose of it is with huge letters in the room. Opel was allowed to go on living because it fits in well with German honesty - only nothing experimental, only good production for caretakers with a little money - hurray. And yet: in the long term, the AudiMercedesBmwVWOpel manufacturers of standard goods will fall on the face at an inflated price, down from high horse. When it comes to e-vehicles, Tesla rightly disgraces the ridiculous i3 & Co in all of its comparative tests. But the Germanic peoples have invested billions in stinker production lines, of course they want a substantial amortization - in other words: Until the very last day, petrol and diesel carriages with insane, senseless electronics and cheap plastic landscape inside will continue to be built. Long live the profit (at the expense of others)! But: NEVS is alive, with a little skill they will soon sell decent numbers - I'm interested too.
    PS: Read any comparison test between Deutschkarre and Volvo in a German car newspaper - the Volvo is always supposedly worse (reality looks completely different), that's how it used to be at SAAB.

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    The 19.12.2011 was a black day in automotive history. Nevertheless, you have to thank V.Muller. At least he tried. Without him we would probably have a few thousand Saab less on the road and there would not have been the 9-5 NG. Incidentally, the deadly strike for the brand came under Nevs only afterwards.

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    I recently joined a SAAB specialist with good relations to Sweden. The engine technology you mentioned seems indeed to have found its way into a make. At least that glass was clearly presented to me there. That the manufacturer is not to be found near the origin, it should be clear, if you look, would be only one block for all engines in the 2l area uses.

    The heritage of SAAB is ubiquitous, worldwide. But I would rather have experienced that in a SAAB.

    Greetings from Erik

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    Hello Tom

    Well written.

    1. This is understandable how it could come to this. It was probably so wanted.

    2. Why it stayed that way, less. After all, shortly after the bankruptcy BMW made an offer. One did not grab this chance either. You will have had reasons. Obviously, something better could not be done.

    3. Today it is also completely clear why no other manufacturer has any interest: Apart from the trademark rights, there is nothing left that would have any value.

    I was one of those who bought and drove SAAB.

    SAAB was exceptional - with the products but also with fond of opportunities. Unfortunately. I would have liked to have driven my last SAAB even longer.

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    Hello Tom, another very well-written article, which once again makes you very thoughtful ...
    As you write, we continue to drive - satisfied and also a little stubborn - our Saabs and enjoy every day just to be a little different ...
    Thanks again to Dein and Marks commitment and to you and your families a Merry Christmas.
    Greetings from Thuringia, Peter

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    A very good, albeit saddening, summary of what's going on around the 19.12.11. That's so long ago, it's hard to believe we're there, thanks to your Saab commitment.
    There are also our cars. May they accompany us for a long time.
    All a Merry Christmas and all the best for 2018!

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    Thanks for this emotional mirror. Yes, this review is still painful. But also exciting.
    The introductory photo looks wonderful: a yard full of produced SAABs that will be on their way to the customers ... but in the end there were simply too few customers who said yes to SAAB and also bought (!). RIP

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    I don't understand at all that to this day no major automaker has been interested in SAAB ...

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      That's probably over. The big manufacturers have other things on the agenda. How will they be positioned in 10 until 15 years ago? Only hardware suppliers for large fleet operators? The market is changing radically. In China, 2 big manufacturers have already announced the end of conventional vehicles to 2025 and the end of the sale to private individuals 2020.

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        2008 became the death kill of may Western manufacturing, transferring to China since.

        I think I realized how bad it was, when Scania trucks, announced that forward orders for next year was 80? units (3.2% of previous years), Yes just 3.2% against previous years…. !!

        Everyone, that was weak (GM included) what screwed down from the neck, and the banks did not like to act.

        Meanwhile Chinese BANKS, many with lots of $$$ stuffed away for rainy days, now moved and bought the world… .. !!

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    For me, VM wasn't a hero but a blender. As for the Swedish seeds, why should the Saab save? If things go well, the state forbids interference, if things go bad the state should save. Saving banks is bad, Saab saving good? Sorry, but if you want market economy / capitalism you have to have the bad sides in the back of your head ... if you are bothered by it, you have to change something.

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      Hello Daniel,

      have you ever heard of the social market economy? This has always been a priority for Sweden in particular ...

      The example with the banks is not bad - only with the difference that banks are usually supported by the state if necessary. And what about saving GM in heavily capitalist America? Somehow it was even more social there than in Sweden - the whole tragedy in Sweden is undoubtedly still fraught with some big question marks and the helping but ultimately refused billion injection should not have been the real problem for rich Sweden either. The reasons for the process lay with GM (actually observed over the years) and then ultimately with the Swedish administration, which was just not really socially minded.

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        Thank you Rudolf, for your answer to Daniel. I also wanted to do it but can not say better how you put it here.

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        The social market economy is all well and good, but that must not mean that companies are being taken out of responsibility. They drive the cart against the wall and then lean back and let the state, i.e. the taxpayers, pay for the whole thing. This is not the solution either with banks or with other companies. But if everyone complains about the Swedish state, the bill has paid off for GM ... you don't look at the real culprits anymore.
        If the state wants to do something you have to start much earlier. It may not be so easy for companies like GM to create such a situation.
        Sure, some would have liked to see the state save Saab, it's also a Saab blog. Would the enthusiasm have been just as great when it came to Volvo, or Renault? Just as a thought experiment ...

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          Hello Daniel,

          You say so yourself. By referring to GM as the true culprit, they relieve the Swedish state in a sense, but also SAAB.

          And that raises - for me at least - already the question of whether a state could no longer assume responsibility for itself as an industrial location, for a traditional company and its employees, its suppliers and their employees, should have shown more commitment or even need ?

          In the global context of “America first” and Chinese economic policy, in my opinion, Europe and its national governments would be well advised to pay attention to which value chains and which links should be preserved locally.

          We don't need to imagine that as a pure R&D company we are or could become something like the affluent and highly educated master race above an Asian workbench. That would be post-colonial arrogance (in my opinion, quite repulsive).

          And she has long been outdated by reality. European companies such as Airbus open development centers in India. Not only technicians, but also engineers and project managers are available all over the world, often cheaper and more highly qualified.

          And it was granted to all nations and global fellow citizens from heart to cut off a slice of industrial prosperity. But is not that also creating competitive pressure and responsibility for European governments? ? ?

          Why should Sweden, other Europeans and their respective governments be discouraged from taking responsibility locally and for their own citizens?

          SAAB is dead and Volvo is now firmly in Chinese hands (also after a detour via the USA). Volvo and SAAB were the only Scandinavian manufacturers. Something went wrong. Terribly crooked! ...

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            The transformation to an R&D society has nothing to do with “wanting” or arrogance, it comes naturally. The Chinese are just cheaper! I don't want to ask anyone to work under Chinese conditions / wages. That this also creates problems for us, not everyone can do a highly qualified job, is beyond doubt.
            In a specific example, what would have been gained if Saab were saved by the Swedish state? You can't ride a dead horse any further! If I'm properly informed, Saab only had a few years in the 80s that really made them profit. The company was in high deficit and even with a lot of imagination I couldn't have seen them double or triple their sales figures. The Swedish government probably saw it similarly. If it had only been about a few “botched” years, then I would have found it a shame if there had been no support from the state, whatever it was.
            However, Saab has posted over 200 million operating losses each year and sold just over 2007 cars in 90000. They should have found masses of new car buyers, a few contaminated “Saab fans” are not enough.

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              You can not leave your statement uncommented. Whether Saab was profitable or not is unclear. GM creatively booked all sorts of expenses on the stablebacka. Prototype development and construction of showcars ​​for other brands, the development of the BLS. In return, the revenues generated by Saab were not credited to the Swedes, but booked to other markets and brands.
              According to the low demand with the GM Trollhättan entertained, with the lack of investment, I would not be sure if there was not at least a black zero in the end.

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            @ Tom: that in the bookkeeping was “tricked” by GMs is well known. But what was the profit per car? When I see that Audi sells more vehicles per quarter of the A4 alone than Saab with all models per year, you start to ponder. Sure, the spending at Audi is also higher, but Saab simply didn't sell enough.

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              Can not compare, Audi has many more models. I think you should ask the question differently. What were the costs? GM entered 90 with 50%, from 2000 it was 100%. During this time, the 9-5 I was developed and the 9-3 II. The 900 II does not count, which was as good as ready when getting started. And since the 9-5 NG and 9-4x only came to the Spyker era, GM has in 20 years only 2 (!) Launched completely new models. The investments are more than manageable.
              An effective plant at that time produced relatively high-priced vehicles that received facelift in small doses. The yield per vehicle was certainly high, but he just never landed in Sweden.

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            Quote: “The transformation to an R&D society has nothing to do with“ wanting ”or arrogance, it comes naturally."

            Oh, that's it. Already some years ago, Schröder ranted about the social transformation into a service society as a royal road. The political will to actively pursue this direction is real and a documented dogma prevailing today.

            That does not just come from alone, but is based on political assessments and designs. Even on unused creative freedom and omission.

            And the (postcolonial) arrogance lies in the mistaken belief that aspiring states and their citizens would be content with their intended role as a cheap and postcolonial workbench in the long run, in a competition for technology.

            Propagating our technical lead as a sustainable future model (Schröder) is based on a completely unfounded feeling of superiority. Postcolonial arrogant ...

            Europe has long since started to stumble and fall on the nose with this strategy. Chinese high-speed trains win tenders and are sold to western countries. The ICE is left behind. Just one of many examples. Telecommunications, shipbuilding, consumer electronics, IT hardware, automobiles, industrial robots, solar systems, aerospace, etc. ...

            China, South Korea and India want the whole value chain. And they can do it!

            But many do not want to admit that and lack political reactions. The question is whether and what we can still do in 20 to 30 years under these conditions?

            Or will we become an R&D company, soon without any workbench and without orders (see German solar industry)?

            VM and the Swedish state should have come together in good time. Then there would probably have been no problems with GM licenses. And now I have a 9-5 II SC ...

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    L'état suédois n'a rien fait, alors qu'il était possible d'aider Saab, simplement en vendant les voitures 20% plus cher, sans perte significative sur le marché. Regardez les prix de Lexus, Infiniti, et bien d'autre. Cette faillite est une erhur de marketing, GM ne visait que les voitures bon marché, ce n'était pas la place de Saab.

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    As is well known, the Swedish state could have meaningfully supported the brand in this difficult phase. Many other European vehicle manufacturers would have long since disappeared from the markets if the state leaders hadn't intervened to help - even the dubious GM group was “rescued” in America with huge sums of money from the state treasury.

    Thank you again to Sweden for such an “achievement”.

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      As we learned years later, there were these considerations. Take over Saab, renovate, and then sell. Unfortunately, there was then a billion sum in the room, not in Sweden kroner, but in €, which would not have been politically feasible. One must not forget: the condition of the brand was bad, the company was "amputated" by GM and could not survive on its own.

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        The infamous amputation was probably decisive ...

        ... because SAAB's product portfolio has never been so large without amputation. They had (before Diesel-Gate) the most economical and potent diesels on offer that were ever transplanted into a SAAB. The petrol engines were new and, compared to their predecessors, were practically deered ex works (which of course did not prevent the Swiss from refining these fine engines with bay leaf, juniper and pepper to game dishes and at the same time giving them more "volume" ... ).

        A large station wagon and SUV were in the starting blocks and the 9-5er different engine was available with XWD, in the top engine, it was even mandatory. The multi-modernized 9-3 rounded off the offer down and was at the height of its evolution.

        Without amputation, SAAB would not only have provided good arguments for a new purchase for long-standing SAAB customers, but also opened up new prospects and shoppers.

        9-4X and the 9-5 SC II would have been ideal vehicles for the Swedish police and fire department (Operations Command). The NG would have become the diesel most popular taxi Malmö, Gothenburg and Stockholm and could also find new drivers outside Sweden.

        Yes, would, would, would ...

        The 19.12. (2011) is truly the official day of death. It's great that SAAB is so worthily remembered and that the heritage is kept alive.

        Once again great!

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          I also think that the portfolio that SAAB had in the starting blocks would have saved the company. Other car companies were already on the verge of collapse and thanks to smarter and more modern products, they got the corner. Examples are BMW and VW. You could cry - but it doesn't help.

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