2008 Saab 9-3 Convertible Yellow Edition: Return of a Classic

DETROIT — While all Saab Convertibles are popular among car aficionados, owning one in yellow is an extra sunny experience. The first-ever yellow version of the Saab Convertible, issued in 1991, now enjoys collector car status, just as well-kept copies of the 1997 version are starting to get equally sought after. Yet for those preferring the attractions of an all-new open Saab, the third time may be the charm. This spring, yellow is back in a limited edition that is unprecedented in the current generation Saab Convertible - without a doubt, a future classic.

The Saab Convertible Yellow Edition is based on the 2.0T version, its turbocharged four-cylinder combining spirited performance with excellent fuel economy. In addition to its Lynx Yellow paint and a long list of standard equipment, including XM radio and OnStar, this special edition features Aero look items such as 17-inch, five spoke alloy wheels and a subtle, yet effective rear spoiler while the premium audio system will be music to all ears. The 2008 Saab Convertible Yellow Edition has a MSRP of $ 42,830, including destination charges.

Top Safety Pick
Saab pioneered the concept of a 'four season, four-seater' soft top with the launch of the first Saab Convertible in 1986, which was initially exclusively sold in the United States and immediately created a cult following. Now in its third-generation, the Saab Convertible leverages more than two decades of experience in designing an open-top car that is as practical as it is stylish and safe.

The current Saab 9-3 Convertible has a level of structural integrity, build quality and running refinement that places it at the very top of its class. Like the 9-3 Sport Sedan and SportCombi, the Saab 9-3 Convertible was named a "2008 Top Safety Pick" by the U.S. Insurance Institute for Highway Safety, following its first-ever crash tests for open cars last year.

The Convertible' DynaCage system helps provide rollover protection with pop-up rear roll bars, strengthened A-pillars and sills, and automatic seat-belt pre-tensioning. Saab Active Head Restraints (SAHR) are fitted to the front seats as standard to help counter the risk of neck injury in rear-end impacts.

Innovative product features further develop the Saab concept that an open-top car should be 'more than a Convertible' by offering effective transport all the year round. Saab 'ReAxs', a unique rear wheel steer characteristic in the kinematics of the suspension, contributes to the responsive chassis dynamics, as does the reinforcement of the front, rear and side structures to compensate for the absence of a fixed roof.

On the road, the Convertible delivers all the fun-to-drive qualities of the widely-acclaimed 9-3 Sport Sedan chassis. The all-turbo powertrain line-up is led by a 2.8-liter V6 rated at 255 hp in the Aero model, while the 210 hp 2.0-liter four cylinder shines with great fuel economy.


Scandinavian design 
Scandinavian design ensures the styling is clean and flowing. This is an open-top car that looks like a unique model in its own right, free from any awkward styling compromises - regardless whether the top is down, or up.

The hydraulically-powered, triple layer roof automatically latches to the windshield header and deploys just 20 seconds, making it among the fastest in its class. The innovative CargoSET function connects the roof operation to a flexible, 'concertina' storage well in the trunk. When the roof is up, the well automatically retracts, releasing useful stowage space. 

The interior shares the cockpit feel and driver-focused themes of the Saab 9-3 Sport Sedan and SportCombi. Particular emphasis was placed on styling that integrates the rear passenger area, including a light colored, near seamless headlining that gives a fixed-head interior ambience. A U-shaped, Surround Trim extends from the base of A-pillars along the top of the doors, rear side trims and tonneau cover, further integrating the interior and exterior.

For ease of use and convenient rear access, the Saab Convertible front seats have an extended travel and integrated seat-belts, which eliminates the need for attachment to the B-pillar. Other interior features include profiler personalization of cabin functions as well as Night Panel 'need to know' instrument illumination.


Saab is a division of General Motors Corp. Saab Automobile USA is the importer and/or distributor of Saab 9-3, 9-5 and 9-7X automobiles for Saab Automobile AB, Sweden. As of the 2008 model year, all Saabs have XM Satellite Radio and OnStar as standard equipment. Additionally, all new Saabs have no-charge scheduled maintenance, and the Saab 100,000-mile Powertrain Limited Warranty. Visit HYPERLINK "http://www.saabusa.com" www.saabusa.com for more information.

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First of all, let's talk a bit about the 2008 Saab 9-3 Turbo X. When we first saw the Darth Vader-like sedan from Trollhättan, we were impressed by it's Swedish looks, the engine under the hood and the bits n' pieces connecting the power to the road. Why wouldn't we be? We're talking about a Saab with an intercooled turbo'ed 2.8-liter V6 under the hood with an output of 280 horses mated to a six-speed manual transmission and a fourth-generation Haldex XWD system to put the 295 lb-ft of torque to good use.

But it doesn't just have all the right pieces. As we've already said — it also looks good — from the 18" black-rim wheels to the interior evoking the look and feel of the classic black Saab 900 Turbo. Even the steering wheel's purpose-built for performance.

But enough, let's move on to the test procedure which is what we were all here for anyway. GM asked the Corvette Racing support team from Pratt & Miller to break away from their Jakegasm for the day to time the laps, and behind the steering wheel of each of the vehicles they dropped the Scandinavian sensation Jan Magnussen and sent him out on the track to do some laps on both a dry and wet track. Yes, that's the same Jan Magnussen with 25 Formula 1 starts, and triple Le Mans 24 hours wins for Corvette Racing. Good guy to have behind the wheel, right?

Each of the vehicles were sent out as stock, and all of them were sent out with traction control nanny systems fully engaged. So how'd the Turbo X do? Well, it's a GM event, so how'd you think they did? Actually, surprisingly better than expected. On the dry track, the Turbo X garnered commendable middle-of-the-road status, beaten by the Subaru WRX STi and the M3 by a couple of seconds and the 3-series by only a few tenths of a second. The Turbo X surprisingly put away the A4 by almost 2.5 seconds.

But it was on the wet track that that new 4th-generation Haldex XWD system really appeared to prove its mettle — blowing away the A4 Quattro, besting the Subie and dropping behind the best M3 lap time by only one tenth of a second.

While that's great for Saab to have a product that can take on the best of the mid-size performance sedans, it's still only a limited-run vehicle. Approximately 600 of the 2,000 special edition 9-3's produced will make it across the ocean to be snatched up by Saab-ophiles, which is not enough to really make a dent in the marketplace. Still, with that understated look and those respectably tough performance numbers, it's an interesting choice for performance-minded buyers of mid-size sedans. That is if you happen to be one of the lucky few able to snatch up this spicy Swedish meatball. But we guess that's the point. Saab marketing folks hope the 9-3x will build a buzz about their cross-wheel drive system that'll be hitting the rest of the 9-3 lineup in the near-term future, and expanding to, you know, other Saab models shortly. In that, we think, they've accomplished what they'd set out to do.

We'd have liked to provide a bit more detail on our experience driving the new 2008 Saab Turbo X after the day's testing was complete. However, because the boss's left foot got a little bit heavy — and a lot bit forgetful — we didn't get more than a lap and a half. And by "we," we mean him. We'll just let his sidebar explanation over yonder explain that one to you. Suffice it to say, the Saab folks were mighty good sports, and our intrepid boss was mighty red-in-the-face at the end of the day as he remembered exactly why his road test editor was given the responsibility for track-days.

Report on Business reports that while US auto sales are projected to fall to 14.9 million this year - the lowest level since 1997 and down from 16.1 million last year - Canadian sales are projected to hit 1.645 million, only a slight decrease from last year's 1.653. The strong market there is being credited to strong job creation.

The paper goes on to report that vehicle prices in Canada have fallen about 5% so far this year, due in part to widespread publicity about vehicle price disparities between the two countries. This despite the stabilizing exchange rate between the two currencies during the same time period. But this correction only goes a small way to addressing the higher prices Canadians are asked to pay for vehicles, which, as evidenced here, are often 20% more than their US equivalent.

Saab's Press Release announcing Canadian pricing follows:

Saab's Turbo X and Innovative New Cross Wheel Drive Technology Take Vehicle Handling and Control To New Levels

Oshawa, Ontario (April 9, 2008) - General Motors of Canada today announced pricing on the new, limited edition 2008 Saab Turbo X 9-3 variant. The all-black Turbo X takes Saab "back to the future," evoking the iconic appeal of the first black 99 and 900 Turbos while introducing Saab's cutting-edge "cross wheel drive" (XWD) technology, with pricing starting at $54,995 for the Sport Sedan version and $56,305 for the SportCombi. Saab's advanced new XWD system is also available as an option on 2008 9-3 Aero models, in both body styles, for $2,340.

Turbo X
Saab celebrates three decades of leadership in turbocharging by launching the 2008 Saab Turbo X, a driver-focused performance car that sets new standards of performance and capability for the brand. The Saab Turbo X has enhanced aerodynamic performance and a distinctive appearance, including specially designed 18-inch alloy wheels that have a grey, titanium-like finish and draw on Saab's classic three-spoke design. The "black turbo" theme is continued in the uniquely equipped interior which includes premium leather.

The Turbo X is the ultimate performance expression of the new Saab 9-3 range. It delivers levels of driver involvement and dynamic chassis control never experienced before from Saab. To exploit the full benefits of Saab XWD technology, the chassis of the Turbo X has been lowered 10 mm and the springs and dampers optimized to minimize body movement. To maintain a constant ride height, self-leveling dampers are fitted at the rear.

Stopping power is also increased with larger brake discs fitted: internally ventilated, 345 mm-diameter (13.6-inch) at the front; and externally ventilated, 292 mm (11.5-inch) at the rear. Standard 235/45 R18 tires ensure excellent grip for the 18-inch alloy wheels.

XWD driving experience

Developed in Sweden with Haldex of Stockholm, the Saab XWD "Cross Wheel Drive" system is designed to optimize vehicle handling and stability in all driving conditions. It is offered in the 2008 Saab Turbo X and Aero versions of the 9-3 Sport Sedan and SportCombi, in combination with an uprated 280hp, 2.8L V6 turbo which now delivers almost 15% more maximum torque (295 lbs./ft.) to exploit the greater traction available. Engine design features include a lightweight, all-aluminum construction, with a 60-degree angle between the cylinder banks for perfect balance; variable-inlet valve timing and twin-scroll turbocharging. XWD is offered with a choice of six-speed manual or automatic transmissions.

The state-of-the-art all-wheel-drive system on the Turbo X includes two innovative features: pre-emptive engagement of the rear wheels to optimize traction at take-off; and an active rear limited-slip differential (eLSD), allowing variable torque transfer between the rear wheels.

Saab XWD is a fully automatic, on-demand system capable of sending up to 100 percent of engine torque to the front or rear wheels, whenever necessary. While offering drivers sure-footed handling in low-grip conditions, the system's sophisticated operation also enhances the sporty driving experience in all road conditions. Fine balancing of the drive torque between the front and rear axles raises the threshold at which ESP throttle and braking interventions are triggered, providing more scope for closer driver involvement.

At take-off, a torque transfer device (TTD) is initially activated engaging the rear drive module. This pre-emptive function is a valuable improvement over current technology, which requires the detection of wheel slip before the TTD is activated. For the driver, the enhanced functionality gives maximum traction immediately for smooth, strong acceleration from rest without the possibility of any initial hesitation.

On the open road, drive torque is seamlessly and continuously varied between the axles by the control of a valve in the TTD. When cornering, Saab XWD rewards the driver by providing enhanced, more finely balanced chassis dynamics through the application of rear drive to balance oversteer and understeer characteristics, improving stability and road holding.

In highway cruising conditions, when traction or optimum grip is not an issue, only 5- to 10-percent of engine torque is typically transmitted to the rear wheels providing a greater measure of stability while helping to save fuel.

The Turbo X also features an electronically-controlled limited-slip differential (eLSD), which uses inputs from the rear wheel speed sensors and can transfer up to 40 percent of torque between the drive shafts, to whichever wheel has more grip. It represents the first application of an electronically controlled, rear limited-slip differential in the segment.

The eLSD also gives the driver enhanced control when cornering hard or completing a high-speed maneuver, such as a lane change, by momentarily applying more or less torque to either of the wheels to help the rear of the car more closely follow the direction of the front wheels. This yaw damping effect can keep the car better balanced and more tightly controlled, without requiring "outside" intervention from electronic stability aides.

General Motors of Canada (GMCL) is engineering and manufacturing advanced environmental technologies ranging from Active Fuel Management (cylinder deactivation) and hybrid systems to E85 biofuel and fuel cell vehicles - more than any other auto company right here in Canada. Headquartered in Oshawa Ontario, GMCL employs more than 19,000 people nationwide. GM of Canada manufactures vehicles, vehicle powertrains, and markets the full range of General Motors vehicles and related services through 732 dealerships and retailers across Canada. Vehicles sold through this network include Chevrolet, Buick, Pontiac, GMC, Saturn, Hummer, Saab and Cadillac.

The kick off of the clothing line compliments the 9-4x BioPower and 9-X BioHybrid concepts. Offerings will include t-shirts, jerseys, button-down shirts, women's dresses and eventually will include accessories like caps, scarves and bags. Yep, sounds perfectly targeted at those stereotypical Saab driver—everyone knows how those Saab drivers love their t-shirts. [Treehugger]

Saab Thinks Big by Acting Small, Introduces the "Pure BioPower Eco Clothing Collection"

New York — Saab has made a business out of producing fun-to-drive vehicles combining its Scandinavian design principles of form and function with responsible performance. Today, Saab is translating those values to clothing, launching the Pure BioPower Eco Clothing Collection in partnership with the Swedish clothing design firm Reflective Circle designer Josefin Lassbo. The fashions were revealed at an exclusive pre-New York Auto Show party where the Saab 9-X BioHybrid concept car made its North American debut.

Putting the 'Pure' in the Pure BioPower Eco Clothing Collection

Garments in the Pure BioPower Eco Clothing Collection by Saab/Reflective are made from 100 percent ecological/organic cotton, certified by Skal International*. The mission of Skal is to offer certainty to the consumer that a product that indicates "organic" truly originates from an organic production process. The organization conducts independent surveys and inspections. Therefore, each step in the Pure BioPower Eco Clothing Collection's production process must be taken with consideration for the environment. Fabric dyeing, printing and washing is done in an environmentally certified system.

The Pure BioPower Eco Clothing Collection is committed to the environment - social as well as natural. Social responsibility is at the heart of the commitment. The factories producing the clothing are committed to ethical practices by vigilantly adhering to standards such as freely chosen employment; no tolerance of child labor; payment of a living wage; healthy and safe conditions; and reasonable working hours.

"When Saab decided to launch a clothing collection, we wanted to do it in cooperation with someone who shares our mindset," said Knut Simonsson, Saab Automobile AB Global Brand & Sales Operations executive director. "This partnership is not only about design or fashion, it's also about having the same ambition: pushing an industry by innovating where other see conflict."

Little Things Mean A Lot

An innovative twist on the Scandinavian design principle of form and function is the Coroso Nut. The buttons in the Pure BioPower Eco Clothing Collection are made from Coroso nuts. Coroso nuts come from Palm trees found in the rain forests. Using these nuts to make buttons is an organic, sustainable solution to fabricating synthetic materials to make buttons. It's a small element to be sure, but it serves to hold things together. "The benefit with the Coroso nut is that its harvest leaves the rain forest untouched," Simonsson added. "Even more, the use of the Coroso nut gives an economic use to the rain forest and so helps to protect the rain forest."

Performance and responsibility go hand-in-hand

Customers demand quality, durability and performance from automobiles as well as clothing. Saab and Reflective Circle both work to bring innovative solutions to minimize environmental impacts, while maintaining attributes which customers demand.

Saab has a 30-year history of turbocharging technology, which takes advantage of smaller engines to deliver higher performance and greater efficiency. Turbocharging, coupled with the use of E85 (85 percent bioethanol, 15 percent gasoline), termed Saab BioPower, fulfills the customer expectation of fun-to-drive, high-performance vehicles with the added benefit of enhanced performance and cleaner burning fuel. This is part of what Saab calls "Responsible Performance." In 2007, Saab was the best-selling brand in the flex-fuel segment in Europe with the 9-3 and 9-5 BioPower vehicles.

Pure BioPower Eco Clothing Collection by Saab/Reflective

The Pure BioPower Eco Clothing Collection by Saab/Reflective is women's, men's and unisex apparel and accessories. The clothing pieces in the first collection include T-shirts, button-down shirts, jersey shirt, ladies shirt dress and tennis shirts. Additionally, the line will grow with items such as caps, scarfs, belts, bags as well as pants and a business wear collection. All items in the first collection will be available late May for purchase online at www.saabexpressions.com.

Sadly, the business ended in 2006 and the company is looking for someone else to to take over production. There's one major obstacle to producing new Saab campers going forward: Saab sedans no longer feature hatches. We say transfer the thing over to the new Skoda Superb. (h/t to SLRSpeedShop) [Toppola Official Website]

Saab 9-X BioHybrid: Boosting Efficiency in Compact Design and Performance

The Saab 9-X BioHybrid concept is a vivid vision of what a future compact car from Saab could look like. It is designed to reflect the priorities of youthful customers who seek progressive looks, responsible performance and high-tech communications, all in a sporty, fun-to-drive package.

Exploring design themes from Saab's award-winning Aero X and earlier 9X concepts, the 9-X BioHybrid also demonstrates the potential for ultra-efficient power from a 200 hp (147 kW), 1.4-liter BioPower turbo engine backed by GM's next-generation Hybrid system. Projected combined cycle CO2 emissions of just 105 g/km on E85 fuel are testimony to the promise of this package (see separate release for details).

The interior showcases an entirely new expression of Saab's driver-focused cockpit design, together with innovative, seamless connectivity for personal nomadic devices and a rear cargo deck with a 'low friction' loading system.

"This car is all about efficiency in design and performance," says Anthony Lo, Director of Advanced Design at General Motors Europe, who led the 9-X BioHybrid design team in co-operation with the Saab Brand Center in Sweden.

With its 'turbine' wheels placed at all four corners, minimal bodywork overhangs and an extended roof line, the proportions of the three-door Saab 9-X BioHybrid bring a dynamic, new dimension to conventional compact 'hatchback' looks.

The smooth 'fuselage' bodywork, now without any visible handles or door mirrors, the bold 'wraparound' window graphic and deep front grille are all themes inspired by the Aero X coupé concept shown at Geneva two years ago.

The car's distinctive 'shooting brake' silhouette and rear functionality are developed from the 9X multi-role concept shown at Frankfurt in 2001. "You could say we designed this car from back to front, "says Lo. "The shape of the 9X is right for a car of this size, and the longer roof line helps the aerodynamics as well as providing more rear headroom and interior space."

Echoing Saab's roots in aircraft design, the 9-X BioHybrid also explores the potential for using active aerodynamics to reduce drag - and fuel consumption - at cruising speeds. Above 70 kph (43 mph), the upper and lower bodywork is reshaped as the roof spoiler automatically extends to further lengthen the roof line and an underbody diffuser is deployed from the bottom of the rear bumper.

The four-seater cabin introduces an entirely new execution of Saab's driver-focused cockpit design. The central, floor-mounted console, with its angled controls and displays, is now eliminated. Instead, the driver- focused layout incorporates a main instrument panel that sweeps out from the top of the door moulding, arching across the driver. The embedded 3-D graphics appear to be 'frozen' in ice, continuing a Scandinavian design theme first seen in the Aero X.

Reflecting the needs of youthful customers, who expect easy access to multi-media both inside and outside the car, Saab has co-operated with Sony Ericsson in providing seamless in-car connectivity for a range of nomadic devices. The result is a wireless interface for streaming data, entertainment and satellite navigation functions for display and use. The interface also allows the simultaneous use of multiple devices when passengers are in the car.

At the rear, the cargo deck features an electrically-powered slide-out floor, which is activated when the bottom half of the split tailgate drops down The floor, and the back of the folding rear seats, is covered by 'high friction' rubber carpeting, which 'grips' items and holds them securely in place. For easy loading and unloading, aluminum bars automatically rise up and down as the tailgate is opened and closed.

The treatment of light is an important part of Scandinavian design and this is evident in the use of variable, white ambient lighting inside the cabin. The level of suffused illumination can be changed in intensity from bright, cold to warm and soft. It's a personalized feature that could even be programmed, for example, to reflect the pattern of the changing seasons

"This car shows how our concept work can be carried forward into a compact format," adds Anthony Lo. "It has a number of features which we will be developing further, such as the new driver-focused design theme, the importance of clean, uncluttered surfaces and the easy, seamless connectivity inside the car."

Technical Specifications

BioPower Engine:
Transversely-mounted, front wheel drive
1398 cc. Four cylinders Bore/stroke: 73.4/ 82.6 mm. Aluminum cylinder head, cast iron block
DOHC, chain-driven. Four valves per cylinder.
Forged steel crankshaft, steel connecting rods. Aluminum pistons, oil spray cooled.
Direct Injection with centrally-mounted injectors. VVT, inlet and exhaust
Sodium-filled exhaust valves
Compression Ratio: 10.2: 1
Intercooled turbocharger. Max. Boost Pressure: 1.6 bar
Dual-mass flywheel. Saab engine management

Max power (E85): 200 hp (147 kW) @ 5000 rpm.
Max.torque (E85): 280 Nm (207 lb.ft) @ 1750-5000 rpm
Max power (gasoline): 170 hp (125 kW) @ 5200 rpm.
Max.torque (gasoline): 230 Nm (170 lb.ft) @ 1500-5200 rpm

Hybrid System
Electric motor/generator with lithium ion battery pack.
Electric power boost, regenerative braking, fuel cut-off, automatic engine re-start

Transmission:
6-spd manual gearbox, automated clutch, sequential gear selection, steering wheel controls

Suspension:
Front: Damper/coil struts, aluminum lower A-arm. Anti-roll bar.
Rear: Torsion beam, two trailing links, coil springs and dampers. Anti-roll bar
Steering:
Rack and pinion, Electrical power assistance.

Wheels, Tires:
21inch, 245/35R21
Brakes:
Hydraulic, dual circuit, vacuum booster. Discs: 345 mm / 345 mm (all ventilated)

Performance Data
(projected figures)

0 - 100 km/h (0-62 mph): 7.9 secs (E85)
8.3 secs (gasoline)

80 -120 km/h (50-75 mph), 5th gear: 8.8 secs (E85)
11.2 secs (gasoline)

Top Speed, 6th gear: 216 km/h /134 mph (E85)
192 km/h / 119 mph (gasoline)

Fuel consumption (combined cycle): 6.4 l/100km (E85)
4.9 l/100km (gasoline)

CO2 emissions 105 g/km (E85)
117 g/km (gasoline)

This car sold new for nearly 8 grand, only about $1300 less than a BMW 320i and almost $1500 more than a Volvo 244.


Yes, it's a 4-door. I swear I'm still combing the island for a showroom-condition Saab 93, but until I find it you're going to have to take what Saabs you can get.


Anyway, this car is in pretty good shape, and it's obviously someone's everyday driver. That's always good to see with a 30-year-old machine.

Hat Tip to: Jan the Man

Update: Trollhattan Saab has snagged a second teaser photo of the concept hiding under a sheet. Maybe it's scared of the Audi A3?

The V4 Saab '95s are pretty cool, all right; we won't argue with anyone on that point. But try looking at a car powered by a two-stroke three-banger and telling us you don't want one! That's the powerplant you'll get if you buy this 1965 Saab 95 wagon (go here if the ad disappears). Can you believe it? Only $850 for a classic 3-cylinder Swedish station wagon! Now, some folks might try to tell you that a two-stroke engine spews smog like an oil refinery on fire, but pay them no mind- those are the same killjoys who say that lobster-flavored pork rinds are bad for you! This car comes with all sorts of good news: "good motor, good tranny, good outer body, complete minus a gas tank." It's in Tucson, which means that maybe that floor rust in the photo really is the only real corrosion problem. Maybe. Normally we'd suggest swapping in an engine bigger than 900cc, but in this case that would be blasphemy. So all you need to do is fix the rust, fix the unmentioned mechanical problems, find several hundred missing interior and trim components (fortunately, eBay now has a presence in Sweden), and apply a few 55-gallon drums' worth of elbow grease.

Did you know that Volvo made a "Sport" version of the PV544? Yes indeed, the 60s Swedish car that looks like a 40s Detroit car wasn't just stolid Scandinavian business! So knock back the day's 17th cup of black coffee, squint out your ice-encrusted window at the frozen wasteland outside, and make a bid on this 1961 Volvo Sport PV544! This one needs some work, sure, but "The fan will turn so the motor apparently is not locked up" which should inspire a tiny bit of optimism. The rust, however, is another story; the Skåne Steel Silverfish have been hard at work on this car's body. But there's glass, and, uh, the oil on the dipstick "looks clean." Well, fine, this car is a total basket case, but it's a Sport! Drop the drivetrain out of an easy-to-find wrecked 940 Turbo and your sufferings will have been worth it!

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5.) Saab 9-4x BioPower: Stainless-steel ski rack. Sure, it looks fine, and having the titanium-carbon-fiber Rossignols on the roof is just too risky these days. But where will the douchebag couple who spends the eight hours to Vermont talking about their trip to St. Bart's sit? Think about it.

4.) Saturn Flextreme: Clamshell trunk. While shellfish and trunk space are both well liked, combining the two is a pipe dream that'll, unfortunately, never be fulfilled. Saturn designers deserve credit for out-of-the-mollusk thinking, though. Hiho!

3.) Lincoln MKT: Those massive gauge tubes were reportedly inspired by Swarovski crystal. While they do add an upmarket, Ice Pirates ambiance to the Lincoln, no corporate lawyer in Scarsdale who's ever had a knock-down-drag-out with his spouse in the living room would risk another crystal decanter to the face, under any circumstances.

2.) Maybach Landaulet: Rear-seat convertible top. When everything shakes out, the 2010s may be known as the decade robber barons returned to lord it over the faltering middle class. But will the new JP Morgans and Vanderbilts really want to be chauffeured al fresco? We're betting not. These days, the proles have guns and laser scopes.

1.) Mazda Furai: Itself.

BONUS: One Feature Missing from a Detroit Concept Car: Hummer HX. Notwithstanding its visual connection to the Halo 3 Warthog fighting vehicle, the Hummer HX concept could be a great success on the dystopian streets of post-revolutionary America. But the kids would demand a turret mount, a glaring omission from the concept. Keeping the Covenant from attacking humanoid refugee shelters would be impossible without it.

In spite of the snow on the ground, it wouldn't have been a bad day for top-down Saab driving- 60 degrees, sunny, and pleasant out that day!

Of course, now I'm on a misson! Somewhere on the island lurks a Saab 95 or 99, and I'm going to photograph it.


The '85 Saab 900 4-door sold new for $12,170 ($23,771 in 2007 dollars). That wasn't ridiculously expensive, but by the mid-80s the Japanese competition was thudding brutal punches straight to Saab's kidneys and buyers in a Swedish mood seemed to favor the more expensive Volvos. At least, that's the way it looked in California.


But after seeing Team Saabs Gone Wild at the 24 Hours of LeMons, we're believers in the old Saabs now.

We're not sure what form it will come in, but speculation seems to point to a two-door coupe with a hatch/tailgate. The drawing above was supposedly of the 2008/2010 9-3, but we think it's probably a fair indicator of what the 9-1 might look like. At this point, it's anyone's guess. [Autocar]

2008 SAAB Turbo X: Black To The Future

BOSTON - Saab celebrates three decades of leadership in turbocharging by launching the 2008 Saab Turbo X, a driver-focused performance car that sets new standards of performance and capability for the brand.

Flanked by a classic, black 1985 Saab 900 SPG, the new Saab Turbo X made its North American debut at the 2007 New England International Auto Show in Boston - paying tribute to the Northeast region where Saab originally started its U.S. business more than half a century ago, and where many longtime Saab aficionados reside.

"The Turbo X is the ultimate performance expression of the new Saab 9-3 range," said Saab Automobile USA General Manager Steve Shannon. "It delivers levels of driver involvement and dynamic chassis control never experienced before from Saab ."

The first turbocharged Saab, a 99 hatchback, debuted in the fall of 1977. Combining brisk performance with excellent fuel economy, that car started a trend that was followed by many other manufacturers. Now, the all-black Turbo X takes Saab "back to the future," evoking the iconic appeal of the first black 99 and 900 Turbos - and introducing innovative Saab XWD all-wheel-drive technology.

"Like the enthusiasts who have remained loyal from the first turbo models, we are very proud of our turbocharging heritage," said Shannon. "The new Turbo X is one of the most satisfying Saabs ever built."

Already hailed as a future classic, the Saab Turbo X will become available in four-door Sport Sedan and five-door SportCombi body styles. It has styling cues that enhance aerodynamic performance and create a distinctive appearance, including specially designed 18-inch alloy wheels that have a grey, titanium-like finish that harks back to Saab's classic three-spoke design. The "black turbo" theme is continued in the well-equipped interior, which carries unique appointments.

For the 2008 model year only 600 examples - split between both body styles - will come to the United States. Pricing starts at $42,510 for the Sport Sedan and $43,310 for the SportCombi; and first deliveries will be made in spring 2008.

XWD driving experience

A new dimension in chassis control is realized with the Turbo X, leveraging Saab's unrivalled experience in turbocharging with the innovative Saab XWD system. Combined with the car's sport-tuned suspension, brakes and electronic control systems, the Turbo X is engineered to meet a single need: Driving satisfaction.

Saab XWD is an active all-wheel-drive system designed to optimize vehicle handling and stability. Its sophisticated electronic control allows fine balancing of drive torque, not only between the two axles but also between the rear wheels. In effect, this stretches the performance envelope of the chassis; for example, raising the threshold at which ESP throttle and braking interventions are triggered. The result is closer driver involvement through "positive force" chassis control.

The driving benefits of the XWD system are best appreciated on the open road. Data from the ABS/ESP sensors - measuring wheel speed, yaw rate and steering angle - is analyzed by the Saab XWD control module. At appropriate moments, rear drive is instantly applied to balance oversteer and understeer characteristics, improving stability and road-holding.

Driver control is taken a step further on the Turbo X by the eLSD, the first application of an electronically controlled, rear limited-slip differential in the segment. It uses inputs from the rear-wheel speed sensors and can transfer up to 40 percent of torque between the drive shafts, to whichever wheel has more grip. When cornering hard, this yaw damping effect helps the rear of the car more closely follow the direction of the front wheels.

To exploit the full benefits of Saab XWD, the chassis of the Turbo X has been lowered 10 mm and the springs and dampers optimized to minimize body movement. To maintain a constant ride height, self-leveling dampers are fitted at the rear.

Stopping power is also increased with larger brake discs fitted: internally ventilated, 13.6-inch-diameter (345 mm) at the front; and externally ventilated, 11.5-inch (292 mm) at the rear. Standard 235/45 R18 tires ensure excellent grip for the 18-inch alloy wheels.

The powerhouse at the heart of the Turbo X is a 24-valve, 2.8L V-6 turbo engine generating 295 lb.-ft. (400 Nm) of torque between 2,150 rpm and 4,500 rpm; and maximum power of 280 horsepower (206 kW) at 5,500 rpm. Design features include a lightweight, all-aluminum construction, with a 60-degree angle between the cylinder banks for perfect balance; variable-inlet valve timing and twin-scroll turbocharging. It is offered with a choice of six-speed manual or automatic transmissions.

This responsive, high-torque powerplant is the perfect partner for Saab XWD. Together, they give the Saab Turbo X sporty, all-wheel-drive performance and handling characteristics that will appeal to all enthusiastic drivers who seek a rewarding experience behind the wheel.

Black is back

The Saab Turbo X visually communicates its focus on driving performance by extending the bold, progressive design themes of the new 9-3 range. Offered exclusively in metallic jet black, with the front grille and all exterior detailing accented in a matte grey titanium-like finish, it represents a contemporary expression of its illustrious black 900 Turbo forebear.

Distinctive styling additions are designed to improve aerodynamic efficiency, as well as emphasize the Turbo X's performance focus. At the front, a deeper lip spoiler and integrated air intake contribute to reduced drag while also increasing air flow to the engine and intercooler.

At the rear, the re-profiled fascia and diffuser-like insert panel lower the point of air flow separation, further reducing drag and assisting high-speed stability. The Sport Sedan features a rear spoiler that extends the line of the trunk deck, reducing high speed lift forces at the rear axle. The regular SportCombi already has a standard spoiler that extends the rear roof line. Twin, rhomboid-shaped tailpipes complete the exterior additions.

Inside, the black turbo theme is continued throughout the cabin. The sport seating, with additional bolstering, is upholstered entirely in black-appointed leather. The sporty ambience is further emphasized by a carbon-fiber finish to the door inserts, glove box and gear shift console, which is unique to the Turbo X.

The driver benefits from improved feel, through the addition of a thick-rimmed, soft-grip leather steering wheel. In recognition of Saab's turbo heritage, the Turbo X boost gauge is a replica of the original 900 Turbo display.

Owners will also enjoy a personalized greeting when they get behind the wheel and switch on the ignition. A unique "All Systems Go" message flashes in the main instrument display. The owner's name, with the edition number of the car, can also be programmed for display by the supplying dealer.

Saab is a division of General Motors Corp. Saab Automobile USA is the importer and/or distributor of Saab 9-3, 9-5 and 9-7X automobiles for Saab Automobile AB, Sweden. Visit www.saabusa.com for more information.

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Press Release:

Saab XWD "Cross Wheel Drive": World's First Application of the Innovative Haldex 4.0 All-Wheel Drive System

* Intelligent Saab XWD "Cross Wheel Drive" offers new levels of vehicle handling and stability under all driving conditions
* New Haldex 4.0 system offers class-leading performance, up to 100% rear torque transfer
* Innovative all-wheel drive technology: pre-emptive engagement and active rear Limited Slip Differential
* New rear sub-frame and suspension geometry
* Available in the Saab Turbo X and 9-3 Aero XWD as of early 2008 calendar year

DETROIT - Developed in Sweden with Haldex of Stockholm, the Saab XWD "Cross Wheel Drive" system is designed to optimize vehicle handling and stability in all driving conditions. It is offered in the 2008 Saab Turbo X and Aero versions of the 9-3 Sport Sedan and SportCombi, in combination with an uprated 280 hp (206 kW), 2.8 V6 turbo engine which now delivers almost 15% more maximum torque (400 Nm/295 lbs/ft) to exploit the greater traction available. It comes with a choice of six-speed manual or automatic transmissions.

This state-of-the-art all-wheel drive system includes two innovative features: pre-emptive engagement of the rear wheels to optimize traction at take-off; and an active rear limited-slip differential (eLSD), allowing variable torque transfer between the rear wheels.

Saab XWD is a fully automatic, on-demand system capable of sending up to 100% of engine torque to the front or rear wheels whenever necessary. While offering new Saab Turbo X and 9-3 Aero XWD owners sure-footed handling in low-grip conditions, its sophisticated operation also adds a further sporty dimension to the driving experience in all road conditions. Fine balancing of the drive torque between the front and rear axles raises the threshold at which ESP throttle and braking interventions are triggered, providing more scope for closer driver involvement.

The system is governed by its own electronic control unit, which functions in harness with the engine, transmission and ABS/ESP control modules. The hardware consists of a Power Take-off Unit (PTU) in the front final-drive that transmits engine torque through a prop-shaft to the Rear Drive Module (RDM). This incorporates a Torque Transfer Device (TTD) and an electronically-controlled Limited Slip Differential (eLSD). Both are wet, multi-plate clutch units from Haldex.

At take-off from rest, the TTD is initially activated when the clutch plates are forced together under hydraulic pressure, thereby engaging the RDM. This pre-emptive function is a valuable improvement in current technology, which requires the detection of wheel slip before the TTD is activated. For the driver, the enhanced functionality gives maximum traction immediately for smooth, strong acceleration from rest without the possibility of any initial hesitation.

On the open road, drive torque is seamlessly and continuously varied between the axles by the control of a valve in the TTD, which increases or reduces the pressure on the wet clutch plates. When cornering, Saab XWD rewards the driver by providing enhanced, more finely balanced chassis dynamics. Data from the vehicle's ABS/ESP sensors - measuring wheel speed, yaw rate and steering angle - is utilized, and careful programming of Saab XWD enables the application of rear drive to balance oversteer and understeer characteristics, improving stability and roadholding.

In highway cruising conditions, when traction or optimum grip is not an issue, only 5% to 10% of engine torque is typically transmitted to the rear wheels. This helps provide the driver with a measure of greater stability, while helping to save fuel.

The ultimate 'icing on the cake' with Saab XWD is the eLSD. This is the first application of an electronically-controlled, rear limited slip differential in this segment of the market. The eLSD is installed alongside the RDM and operates via pressurized clutch plates on a principle similar to the larger TTD. In icy or wet split-friction conditions, for example, it uses inputs from the rear wheel speed sensors and can transfer up to 40% of torque between the drive shafts, to whichever wheel has more grip.

The eLSD also gives the driver enhanced control when cornering hard or completing a high speed maneuver, such as a lane change, by momentarily applying more or less torque to either of the wheels to help the rear of the car more closely follow the direction of the front wheels. This yaw damping effect can keep the car better balanced and more tightly controlled, without requiring 'outside' intervention from electronic stability aides.

Installation of Saab XWD includes the fitment of a new rear sub-frame to carry the RDM, revised rear suspension geometry and new wheel hubs for the drive shafts. The three piece prop-shaft runs through two bearings with constant velocity joints for smooth running with minimal 'wind-up'. Wheelbase and rear track dimensions are unaltered. All Saab Turbo X and 9-3 Aero XWD Sport Sedan and SportCombi models will have 18-inch alloy wheels as standard equipment.

You can just imagine the sequence of events that will transpire when you try to buy a car from someone who uses photographs like the one in this ad for a 1972 Midget. It appears that the seller used a 1974-vintage tube-based video camera to get the photos, then used a disposable film camera to grab images off a malfunctioning first-gen color TV set. You try to email, but all you get back is gibberish because the seller is using a Windows 3.1 computer set to use GOST-19768-74 as the default character set. You try to phone, but all you hear is the sound of finishing nails pelting a galvanized steel roof under a freeway, with faraway vacuum-cleaner sounds and a garbled voice speaking in Esperanto. But you persevere, and you'll need to because all we know about this car is the following: "Red & black. Current registraton. Needs a rebuilt engine." Many additional questions are suggested by this tantalizingly brief description. For example, does "red and black" mean "black-painted car with cheese-grater-style rust holes" in this case? And the part about needing a rebuilt engine- does that mean that it comes with a rebuildable engine, or do you just get weeds growing up through the rust holes in the bonnet? Thanks to Mad_Science for the tip!

The MG Midget is a fun car, and with a Toyota 4AGE under the hood it's pretty quick. But you've got TURBO emblems on everything you own, so of course you need them on your car! That's why this '73 Saab Sonett Turbo is calling your name. In this case, the seller picked the optimum time for car photography (midnight with a new moon), picked up the liquor-store security camera, turned on the pink humming mercury-vapor security lights, and took some shots while rolling down the gravel driveway on a skateboard. But don't worry about the photographs, because the seller says the body is in good condition. Not only that: "motor and trans have been rebuilt 6 years ago and has not ran since." So you figure it's a fresh rebuild, no doubt ready to run strong the first time you crank it over! One minor quibble is that, well, Saab didn't offer a turbocharged engine in the Sonett, so there's no telling what's actually going on with this car (other than what appear to be TURBO emblems all over it). You could try to decipher the photograph of what seems to be the engine compartment, but that might be a bunch of parts in the trunk (nice artistic depth-of-field effect, though).

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This is the "after" photograph of team mechanic Walter's Saab, which was cannibalized for numerous parts for the race cars during the race. His daily driver car, which he had intended to drive home after the race. Did these guys deserve to win it all or what? All right, enough from me- let's hear the tale of Team Saabs Gone Wild, in the words of LTDScott and teammate Alex:

The Saabs gone wild team fielded three cars, all 80's Saab 900 turbos. Two of the three cars were trailered in, but the third was street legal (passed smog and all!) and drove up from L.A. under its own power. It was loud, hot and windy at 80mph, and power steering fluid was leaking onto the exhaust, but it made no complaints otherwise.
When we arrived on Friday afternoon, we realized we had no tools, as our team mechanics were several hours behind us. So unfortunately we weren't able to get the cars out on the track immediately (silly things like glass and lights had to be removed, and we had no tools). The other cars had no gas in the tank. Man, we were off to a great start. Finally around 5pm the rest of the crew arrived, and work began in earnest.
3 cars meant thrice the amount of work, which turned out to be pretty devastating when it came right down to it. Trying to motivate a dozen people is not easy. Tires needed to be changed, gas runs made, final prep work, tech inspections, stickers applied, etc etc etc. It's like having triplets.
Somehow we managed to get everything done in time to turn some practice laps. The Altamont folks were kind enough to extend practice until 8:30pm, which allowed us to get all three cars up to speed for a few minutes. It was determined that lower air temps and familiarity with the course significantly improved lap times. With an open course we could run low 52 second laps consistently, versus our best 56.5 in July. All of the cars ran well, even the last minute one.
The time flew by and soon enough they were kicking us out. We vowed to return with more gas cans and a few more spare parts in the morning.

Race Day #1
Since we got most of the prep work done the day before, there wasn't a whole lot to do in the morning but finish decorating the cars and install radios and cameras.
Our team cars had a Viking theme. The centerpiece was none other than Valkyrie, riding into battle on her trusty steed— the black #3 car, which was a veteran of the July race (we came in 13th). We also ran a Viking ship with shields (black #4) and a silver Viking horned helmet (#2). We got a few appreciative smiles, although nothing quite like the Maximus guys. They did end up with the People's Choice award for their car and togas.
The field was packed at the start. In a perfect world, 80 cars on a 1 mile track means approximately 50 feet between you and the next car. In reality, it meant was trying to stay out of trouble with the dozen cars swarmed around you. Some of the larger cars took advantage of the traffic to go barreling into turns like a shark diving into a school of minnows. Team Do Or Die (the hearse) was one of them.
They basically didn't care who was around and just went for the shortest possible line through the turns. They took out several cars this way. We were one of them. The driver in our silver #2 car said he could see the guy's hands in the rear view mirror and he didn't even try to make the turn. The hearse hit him so hard he was spun completely around. The impact trashed the rear axle. This was less than one hour after the start. This car went into the pits and received a donor axle, placing it out of the top running.
Thus began the cannibalization of the mechanic's car. One of our team sponsors - Walter Wong - is a top notch Saab mechanic in L.A. He and two of his techs drove up to the race in a Saab 900 that he had recently purchased and intented to resell for profit. When the axle on #2 got bent, most of the team figured the car was done. But not Walter. He had a never say die attitude, so he and his guys swapped the rear axle from his own car to get #2 back in the race.
All of us who ran in July quickly realized that the level of competition had been taken up a few notches. Drivers were taking chances in complete disregard for their own or others' safety. I believe Jay did his best to penalize the biggest offenders, but there's only one of him and 80 of us. We later found out that Jay gave the Do or Die Team quite the tongue lashing and made them park in their pits for a while to cool down.
We did not escape punishment either. The second yellow of the race came without warning and caught one of our guys unaware. He continued at race speed and passed 6 cars before slowing down. He was black flagged and had open mustard bottles attached to the hood. We made sure to obey yellows after that.
Our next casualty was the Valkyrie (black #3). We were running great until a blow from one of the many BMW's in the field broke the passenger side half shaft. We were in 6th place. The mechanics grabbed a half shaft from their street car and got it back to running condition, but it effectively ended that car's bid at a top finish. Not 30 minutes later, one of the drivers spun in the gravel on one of the infield turns and narrowly missed being in a head on collision. When he restarted the car he was blinded by the sun and couldn't see the giant mud pit just off the course, and drove right into it, getting himself thoroughly stuck.
After being pulled out of the muck, it was finally my turn behind the wheel at around sundown. Once I hopped in the car, I immediately experieced a horrible vibration from the front end while going around the banked part of the course. It felt like one of the CV joints was going to let go, but I decided to just ride it out. That is, until I hit the brakes to make the sharp left hander before the starter's podium and found I had none. Luckily I found this out before starting into the fast banked part of the oval and entering the chicane - that would have sucked. So I limped it into the pits and discovered that the mud caked up inside the passenger front wheel had split one the brake line and leaked out all of the fluid, in addition to causing the vibration. A 20 minute pit stop fixed the brake problem (again stealing parts from the mechanic's car) and netted me a new set of tires - I forgot what it was like to not just constantly understeer around the fastest parts of the track!
A short while later, I spun out and stalled the car... that's when I broke the ignition switch trying to restart it, and had to sit and watch cars fly past me while sitting in a precarious position in the chicane until I got a push from one the service trucks and was able to bump start the car.
While all this was going on, the silver car (#2) had been steadily turning laps. The only concern was wisps of white smoke during shifts. It was still making good power under boost and the car felt tight. This, however, was a warning that the head gasket was ready to let go. We didn't have any stop leak and the car was running on straight water, so the mechanics decided to let it die. We had a spare engine after all.
An hour later the gasket gave up. There was only steam left in the coolant reservoir by the time it made it back to the pits. It was 6pm, just 3 1/2 hours after the start. We sent two teams out to auto parts stores to find a cherry picker and an assortment of necessesities. By 11pm the non-turbo engine from the mechanic's car was a running engine in #2, thanks to an amazing host of mechanics and pit crew.
Somewhere in all of this, the #4 car had been running great until an unknown electrical issue killed the engine after a hard hit on the left front corner (where the ignition box resides). After several hours, one of the mechanics correctly diagnosed the issue, but in the process fried the starter. Oops. We would have to wait for a parts store to open in the morning to fix it.
The end of the first day left the #3 car in 47th position. #4 and #2 were 67th and 73rd, respectively. It was a disheartening midpoint given our expectations, but at least we hadn't gone home yet. There was still life in this team.

Race Day #2
We started early by getting both the #2 and #4 cars up and running. They rejoined the field at the start of racing for day 2, determined to claw their way back through the diminished field. Just 50 cars returned to kick off the second leg of this endurance race.
The drivers of the #2 car realized quickly that they would not be turning fast laps. The engine the mechanics had put in was a non-turbo, making a good 50 HP less than its turbo'ed brethren. To make matters more interesting, the throttle cable would stick occasionally, sending the engine to bounce off the rev limiter. Admitting that the car would not be competitive, we decided to just keep it out there for laps. Our enterprising mechanics grabbed the bent rear axle and welded it on as a front bumper for the rest of the race. They took turns hassling the hearse.
I took another turn behind the wheel of the #3 car, and my stint was uneventful with the exception of making a Miata the meat in an Integra/Saab sandwich during an unavoidable multi-car pileup in the chicane. There was only minor damage to my car, but I later learned the incident killed the radiator on the Miata. D'oh.
Meanwhile, the #4 car was looking good. All of the drivers were able to turn decent laps and they were quickly making up time. Then, around 3 hours from the end of the race, the transmission quit.
#2 obligingly pushed the #4 car back to the pits, where it was determined that the transmission was completely shot. Having used up the spare engine and tranny from the mechanics' car, this was the nail in the coffin for #4. It would not finish the race and ended in 57th place. #2 finished in a dismal 72nd place. #3 bravely pushed on to finish 25th.
Fittingly, our team won the "Most Heroic Fix" award - a broken connecting rod trophy. We gave the trophy to Walter the mechanic, because he and his guys deserved it. He stripped his street car of all usable parts and left it for the recyclers to take.
Well, a disappointing finish for us, but good fun was had by all.

Before you check out our gallery, be sure to check out the 100+ excellent LeMons photos provided by Team Saabs Gone Wild here, then take a look at LTDScott's personal collection here.

First, from rusty Somerville, Massachusetts, we have Ryan and his ambitious BMW plans. Ryan has a '73 2002 (no title but some rust) and a '90 325is with a non-running 215k-mile M20 engine. The plan? Swap the engine, transmission, and differential from the 325 into the 2002. Add turbocharging and other goodies. The interior of the 2002 is missing, except for the remaining parts which have "the consistency of Rice Krispy treats." Still doesn't sound bad enough? In Ryan's words: I miraculously found a place with a driveway, but the real hell part is that all of said work is meant to take place in the single-wide, four-deep driveway that i share with 3 roommates.


Going up against Outdoor BMW Swap Hell is reader SeanKHotay, who at least has a garage (though it's so stuffed full of B20 engines that it's, in his words, a "no-car" garage) to compensate for the Michigan weather. Sean has seven Saabs, including one daily-driver '96 9000, two '78 99 Turbos, a '79 99 road-racer, a '73 99 rally car, a '92 C900T, and a Canadian '88 9000SPG. Then there's the '66 Porsche 912 and the '86 Grand Wagoneer. Of the Saabs, the latter six are Hell Projects; the '73 could be a vintage rallyer someday, one of the '79 Turbos is slated for restoration, and the rest... well, there's sort of an ever-boiling stew of Saab gear around Sean's place, with more Hell than I have space to describe here.

So who's it gonna be? The Great Somerset Driveway BMW Swapstravaganza, or the Michigan Saab Maelstrom? You decide! The winner gets... well, glory! Or shame, depending on your point of view.

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When a car's styling was created by a couple of guys named Sergio Coggiola and Gunnar Sjögren, you know it's serious. Yes, there's nothing quite like a Saab Sonett III, with its lever-operated pop-up headlights, V4 engine, and fiberglass body, and you'd be rollin' like Odin himself behind the wheel of this '74 Sonett. Well, Odin could probably afford a Sonett that actually ran, but you get the idea. We'll take the most relevant statement about this car right from the seller's own randomly capslocked keyboard: "CAR IS COMPETE, DAS NOT RUN." But hey, at least with a fiberglass body, you don't need to worry about body rot. Floor rot, sure, but whaddya want for $1200? Since any V4 engine scores pretty high on the Engine Rad-O-Meter™, we wouldn't recommend swapping in something else, but there's no rule says a man can't force geological-scale boost pressure into a V4, is there?

You're in the mood for some sporty Swedish steel, all right, but what if you need a car that can haul your black metal band's amps to the gig? The Sonett just doesn't have the load capacity, but this '73 Volvo 1800ES Sport Wagon sure does! Faster than you can rasp out "Þat mundi mitt ráð vera, at vit flýðim undan á skóg," you'll be wailing through the haunted birch forest in your spiffy new wagon. Well, maybe not that fast, because this car needs some work. First of all, it's been sitting since the Berlin Wall was still standing (with a full tank of gas), so you'll need to completely replace do some work on the fuel system. When you're done with that you can replace all the seals in the automatic, then get started on, well, every single component that ever touched fluid or moved electrons. Then some bodywork and... you'll just be getting warmed up! Come on, though, it's a 2-door Swedish station wagon!

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In 2002, GM happened to own a 20% stake in Fuji Heavy Industries, the parent of Subaru. In 2001, Subaru introduced a car Stateside to mondo acclaim. Automobile named it their Car of the Year. Car & Driver stuck it on their 10 Best List. Consumer Reports named it a Best Buy. I bought one. Yup folks, we're talking 'bout the Subaru WRX. Now pretend you're a Pontiac brand manager for a moment. Your car czar has called your division, "Damaged." You are aware that Pontiac occupies a chamber of every true pistonhead's heart because you invented the muscle car. Wouldn't you at least raise your hand during a marketing meeting and make a case for building the Vibe off the WRX chassis? Yes, $25,000 is a lot of scratch for a small wagon. But exactly like sibling Saab did when they got the WRX platform and badged it as a 9-2X, why not sell both a normally aspirated v