SAAB

Saab 900 II: a classic with General Motors and Opel DNA

When we talk about 'youngtimers' or 'young classics' models, we quickly think of German models from Audi, BMW, Mercedes-Benz and Volkswagen, or cars from Ford, Chevrolet and also French and Japanese manufacturers, but we never think on Swedish models.

For many aficionados, the Saab 900 Cabriolet is a true cult model, already a true classic, but the second generation of the model, born in the early 90s, received a lot of criticism upon its launch, as it was considered by many as a simple 'Opel Vectra rebuilt'.

The truth is that this Saab 900 II had a lot of technology from General Motors and Opel, since in the year 2000 the American giant had acquired 100% of the shares of Saab, so the Swedish brand made an important effort to create something new. with the ingredients it had, since without GM there might not have been a second Saab 900.

As Martin Gollnick wrote in 'Saab 99, 90 & 900', Saab considered for a time limiting its model line to the larger 9000, but the old 900 was still popular, so in 1985 they launched the 'X 67' project based on the 9000, but the result was not convincing, as it was expensive. So the future 900 ended up completely derailing.

At the end of 1989, Saab-Scania dismembered its automotive division, of which General Motors took 50%, and finally the Swedish brand had at its disposal the adequate platform for the new project 104 to finally become the Saab 900 II in the European summer of 1993, using components from the Opel Vectra.

However, Saab has been smart enough not to make these common ingredients too obvious. In terms of design, the Saab 900 II (styled internally NG) resembled its predecessor, including the sloping nose.

The overall appearance of the new 900, which was even slightly shorter at 4.64 metres, was more contemporary and rounded, with an 8 centimeter longer wheelbase. But even 30 years later, the model series feels modern, almost timeless.

Inside, the Saab was more elegant than the Opel and company, and had a special scale for the speedometer, in the style of an airplane, with large numbers up to 140 km/h and small thereafter. In addition, the indicators could be dimmed in 'night' mode, except for the speedometer.

And, of course, the ignition cylinder remained in the center between the seats. The key could only be removed when reverse gear was engaged. The propellers were 4 cylinder aspirated 2.0 liters and 133 hp, later with 130 hp, as well as a 2.3 liter aspirated with 150 hp. The 2.0 turbo with 185 hp and up to 263 Nm of torque from 2,100 rpm was the only authentic version for Saab enthusiasts.

General Motors and Opel added a 2.5-liter V6 engine with 170 hp to their catalog, whose torque was lower than that of a 4-cylinder turbo. Incidentally, it was the only engine with a timing belt on the 900 II.

This was possible thanks to the transverse installation of the engines, but the V6 did not shine in almost any aspect, except for fuel consumption. Interestingly, in 1995 the German Automobile Association (ADAC) awarded it more merit for its smooth running than the 4-cylinder engines, 'rather rough', but considered that the V6 was more difficult to drive due to its greater weight.

In general, the V6 remained unusual, as did the 4-speed automatic transmission. Incidentally, the Saab 900 II would not have a diesel on offer until it became the Saab 9-3 in 1998, but more on that later.

Thanks to the large tailgate, the three- and five-door models offered 510 liters of boot space. Already in 1993, from the Valmet factory in Finland, the new 900 Cabriolet would come out, an important version for the North American market.

And although today everyone pays homage to the first 900 convertible, its successor was much more elegant, because here the convertible was part of the development from the beginning.

The Saab 900 II was undoubtedly a success. According to Martin Gollnick, more than 3,000 orders were received in the first ten days after its presentation, on July 23, 1993. Until 1998, exactly 273,568 units were manufactured, a remarkable figure.

Then Saab launched the 9-3, visually very similar. Reportedly, over 1,000 changes had been made, and it was more successful than the 900, with 326,370 units in just five years to 2003.

Autonews