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Hi, I'm experiencing some intermittent constant ticking/knocking sound from the left door/dashboard areas of my SAAB 95. Tried to rectify it with agent a few times, but no avail. Just wonder any owners having the same problem and wish to be enlightened. Thanks!

Know any shop that stocks up rims for this car? Thanks!

Hi, Any Saab 9-5 owners interested in a set of 16" 10-Spoke Rims (ALU 38)? This is the rim used in the current 9-5 2.0lpt model. Please PM me if keen. Thanks!

I still want to see SVC in the 9-5, but I reckon GM have canned it Undoubtedly, a small but powerful 4-pot engine goes against the American car building philosophy doesn't it? Let's just hope that the engine will see the light of day in the end. Well there is a cutaway sitting in the saab museum.. wonder if that says something?

-have ways of making you torque! That's the message from GM, which has recently unveiled an all-new lightweight V8 petrol engine that is set to find its way into Saabs and Vauxhalls from 2004. The new 4.3-litre unit, here in development form in a Saab 9-5, produces 300bhp and nearly 400Nm of pulling power, making it one of the most tractable units in its class. Yet the all-alloy construction and plastic components mean it will weigh little more than a four-cylinder powerplant. An innovative throttle-by-wire system does away with the usual accelerator cable to use a fully automated set-up. It proves quick yet predictable, with the feel of a conventional unit. The engine is a keen performer, with its huge torque applied through a six-speed automatic gearbox. Yet even with the self-shifter, the V8 powerplant proves a handful in the current 9-5, with plenty of wheelspin and torque steer. Saab points out that these traits will be ironed out before production, while insiders hint the engine will be mated to a secret new 4WD system. If so, Saab and Vauxhall's future looks exciting. The new unit is already earmarked for flagship versions of the Vectra Signum, and will also appear in the next-generation 9-5 and Vauxhall Omega - both due in 2005. Juergen Zoellter

Is installing an open pod type air filter for the Saab 9-3 ss advisable for performance improvements? I've had bad experiences of losing low-end torque when this is done on an NA car. Will the Saab suffer a lost of low-end torque with this filter upgrade?

Apparently Saab needs to increase it's volume, and soon, if it's going to be spared the chop from parent GM. After spending about S$1b on the Swedish subsidiary last year, the US-based giant expects some results by 2004, otherwise Saab faces a merger, or even worse, being sold off or liquidated. Bob Lutz, GM's product chief, explains it this way: "Of course we could keep on treating Saab like a protected species that builds very cute and very Swedish cars, but unfortunately they can't build enough of them." Looks like he doesn't understand the non-US market, but numbers speak louder than quirkiness, I guess. Almost as proof of GM's bad handling of the Scandinavian brand, it's upcoming made-for-US-only 9-2 is going to be based heavily on the Subaru Impreza, something neither company is happy with. Subaru understandably doesn't want to give away it's hard-earned chassis to a potential competitor, while Saab says the Impreza's longitutinally-mounted boxer engine and AWD is incompatible with its own transverse FWD layout. Hoo boy, can't GM learn from Ford and its Volvo helmsmanship?

Hi there, A newbie to MCF and have I just figured out how to post after sending a pte msg to Saaber. Anyway, I was advised by a couple of friends against buying the new Saab 9-3. Though they agree its a very good car in terms of handling, space and build quality, they say Saabs are not that reliable and have parts problem i.e cars sit in the agent's workshop for months sometimes waiting for arrival of parts. And the bill after that isn't cheap. I understand that its now going for about $120K which if true is excellent value but I am concerned about the reliability and maintenance costs issues. Your learned opinions please.

Saab announces a cooperation with Fuji Heavy Industries Ltd. (Fuji) to produce a new performance-oriented all-wheel drive model

Saab 9-5, year model 98- is the safest car model in Sweden in the "How safe is your car?" report conducted by Swedish insurance company Folksam. Saab 9-5 is the only one among the totally 103 ranked models which has a safety level that is at least 40% better than the average model in the Folksam investigation. The complete list of "How safe is your car" : http://www.folksam.se/forskning/trafik/sak...istaEngelsk.htm

Anybody read this? Fierce siaz... (extract from EVO mag) --------------------------------------------------------------------------------------- Within a mile-and-a-half of Abbott Racing's Essex base, I almost bin the R3. I've been driving gingerly as the roads are farm-slimed and I don't know the car, but as I take a fairly modest corner the modified Saab 9-3 runs so far wide that the electronic stability control is triggered, blinking its orange warning light at me from the instrument binnacle. Much as my pride would like to blame the car for this indiscretion, I simply haven't been paying attention. The mods to this Saab have gifted it with 220bhp at 5500rpm and, more importantly, 229lb ft of torque at 2000rpm and this big ball of energy arrives with so little fuss that it's easy to underestimate the effect it can have on the front end of the car. Especially when the roads are greasy. And 2000rpm is probably what was on the dial when I assumed that a gentle prod of the pedal was going to soothe me cleanly around the corner. Despite the forces it generates, the R3 is no wild child. Well, provided you remain aware of its potential, that is. Abbott's roots might be in racing (most recently in Saabs, earlier in Fords), but the company understands that what most of its customers want is to whisk around the countryside with a minimum of fuss, but with substantially more urgency than Saab offers as standard. The R3 is intended to be a car in which you can blitz effortlessly down motorways, then occasionally go bonkers just to clear the worries of the world out of your system. The latest 9-3 has been roundly acclaimed as a neat bit of kit, substantially better than the Swede's previous offering. There's a 210bhp Aero version on the way, but that hasn't hit UK showrooms, yet. In the meantime, Abbott hopes to fill the void. The R3 is based on the Vector model, whose all-alloy 2-litre turbocharged four cranks out 175bhp and 195lb ft of torque in standard form. Much of the gain in power and torque is down to a brain change for the engine management system (impressively done in-house) although there are also a sports air filter, modifications to the airbox and a freer-flowing rear muffler for the exhaust. Abbott charges

Hi guys, Just wanna find out if the fan that activates after i turn off the engine of the 9-3SS just after a hard drive acts as an alternative to a turbo timer? Does this fan cool the turbocharger? Where can i install a turbo timer in my car and how much will it cost? Thks!

Anyone has or has heard of any problems with the Saab 9-3 SS ? Please post and share your feedback. Thanx. So far, problems encountered are as follows: - Climate Control air-con doesnt work intermittently - Water condensation/droplets found in clear lens/side indicator lights on front quarter panel - Front plastic grill [with Saab logo] loose...shifts left/right by about 0.5cm

World Premi

There is a Speedparts representative in Singapore where you can get all type of performance upgrade for Saab 9-5 and 9-3. The link is below: http://www.speedparts.se/eng/e_main.htm

Hi guys, Thinking of upgrading my current ride to a Volvo or a Saab. I am more inclined towards Saab (possibly the current model 9-5 or 9-3SS). Would like to hear comments from brothers out here about which would be a better buy in terms of maintenance, parts cost, parts availability and workshops specializing in these Swede beauties. Thanks. Jerry

Fitted a panel KnN air filter into the 9-3 sports sedan. Initially, no problems were noted and the car ran smoothly and pulls more strongly. However, after a day, the car suddenly started drinking petrol at twice the normal rate. Abt 20litres/100km travelled. Eventually, my full fuel tank went empty within a day. This is really weird. Could the ECU be sending a signal to increase the fuel needs for the car since the aftermarket air filter allows for more air flow? If it is, how come the ECU cannot adjust accordingly? Please advise.

Been driving the new saab 9-3 for over a month and enjoying it. However, feel that the power department can do with a little more Oomph! Does anyone know of any aftermarket ECU for this car? Also, can a turbo timer be fitted to the car? If yes, where can i install it? Thanks!

Anyone know where I can go for K&N Air Filters for Saab 95? Most places I've called don't seem to have it for that model. Or are there any other Stock Replacement Air Filters equivalent?

Saab SUV submarined: Plans for 9-7 seven-passenger sport/utility vehicle killed by GM Europe Saab

Sporty yet highly versatile, the Saab 9X is our first multidynamic four-wheel-drive vehicle. The proportions and design are intended to be realistic in terms of future series production. For instance, there are no showy exterior details and wheels are 19-inch, not more. With minor modifications, the Saab 9X could go into mass production. The multidynamic Saab 9X breaks cover at Frankfurt Saab

http://www.supercars.net/PicFetch?pic=2002_saab_9-3x-1.jpg http://www.supercars.net/PicFetch?pic=2002_saab_9-3x-2.jpg http://www.supercars.net/PicFetch?pic=2002_saab_9-3x-3.jpg The 9-3X is most accurately described as a cross-over coupe, demonstrating that a four-wheel-drive vehicle with off-road capabilities can also retain a strong, sporty on-road appeal. It is the first time Saab has shown a car with off-road abilities. Within its coupe format, the 9-3X offers spacious accommodation for four adults and a versatile load-carrying ability. An all-new, 280bhp, 2.8-liter V6 turbo engine, linked to a four-wheel-drive system, is designed to deliver sporty performance whatever the road surface.

Behind the wheel of a 750 horsepower Ecopower Saab 9-3 Viggen, Per Eklund, the 1999 European Rallycross Champion, realized his dream of competing at Pikes Peak. In an impressive rookie performance, he captured first place in the Open Class, set a new record for this top division and finished with the second fastest overall time of the day 21.58. For Swedish rally driver Per Eklund, dreams really do come true. In his first time racing the fabled Adephelia Pikes Peak International Hill Climb, Eklund won the Open Class and finished with the second fastest overall time of the day. "This has been my dream. I started rally racing 36 years ago, and this is my most exciting victory," said Eklund. That's quite a statement considering his history of European rally wins and the fact that he is the reigning European Rallycross Champion. "This 9-3 Viggen was perfect today," he added. "Even at this elevation, the high-output turbo engine was very powerful. A careful right foot sure helped me today." The Saab Ecopower 2.0-liter engine helped Eklund set the Open Class record. It had been broken earlier in the day by Paul Choiniere. He finished an 11:26.05 run in his Hyundai Tiburon a few minutes before Eklund came across the finish line in 11:21.58. Pikes Peak veteran, Larry Ragland, driver of the Vortec-powered GMC Envoy with an inline 6-cylinder engine, captured first-place overall with a time of 11:17.66. The route to the top of Pikes Peak is not a challenge for the faint-of-heart. It's a 12-mile course of both pavement and gravel that starts at an elevation of 9,402 feet and ends at 14,110 feet. Known as "The Race to the Clouds," this event is the second oldest automobile race in the U.S. (after the Indianapolis 500) and features 156 turns with no guardrails. Technical specifications of Per Eklund's Pikes Peak Ecopower Saab 9-3 Viggen Engine -Original Saab engine block and cylinder head. Engine tuned by Trollspeed of Trollhattan. Longitudinally mounted, four-cylinder, -16-valve with twin overhead camshafts -Garrett turbocharger with intercooler (3.0 bar or 42.8 psi) -Displacement: 2.0 liters -Bore/stroke: 92/77 mm -Compression ratio: 9.0:1HP Rating 750 HP at 8,000 rpmPeak torque 518 Ib.-ft. at 6,500 rpmTransmission Four-wheel drive with programmable active differentials and six-speed Prodrive gearboxWeight 2,090 Ibs.O - 60 mph 2.3 secondsTop speed 155 mph

Saab engineers have developed an engine technology that improves fuel efficiency by up to 30 percent, reduces tailpipe emissions, and doesn't negatively impact overall performance. Saab calls its new engine technology Saab Variable Compression (SVC). Interestingly, Saab engineers have been thinking about variable compression since 1981, and prototype engines with SVC technology have existed since 1990. At the 2000 Geneva Auto Show, Saab finally felt its SVC technology had advanced enough to show it to the world. The SVC engine shown at Geneva was a supercharged, 1.6-liter, inline five-cylinder engine. With dual-overhead camshafts and four valves-per-cylinder, it looks pretty much like your average internal combustion engine. In fact, an objective in the development work on the SVC concept was to retain as many of the basic components of a conventional engine as possible. The crankshaft, connecting rods, pistons and valves are all of the same type as those of today's engines. What distinguishes the SVC engine is the way it is split into upper and lower parts. Instead of having the cylinders located in the block like all modern vehicle engines, the SVC engine's cylinders are located in the upper section. This upper part is known as the monohead. You heard us right -- the cylinders are built into the head. For those of you who may not know it, this is a very unconventional design. Traditional engine architecture places the cylinders below the head (or heads if the engine is of a V or flat configuration), between the valves and the block. Everything else is pretty "normal" inside the Saab engine. The lower portion of the SVC engine -- the block -- contains the crankshaft, camshaft and pistons. But here's the trick. Since the cylinders are built into the heads, the monohead can be adjusted (moved) relative to the block without affecting engine or valve timing. On the SVC engine, the monohead tilts at up to a 4-degree angle. Rubber bellows seal the monohead to the block. By adjusting the "slope" of the upper part of the engine in relation to the lower part by the use of hydraulic actuators, the Saab engine can vary the volume of the combustion chambers. This, in turn, changes the compression ratio. Compression ratio refers to the ratio between the combined volume of a cylinder and a combustion chamber when the piston is at the bottom of its stroke, and the volume when the piston is at the top of its stroke. The higher the compression ratio, the more mechanical energy an engine can squeeze from its air-fuel mixture. Higher compression ratios, however, also make detonation more likely. In all modern engines, the compression ratio is fixed and cannot be altered unless different engine components are installed. Saab's SVC technology allows a variable compression ratio from a low of 8:1 to a maximum of 14:1. Although variable compression is what makes the SVC engine unique, Saab says the fuel efficiency of a conventional, normally aspirated engine would only improve by 4 percent if it were equipped solely with SVC. The potential of variable compression is most effective when combined with a smaller engine design (for better efficiency) and high supercharging pressure. It's hard to argue with that given the impressive results. Saab says its 1.6-liter SVC concept engine generates 225 horsepower and 224 foot-pounds of torque. Maximum boost pressure from the supercharger is 40 psi. These horsepower and torque figures are comparable to a normally aspirated engine of similar displacement (like a 3.0-liter V6 from a Nissan Maxima, for instance). Additionally, Saab says the SVC engine is more fuel efficient at light loads than a standard 1.6-liter normally aspirated engine. Due to its variable compression ratio, the SVC engine can run at an optimum compression ratio of 14:1 at low engine loads to maximize fuel efficiency and lower harmful tailpipe emissions. Increased supercharger pressure at such a high compression ratio would cause detonation, so the compression ratio is lowered to 8:1 at high engine loads to enable maximum engine performance. The SVC engine continuously varies the compression ratio according to driving conditions. This would not be possible, however, without an advanced engine management system. Saab engineers credit their Trionic engine management system with making the whole thing work. The current system, which Saab has been using since 1991 to manage their turbocharged engines, served as the basis for the specially designed SVC system. The Saab Variable Compression technology illustrates yet another innovative success story in the search for more fuel-efficient cars. While manufacturers such as Honda and Toyota have gone the hybrid route, other automakers such as Saab have taken a more traditional route, exploring variations on the theme of the internal combustion engine. The results so far look encouraging. Saab hasn't announced official production plans for SVC technology. The engine is still in the concept stage. However, Saab does say that extensive testing has been performed, including 200,000-kilometer durability tests. Additionally, Saab wouldn't have gone to such marketing lengths at the Geneva Auto Show if it didn't think there was a future to variable compression. Stay tuned, though, as Saab is now owned by GM. Never know what might happen with this technology if it gets perfected.