Saab taxi - 400.000 kilometers and no end

How sturdy is a Saab 9-5 NG when used as a taxi? And how much is a used diesel worth that has covered many kilometers? Questions after questions, and we start our short messages with the obligation to choose. The Motor Klassik awards the Motor Klassik Award 2019, and Saab has chances - if we cast our votes.

Auto Klassik Award 2019
Auto Klassik Award 2019

Granted, the competition is tough. The Saab 90-9 Aero Coupe enters the 3er category. One of the most beautiful models from Trollhättan and the last hatchback. Apart from the Jaguar XJ220 and the Mitsubishi, I know the competition from my own experience, and it's huge. Does the 9-3 have a chance in Germany? It depends on how much we can mobilize the Saab fans. It is always worth a try.

Here it goes to Choice, the vote runs until the 13. February. Ran to the keyboard!

Saab taxi Frankfurt

Between the years, the legendary 9-5 NG Saab taxi was in the workshop in Frankfurt, A non-self-inflicted accident at the airport caused repairs, the taxi was on the road to recovery. At the same time, the foiling was renewed at the same time, she was a bit more affected by more than 400.000 kilometers.

How does it look under the foil? Saab Taxi Frankfurt gets a new foil.
How does it look under the foil? Saab Taxi Frankfurt gets a new foil.

In what condition is a Saab that was built in “small series” after so many hard kilometers? The interior is no different from a 9-5 that has 100.000 kilometers on the clock. Competitor products sometimes look clearly shabby, but not the Saab. It is fresh, with small signs of wear.

Of course, the second machine is already working under the aluminum bonnet. I was told in Fechenheim that that was not really necessary. When the engine oil escaped, the question of sealing or replacing the engine arose. Because the 9-5 NG should remain in service for a long time, it was decided to buy a new machine. Because the owner already knows what he has in his 9-5. Hardly any taxi in Frankfurt gets as much attention and is such a popular figure.

9-5 NG Diesel are cheap. Almost all.

The diesel discussion is a never-ending story. Actually, it's about something else. The farewell to private transport, as it was before, is to be initiated. And the diesel scandal appears to be the right point to pull the lever.

The discrediting of diesel goes so far that values ​​were massively destroyed. 9-5 NG diesels are now available for less than € 10.000, petrol engines are stable in price. For some fans of the brand, this was the opportunity to fulfill their dream of the 9-5 NG at an affordable price.

The owner of the only Laser-Red 9-5 NG sports suit is probably not that happy about the development. The TTID4, now more than 200.000 kilometers on the clock, is still for sale in the Czech Republic at Saab Suchomel. Since October 2018, and its price drops monthly. Currently reports a reduced price idea of ​​only 42.900,00 €. At what price does the rarity bonus go?

21 thoughts on "Saab taxi - 400.000 kilometers and no end"

  • Great that the taxi is still on the streets!
    I had also agreed. That was not so easy in some categories.

  • Thanks for the once again great contribution! ... vote done. 93 what a beauty! ... I am happy if there is a story about the Saab taxi. ...

  • The taxi looks really interesting! Maybe worth a story for the blog?


      The car has certainly seen enough for a whole book that is ready for a film. At least I imagine 400.000 taxi kilometers of a SAAB in Frankfurt in such a way that they cannot be unwound without interesting encounters, events and experienced anecdotes ...

  • Yes, the question of retrofitting the hardware for our diesels is also of great interest to me - I don't have one, but I would like to get one as soon as I find a suitable one to protect the rare BioPower Griffin convertible. The company Twintec / Baumot offers this (so far only) from Euro 5. Will this also be technically possible for Euro 4 diesel soon? Also for our Saab engines (Euro 5 and possibly also for Euro 4)? And what about admission? I would be so grateful if we could get some information about it - maybe one of the readers knows about it? Or maybe even a tiny blog report? 😉

    • Of retrofit solutions is not yet known. This is the topic of Orio. Should we hear anything, then of course it comes on the blog.

      • And what about the GM diesel engines? Is there anything? Or were they all still Euro 4? Are the last “Pre-Griffins”, MJ 2011, not from GM? They are already Euro 5.

        • If there were news, they would have been published here. In a recent conversation I learned that Orio has the theme on the screen. That was before the legislature staked the framework for retrofitting. I would not have much hope. The diesel scandal is primarily a German problem. In other EU countries, with the same legislation, it does not appear to be an issue.

          • At the moment one tries to annoy the Diesel drivers again in Austria, the gasoline at many petrol stations is suddenly a few cents more expensive than premium gasoline, gave no decision, nothing. It's just more expensive now. But otherwise you can still easily drive diesel in Austria. Thank God

          • I wouldn't have any hope of retrofitting the few SAAB diesels in Germany. It is not worthwhile for anyone to develop, homologate and offer a solution - especially as there is no longer a manufacturer who would fear damage to their image and would therefore be willing to invest ...

            One can hope, however, that for all younger diesels from Euro 4 (green sticker) the German road network will be available for some years more or less unrestrictedly.

            Also, the emissions of nitrogen oxides in diesels of older emission standards are absurdly often lower than in the younger ones and moreover this has been achieved without (illegal) software and defeat devices.

            This has to do with the fact that far more than nitrogen oxides and CO2 comes from the exhaust, even if the current debate is limited to these two. The emissions standards are not as modest as politics or the media.

            Manufacturers, their engineers and developers must also take CO (carbon monoxide), hydrocarbons and particulate matter (fine dust) into account and always get them under control ...

            The technical approaches of the last decades (catalytic converters, exhaust gas recirculation, particle filters, direct injection, urea injection - to name just a few) are too diverse and complex to go into detail here. But physics and chemistry are just as complex ...

            And the laws of nature that engineers and developers must follow are above all else: they are incorruptible. Nationally independent and in fact completely incorruptible.

            If we also check components of the air (to 78% nitrogen) and the tank contents (hydrocarbons) on the exhaust to their complete integrity (nitrogen) or their complete combustion and oxidation (hydrocarbons), also every layman should understand that here has a very classic conflict of interest.

            The more completely you burn hydrocarbons to CO2 and H2O (to avoid carbon monoxide and unburned hydrocarbons at the exhaust), the better the energetic utilization of the fuel (the hydrocarbons) and the cleaner the exhaust gases are, at least on the one hand. On the other hand, this also inevitably leads to more nitrogen oxides. The 78% nitrogen in the air that is sucked in, charged into the engine via turbo or compressor or even burned several times via exhaust gas recirculation is burned / oxidized more thoroughly if the combustion of other components of the mixture or the exhaust gases is to be as complete as possible ...

            The bottom line for me is the question: How did the US manage that? After all, the diesel scandal was created there ...

            Physics and chemistry and who else knows which laws of nature? How about biology and human aging? All this has been successfully overcome in the US, apparently already today!

            After all, D Trump should have the physique of a 20-year-old (according to US doctors). And even our media happily confirms to him at least the psyche of a 14 to 20 year old ...

            Who would be surprised if the US diesels sold in Germany had actually repealed the laws of nature? And before we all finally sink into the ground in awe, we'd rather not measure the boxes at all ...

  • Participation, of course!
    For the contribution I am particularly interested in the diesel theme (after all, I drive one of the last station wagons with Euro4).
    I will definitely not "knock it in the bin". It is not at all environmentally friendly to abolish cars that can still be driven without problems, economical and enjoyable for a few years for questionable reasons (NO² pollution is only one aspect and, for environmental reasons, CO² is more important).
    Of course I would retrofit! But it looks like we SAAB drivers will not stand a chance, or does anyone have any other information? Is SAAB-Frankfurt perhaps talking to retrofitters? I would really be interested!

  • And another new post ...

    After the reader's contribution (Ken-Daniel to a meeting) this time again from the team and from the editorial staff. The blog turns over at the beginning of the year with almost daily new contributions. Many thanks to the team and congratulations to current 1.100 subscribers! ! !

    The last time I saw a 1.096 or 1.097 at the top right of the browser window. Is the 1.100 an all-time high? After the donation and participation record for 2019, that would be the next ...

    SAAB lives. In D and beyond not least thanks to this blog. Fantastic!

    And again a number of key phrases and keywords on moving topics. Too many and too quickly for a reader to pick up on for their own comments. Nevertheless (or because of it) a fabulous achievement. You can just read and enjoy ...

    • Okay, I can't help it ...

      Quote: “The diesel debate is a never-ending story. Actually, it's about something else. "

      And that's exactly why I find myself looking more and more often for SAAB diesel vehicles. Be it as a supplement or even a replacement for my BioPower chrome glasses SC ...

      As long as we indulge in private transport, can no longer refuel E85, but now get thrown new and used diesel vehicles behind and diesel drivers continue to benefit at the pump from the lowest price and the highest energy content per liter, as it progresses so to speak more and more a civic duty to drive a diesel!

      In the meantime, of course, you no longer know whether you are leaning towards diesel out of defiance or obedience. The media, political and fiscal signals are far too contradictory to be sensible. Just don't listen anymore ...

  • Great! Clearly the aero is the most beautiful - coordinated and done!

  • I also did my “duty” with the vote 🙂 As the owner of a 93 Coupe with Viggenbody, it is probably clear where my vote went. However, the competition is very fierce and I've never seen a non-German car win such a rating ;-(

    Saab 95NG Diesel… .., and I sold mine with only 43000km for CHF 13500.-. I just didn't need it enough and it was always too big for me. It still hurt. The new owner can look forward to a very neat 95er. The car was practically new.

    • Of course we have little chance against the overwhelming power. But we use it 😉

  • Unfortunately, most 9-5NG TIDs are poorly equipped, Head Up Display and premium seats should be in the car.

    • All this could be retrofitted. Saab Kiel is doing very well.

      • But costs disproportionately. If it is then new, but with a suitably equipped used vehicle, the “extras” are subject to depreciation, as it were.

        • Correctly formulated, it is now expensive but possible. A few years ago, when the shelves were still well filled, it was relatively cheap to have an 9-5 NG upgraded individually. Today, the limited availability of desired parts is the biggest problem.

  • Voted for the SAAB: done

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