2010 Saab 9-5 Front Angle View
2010 Saab 9-5 Side View
2010 Saab 9-5 Interior
2010 Saab 9-5 Engine
2010 Saab 9-5 Side Angle View
Showing posts with label Saab. Show all posts
Showing posts with label Saab. Show all posts
Sunday, July 25, 2010
2010 Saab 9-5 Car Pictures
2010 Saab 9-5 Front Angle View2010 Saab 9-5 Side View2010 Saab 9-5 Interior2010 Saab 9-5 Engine2010 Saab 9-5 Side Angle View
Saturday, May 22, 2010
2011 Saab 9-3 Convertible Luxury Sports Car
2010 Beijing Auto Show will be highlighted by the alternative-energy cars. Saab offers the 2010 model of diesel powered 9-3 Convertibles with 7% reduction in fuel consumption and CO2 emissions while keeping the performance as good as it was in older models. What the carmaker would like to emphasize is that there is no noticeable loss in performance.
2011 Saab 9-3 Convertible Sports Car
The 2011 Saab 9-3 Convertible handles as well as anything else out there. Steering and breaks on the Saab 9-3 Convertible's are masterfully engineered to be quick and sure. The standard engine pulls its weight with aplomb, and for those with a thirst for more power, the turbocharged 210-horsepower is deceptively quick.
Saab's new concert quality 300-watt sound system has no equal. Ventilation settings and seat positions can be saved in Saab'ss onboard computer. For those who seek even more performance, check our home page for links to retailers who offer 2011 Saab 9-3 convertible accessories you can order online. The BMW 3 Series interior space is not as large as the 2011 Saab 9-3 and neither is the trunk as cavernous. The new 9-3 is an above average entry-level luxury sports car that will give people cause to think twice about BMW.
There are two different versions of the 2011 Saab 9-3's new turbocharged 2.0-liter inline four-cylinder engine. 175 horsepower and 195 pound-feet of torque are produced by the low-pressure turbo base engine coupled with a five-speed manual standard or a five-speed automatic.
The change is due in part to Saab’s ongoing EcoPower Technology development strategy, which concentrates on optimizing efficiency and minimizing the environmental impact of its products. The low emission diesel variants with the 150 hp/110 kW, single turbo 1.9-liter engine can generate 145 g/km CO2and fuel consumption of only 5.5 l/100 km over the combined cycle. Cars that have the 180 hp/132 kW, two-stage turbo power results to 144 g/km and 5.4 l/100 km. Acceleration from zero to 100 km/h and top speed are largely unchanged. However, fifth gear 80-120 km/h times are raised by less than one second.
The high-pressure Saab 9-3 Convertible turbo engine option produces 210 hp and 221 lb-ft of torque with a six-speed manual or a five-speed automatic. The 2011 Saab 9-3 Convertible offers 205 horsepower from its turbocharged four-cylinder coupled to a five-speed manual or a four-speed automatic.
The new 2011 Saab 9-3 convertible comes as a 4-door, and a convertible, both of which are offered with a choice of three trim levels. The new 2011 "Linear" model comes with full leather seating, fabric door panels and gray trim in addition to a 150-watt stereo, keyless entry, the OnStar system, stability control and 15-inch alloy wheels. The "Arc" versions offers wood veneer and leather with poplar accents, power front seats, automatic climate control, a 300-watt audio system and 16-inch alloy wheels. (2011 Saab 9-3 Convertible facts)
The efficiency gains have been achieved by a series of fine-tuning measures including: the use of wider gear ratios, a longer final drive, idle and low engine speed remapping, and an optimized tire and wheel choice. These variants, which are offered only with manual transmission, are now being built in Trollhättan, Sweden, like all Saabs. In several markets, customers are offered with valuable CO2 tax-related benefits and are being introduced alongside 9-3 Sport Sedan and Sport Combi diesel models, which already feature the improvements.
Wednesday, December 2, 2009
SAAB GADGETS
Saab had some good tricks. The heat battery that I described in in The Sunday Times of 9 February 1992 really worked but seems to have atrophied. It was a niche product I suppose that was not going to be big outside Sweden. Traction control was demonstrated convincingly on a frozen lake and now everybody’s got it. Driving on ice under Erik Carlsson’s tutelage was memorable. Saab arranged occasions like this well, removing for ever the wrong-headed conviction that skill would always outwit electronics. True it is sometimes better to have switchable traction control, and the newest cruise controls that hit the brakes if a car veers into your path can be unnerving, but they work. How many lives have been saved by anti-lock brakes? Real lives really saved, not guessed at by self-appointed safety campaigners. Incalculable. Leave improvements to engineers and ban lobbyists.
Tuesday, September 15, 2009
Saab
SAAB
You can’t help thinking Saab is marking time with its new 9-5. The appearance is improved now they’ve got rid of the clumsy chrome surrounds for the grille and headlights. They have rung some changes in the engines and you have to believe Jan- Åke Jonsson, Saab Automobile’s Managing Director when he says, “This car is the start of a new era for our brand.”
It could scarcely be anything else. Given the dire state Saab was in as part of General Motors, it probably marks the end of an old era at the very least. It was only in June that General Motors Corp confirmed a memorandum of understanding for the purchase of Saab Automobile AB by Koenigsegg Group AB.
The sale, expected to be complete by the third quarter, included $600 million from the European Investment Bank (EIB) guaranteed by the Swedish government. More support will come from GM to pay for day to day operations and invest in new products. That means this 9-5 announced in Frankfurt. It must have been in the final stages of development when GM was planning to move production to the Opel factory in Rüsselsheim.
“This is yet another significant step in the reinvention of GM and its European operations,” intoned GM Europe President, Carl-Peter Forster extremely relieved to get shot of the embarrassing little Swedish firm. GM had never been able to make a go of it since buying 50 per cent in 1989 and the remainder in January 2000. He said, “Saab is a highly respected automotive brand with great potential. Closing this deal represents the best chance for Saab to emerge a stronger company. Koenigsegg Group's unique combination of innovation, entrepreneurial spirit and financial strength, combined with Koenigsegg's proven ability to create world-class Swedish performance cars in a highly efficient manner, made it the right choice for Saab as well as for General Motors.”
Well he couldn’t say anything else.
Part of the transaction was for GM to provide Saab with architecture and powertrain technology during what was described as a defined time period. This must now mean Saab producing the 9-5 in Trollhättan, but who is going the buy the things during a “defined time period” however long or short.
The Konigsegg deal is bizarre. Founded by Christian von Koenigsegg in 1994, it is a tiny outfit that makes the 395 kph (245mph) CCX at Angelholm, southern Sweden, in a former Swedish Air Force hangar. Norwegian entrepreneur Bard Eker owns 49 per cent through his holding company Eker Group AS. Koenigsegg made 18 cars last year, Saab around 90,000. Koenigsegg employs 45 people, Saab 3,400.
Saab has made cars in Trollhattan since 1949. The 9-5 and 9-3 built in Trollhättan, the 9-3 Cabriolet by Magna Steyr in Graz, Austria.
The announcement of, “The most technically advanced Saab ever” has a hollow ring. Saab is careful to say it was conceived, built but only “chiefly” developed in Sweden, and will compete head-to-head with leading premium class competitors. It can at best be interim and its on-sale date of 2010 means Trollhättan is being hastily reorganised to make it. How difficult to shift the company culture back from dreamy aerospace to what Saab really did best, quirky all-Scandianavian relatively low-tech but high-quality mid-range saloons.
“Dramatic wraparound window graphic echoes Saab’s aviation heritage. With styling inspired by the award-winning Aero X concept car and a muscular, low-slung stance, the new 9-5 heralds the introduction of a bold and expressive design language.” They really can’t get out of the rut. “Aircraft-inspired head-up information display (HUD) - fuselage-smooth surfacing of the bodywork - deep grille flanked with curving, ice-block headlamp units. The entire glasshouse is presented as a ‘wraparound’ mono graphic: the disguised windshield and side pillars giving the cabin Saab’s signature cockpit look. In this interplay of proportions, the windshield and roof are reminiscent of the classic 900 model.”
Saab, like Jaguar, was one of the classic makes that lost its way under big corporate ownership. Ford and GM did not quite know how to keep the good bits and manage the money side. There were too many cooks in Detroit, and the broth was spoiled. The 9-5 will probably be a perfectly good car but it remains to be seen if the European Investment Bank’s $600million will be enough, or if Sweden is going to see yet another Phoenix Four emerge to turn a profit out of a crisis.
Dove Publishing produced the award-winning SAAB HALF A CENTURY OF ACHIEVEMENT 1947-1997. See www.dovepublishing.co.uk.
You can’t help thinking Saab is marking time with its new 9-5. The appearance is improved now they’ve got rid of the clumsy chrome surrounds for the grille and headlights. They have rung some changes in the engines and you have to believe Jan- Åke Jonsson, Saab Automobile’s Managing Director when he says, “This car is the start of a new era for our brand.”
It could scarcely be anything else. Given the dire state Saab was in as part of General Motors, it probably marks the end of an old era at the very least. It was only in June that General Motors Corp confirmed a memorandum of understanding for the purchase of Saab Automobile AB by Koenigsegg Group AB.
The sale, expected to be complete by the third quarter, included $600 million from the European Investment Bank (EIB) guaranteed by the Swedish government. More support will come from GM to pay for day to day operations and invest in new products. That means this 9-5 announced in Frankfurt. It must have been in the final stages of development when GM was planning to move production to the Opel factory in Rüsselsheim.
“This is yet another significant step in the reinvention of GM and its European operations,” intoned GM Europe President, Carl-Peter Forster extremely relieved to get shot of the embarrassing little Swedish firm. GM had never been able to make a go of it since buying 50 per cent in 1989 and the remainder in January 2000. He said, “Saab is a highly respected automotive brand with great potential. Closing this deal represents the best chance for Saab to emerge a stronger company. Koenigsegg Group's unique combination of innovation, entrepreneurial spirit and financial strength, combined with Koenigsegg's proven ability to create world-class Swedish performance cars in a highly efficient manner, made it the right choice for Saab as well as for General Motors.”
Well he couldn’t say anything else.
Part of the transaction was for GM to provide Saab with architecture and powertrain technology during what was described as a defined time period. This must now mean Saab producing the 9-5 in Trollhättan, but who is going the buy the things during a “defined time period” however long or short.
The Konigsegg deal is bizarre. Founded by Christian von Koenigsegg in 1994, it is a tiny outfit that makes the 395 kph (245mph) CCX at Angelholm, southern Sweden, in a former Swedish Air Force hangar. Norwegian entrepreneur Bard Eker owns 49 per cent through his holding company Eker Group AS. Koenigsegg made 18 cars last year, Saab around 90,000. Koenigsegg employs 45 people, Saab 3,400.
Saab has made cars in Trollhattan since 1949. The 9-5 and 9-3 built in Trollhättan, the 9-3 Cabriolet by Magna Steyr in Graz, Austria.
The announcement of, “The most technically advanced Saab ever” has a hollow ring. Saab is careful to say it was conceived, built but only “chiefly” developed in Sweden, and will compete head-to-head with leading premium class competitors. It can at best be interim and its on-sale date of 2010 means Trollhättan is being hastily reorganised to make it. How difficult to shift the company culture back from dreamy aerospace to what Saab really did best, quirky all-Scandianavian relatively low-tech but high-quality mid-range saloons.
“Dramatic wraparound window graphic echoes Saab’s aviation heritage. With styling inspired by the award-winning Aero X concept car and a muscular, low-slung stance, the new 9-5 heralds the introduction of a bold and expressive design language.” They really can’t get out of the rut. “Aircraft-inspired head-up information display (HUD) - fuselage-smooth surfacing of the bodywork - deep grille flanked with curving, ice-block headlamp units. The entire glasshouse is presented as a ‘wraparound’ mono graphic: the disguised windshield and side pillars giving the cabin Saab’s signature cockpit look. In this interplay of proportions, the windshield and roof are reminiscent of the classic 900 model.”
Saab, like Jaguar, was one of the classic makes that lost its way under big corporate ownership. Ford and GM did not quite know how to keep the good bits and manage the money side. There were too many cooks in Detroit, and the broth was spoiled. The 9-5 will probably be a perfectly good car but it remains to be seen if the European Investment Bank’s $600million will be enough, or if Sweden is going to see yet another Phoenix Four emerge to turn a profit out of a crisis.
Dove Publishing produced the award-winning SAAB HALF A CENTURY OF ACHIEVEMENT 1947-1997. See www.dovepublishing.co.uk.
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