If it was after the mainstream, then you should not get involved in old cars. Digital mobility is upon us, electric cars, fully networked, are considered the future. What do you want there with an analog, now 20 years old Saab 9k?
But it is precisely the analogy that makes the affair appealing. Man and machine are the focus. And it's not the cloud that takes the tax. The Anna project has been going on for several years, and meanwhile the Saab matures into a really good youngtimer.
The quest for perfection is not in the specifications. But there are still things that bother me and that have to be worked through. The chassis is one of the points. Although the Saab has completed its TÜV appointment 2017 without any problems, there is still need for action. As with some 9000, the tail hangs easily. On ambitious driven highway passages lead bumps to a little pleasant Nachschwingen, which is not completely safe. And anyway: The chassis does not fit the car. The feathers are fine and from Saab. But the shock absorbers are unsolved and inharmonious - and not by Saab. Gerard Ratzmann from Saab Service Frankfurt shares my opinion: The stuff has to go!
Only what comes in? Reading in Saab forums and inquiries with other 9k drivers does not help me any further. If the one raves about yellow Konis, the next one advises decisively. This is going on for a few weeks, I can not really get on, but the solution is closer than I suspect. Sometimes you are blind and do not trust the wonders of the Saab galaxy.
Why do not you take original Saab steamer, you first ask me in Keel, then in Frankfurt? Yes, why? It is one of the unfathomable things Oriothat original parts that you do not expect are still available or are suddenly listed again after a long break. No matter why, but a small number of rear and rear dampers are in the system in summer 2017. For the back really cheap. For the front so really expensive.
In numbers: The front dampers, part number 4543799, cost 326,64 € each. The rear units, part number 4647095, each 71,84 €. Thus, the original Saab complete package is twice as expensive as a set of Koni. Original is always exciting as an accessory, I mean, but still have to swallow.
Saab original or not?
To make a decision, you have to consider many facts. I want to keep Anna, drive as long as possible. Original seems better than accessories. Another neglected aspect of 9000 is chassis development. It is a story for a second look. Because superficially, Saab did the same with 9000 as Fiat did with Croma and Lancia with the theme. Mc Pherson struts front, live axle rear. Conventional. Boring. Point.
Or not. With Magnus Roland, Trollhättan has a great talent for development. In his future career, he will teach a German premium brand how to define driving dynamics, and at GM he shows Americans that sports cars can not only be fast on straight asphalt tracks.
The letter of recommendation for his impressive career is the Saab 9000. Front gets the 9k Mc Pherson struts. They save space needed to install the engine transversely with flanged gearboxes. In the event of an impact, the propulsion unit cascades, becomes an insurmountable barrier, and preserves survival space. On the rear axle Saab takes over the 900 proven concept. Rigid axle, helical springs, anti-roll bar and, unlike the 900, low-mounted Panhard rod.
The suspension is unexpectedly comfortable given the low body roll of the body when driving hard. (Teknikens Värld)
This brings stability, minimizes the tendency to roll, increases the directional stability and the driving dynamics. For Magnus Roland is on the one hand motorsport-affine, on the other hand he has the Sweden of the 80er years in view. Asphalt is just a discipline. At some point, every driver inevitably lands on gravel, snow or ice, and at the latest then shows how well a vehicle is really tuned. Saab claims to deliver the best. A perfect suspension for any surface, safe, comfortable, and progressive.
Saab 9000 suspension. And Eric Carlsson takes his hands off the wheel.
Operation Driving Dynamics succeeds. Journalists report safe handling in turns, the low tendency to understeer. From the safety reserves, the perfect communication from person to machine. Rally legend Stig Blomqvist goes one better and chases the 9000 Turbo mercilessly over gravel roads. The unforgotten Eric Carlssson vouches that he likes to take his hands off the wheel and steer with his knees instead - an impressive demonstration at high speeds and with press representatives aboard.
The chassis is considered a sensation. Comfortable and sporty at the same time. And above all, for sure. It sets standards for the premiere of the 9000, the press is thrilled. Saab is convinced of its construction and changes it also with the introduction of the 2. Not generation. That has consequences.
The chassis of the Saab 9000 is of the rustic type. (ADAC Special 1998)
The chassis of the 9000 was at the end of its production time quite controversial. It was now called rustic, which was also due to the origin of the 80er years. MacPherson struts front, rigid axle rear, were considered obsolete. Even if German premium manufacturers continue to bet on it. It was chalked to the 9k.
As I read historical press reports, I have doubts. Which car do you write from? Progressive driving dynamics? My Anna project is currently staggering through curves like a dromedary, in forums one reads again and again of a lack of driving dynamics.
How successful was the suspension tuning really? And how do you feel today, more than 3 decades later? The decision is clear. In Frankfurt you order the shock absorbers for front and rear, at the next opportunity the Saab goes into the workshop.
And then? Dromedary or driving dynamics? Or an expensive bad investment? In a week follows the sequel.