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Author: Carter

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Swede Week: 2008 SAAB 9-7X Aero

Swede Week: 2008 SAAB 9-7X Aero

Published May 14, 2020 by Carter

So the GM-takeover of SAAB is to be completely lamented? Not so fast. A few really cool vehicles came about as a result of SAAB’s combined efforts with other automakers; the 9000 is probably the best example, but the Viggen, the ‘SAABaru’ 9-2X, and 9-5 Aero are also popular alternatives to the normal German performance rides out there. Today, though, I want to take a look at what many consider the low point of SAAB’s GM connection and try to unearth a diamond in the rough – because there was one.

The ‘Trollblazer’ was just that; a SAABafied version of GM’s GMT360 Trailblazer. It was really just a light reskin of the vehicle and was even assembled in Ohio. That doesn’t sound too exciting, as indeed the Trailblazer was not the shining star of GM’s catalog nor its best example of vehicle dynamics. But late in the run, GM upped the game with the ‘SS’ version of the ‘Blazer, which added a 400 horsepower Corvette-sourced LS2, giant wheels, and suspension and body tweeks that somehow made the mundane grocery-getter instantly cool. And for good measure, just over 600 were changed into SAAB 9-7X ‘Aero’ models:

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Swede Week: 1971 SAAB Sonnet III

Swede Week: 1971 SAAB Sonnet III

Published May 13, 2020 by Carter

Continuing on the Swede Week theme, here’s an instantly recognizable treat that is unfortunately seldom seen today. Like Volvo’s P1800, SAAB’s Sonnet lineup attempted to add some sport to the company’s brochures with exotic Italian looks and an odd combination of DNA. Although the above Sonnet’s lines are familiar to most Euro-centric automotive enthusiasts, this was actually the third version of the car, which had emerged from a ultra-low-production roadster into a similar and striking Coupe design in the late 1960s. 1970s saw a full exterior redesign but it remained very much a unique look, with a long, low hood punctuated by a Kammback tail. Power had developed in the second series cars from the original two-stroke inline-three to a Ford-developed V4 borrowed from the European-market Taunus. The result was 65 horsepower, which doesn’t sound like a lot – and wasn’t. 0-60 was an uninspired 13-second affair, but hey – just look at it! Who cares how fast you were going, most would mistake this for some oddball Maserati or Alfa Romeo were it not for the badges.

These cars are quite rare – far less were produced than the E30 M3, for example – and as a result hold reasonably strong value today. This ’71 sure looks nice!

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Swede Week: 1992 SAAB 900S Hatchback

Swede Week: 1992 SAAB 900S Hatchback

Published May 11, 2020 by Carter

If the Volvo V70 from yesterday moved the company into a new performance level and group of buyers with a modern performance platform, this SAAB 900 represents the last throes of Swedish independence. The 900 was introduced in 1978 and production ran all the way until 1994 and it was replaced by the Vetra-based 900NG, but the reality is that it was a development of the earlier 99 that was introduced in 1968. Yet somehow the 900 still looked as futuristic and different in 1992 as it did in 1982, or even 1972 for that matter. And though the chassis was rather dated by the Grunge-era, you wouldn’t know it stepping into one. These were solidly-built, well-engineered cars that dared to think differently, yet worked well. SAAB did an excellent job incorporating (and going above and beyond) safety regulations of the day, and the 900s integrated these features arguably much better than most despite their rather small production numbers. And, they were steadily upgraded over their production to breathe new life into the aging DNA.

Such is the case here, with this later 900S Hatchback. The ‘S’ introduced the 16V head on the backwards-mounted B201 2.0-liter inline-four to create the B202. Power jumped from a modest 116 horsepower to a slightly-less modest 128 horsepower. But in 1991, SAAB upped the ante again with a new 2.1-liter version called the B212. With another 10 horsepower, performance was at least on par with most of its contemporaries, and the 900’s low center of gravity belied its looks; these were good handling cars and offered great all-weather performance despite their front-drive only platform.

Of course, it was inside where the 900 really shined, offering copious interior space with a massive amount of storage available in the rear. I had a friend with one of these at the same time that I owned a Mk.II Golf, and the fit, finish, ride quality, and cabin space was so far above that of the Volkswagen, it felt as though I was in a luxury car. Today, clean examples of the 900 are harder to find, but this one looks nice:

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Swede Week: 2004 Volvo V70R

Published May 10, 2020 by Carter

There’s a running joke here at GCFSB regarding Volvos and SAABs. Without exception, every time we post one someone comments either here or on our Facebook page that those two manufacturers aren’t German. It doesn’t really matter that we explain nearly every time that though we know this, we still enjoy to look at a super Swede from time to time since – let’s face it – a majority of people on Facebook don’t actually read the articles that are posted, but rather just react to the headlines. Now, we could actually get into a discussion about how the Swedes are actually a Germanic based tribe if you go back far enough, or how many of their engineering principles fall in line with those of their Southern neighbors. We could mention that many of the newer Volvos and SAABs actually utilized German derived chassis from either Ford Europe or GM’s Opel division.

In the case of today’s ride, I’m not sure that matters much. We love colorful cars, we love wagons, we love performance wagons, and we love colorful Volvo performance wagons. So what do we have, but a Flash Green Volvo V70R to consider:

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2014 BMW i8

2014 BMW i8

Published May 9, 2020 by Carter

We’ve been accused of preferring older car designs to new ones. Rightly so, a majority of the cars that we feature are at least 10 years old, with a fair chunk now being over 20 years old. Are we out of touch with the market? Well, certainly that could be said – however, I think if you poll the authors here (and, a majority of our fans), most people just don’t get as excited about a car that you can pop down to the dealership and buy versus one that’s been well traveled, taken care of, and is hard to find in good shape. It’s the same reason why Antiques Roadshow is so popular; anyone can go buy the popular toy of the day and leave it in its original packing – but find a toy from the 1950s or 1960s in its original package and the pricing will probably surprise you. Heck, even my Transformers from when I was a kid are now quite valuable in good shape.

So we’re only interested in old cars? Well, not so fast – there have been several very exciting and pioneering designs over the past few years that helped in transforming the automotive landscape. The Porsche 918 Spyder, for example, redefined supercars along with the LaFerrari and McLaren P1. They’ve looked at hybrid technology not as the death of performance, but as an opportunity to better exploit it. However, all three of these designs are ultra-limited, ultra-exclusive and ultra-expensive cars, leaving mere mortals without hedge funds to dream of owing them only in passing flights of fancy. However, BMW has taken a very different route with its hybrid technology, offering two platforms that are both brilliant and innovative in their own ways. The admittedly less exciting, more practical application is the i3; a small electric city car. The reaction from enthusiasts to the i3 was less than, well…enthusiastic. However, I suggest that BMW’s departure into functional, efficient designs was at least innovative and admirable – this is technology that won’t kill cars, but will in fact allow them to thrive and continue for generations to come. Perhaps, then, the more exciting application of BMW’s efficient design “i” branding will sway you – the lightweight, sporty i8:

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