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Saab 900 Turbo 16 - refreshingly different

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Created on October 17, 2018

Reading time 9min

Written by:

Bruno von Rotz

Photos:

Bruno von Rotz

37

Archiv

31

Bruno von Rotz

37

Archiv

31

Saab 900 Turbo 16 (1984) - typisches Saab-Gesicht

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Saab 900 Turbo 16 (1984) - ein Schwede aus Trollhättan

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Saab 900 Turbo 16 (1984) - bereit für die grosse Fahrt

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Saab 900 Turbo 16 (1984) - war mit 4,7 Meter Länge weniger kompakt, als er aussah

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Saab 900 Turbo 16 (1984) - drei Seitenfenster für die fünftürige Variante

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Saab 900 Turbo 16 (1984) - mit grosser Heckklappe

Bild von Partner Porsche AMAG November Foto-Galerie 2025

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Saab 900 Turbo 16 (1984) - Xenon-Licht gab es damals noch nicht

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Saab 900 Turbo 16 (1984) - den neuen Kühlergrill gab es ab 1984

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Saab 900 Turbo 16 (1984) - der Heckspoiler kennzeichnete den Turbo

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Saab 900 Turbo 16 (1984) - diese Karosserievariante wurde Kombi-Coupé genannt

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Saab 900 Turbo 16 (1984) - typische Saab-Gestaltung

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Saab 900 Turbo 16 (1984) - ein sympathisches Gesicht

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Saab 900 Turbo 16 (1984) - die Motorhaube klappt noch vorne hoch

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Saab 900 Turbo 16 (1984) - Turbo-beatmet

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Saab 900 Turbo 16 (1984) - 16-Ventil-Version des Vierzylinders

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Saab 900 Turbo 16 (1984) - längs eingebauter Vierzylindermotor

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Saab 900 Turbo 16 (1984) - das Getriebe liegt unter dem Motor

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Saab 900 Turbo 16 (1984) - Ladeluftkühlung

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Saab 900 Turbo 16 (1984) - Sicherungen

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Saab 900 Turbo 16 (1984) - Warnhinweis im Motorraum

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Saab 900 Turbo 16 (1984) - Typenschild

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Saab 900 Turbo 16 (1984) - alles an seinem Platz im Interieur

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Saab 900 Turbo 16 (1984) - praxisbezogener Arbeitsplatz

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Saab 900 Turbo 16 (1984) - Armaturenbrett der Turbo-Version

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Saab 900 Turbo 16 (1984) - Ladedruckanzeige für den Turbo

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Saab 900 Turbo 16 (1984) - roter Bereich auf dem Drehzahlmesser ab 6000 Umdrehungen

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Saab 900 Turbo 16 (1984) - klare Symbolik, keine Fragen

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Saab 900 Turbo 16 (1984) - Zündschloss hinter dem Schalthebel in der Mitte des Autos

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Saab 900 Turbo 16 (1984) - Sitzheizung

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Saab 900 Turbo 16 (1984) - integrierte Kopfstützen

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Saab 900 Turbo 16 (1984) - Saab-Schriftzug auf dem Kühlergrill

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Saab 900 Turbo 16 (1984) - markentypische Front

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Saab 900 Turbo 16 (1984) - Scheibenwischer für die Scheinwerfer waren eine Saab-Erfindung

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Saab 900 Turbo 16 (1984) - grosszügiger "turbo"-Schriftzug

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Saab 900 Turbo 16 (1984) - das dritte Seitenfenster hatte nur die fünftürige Version

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Saab 900 Turbo 16 (1984) - glattflächige Aluräder

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Saab 900 Turbo 16 (1984) - komplett beschriftet - APC, 16 V, DOHC, Turbo

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Saab 99 (1968) - der 1967 präsentierte 99 konnte vieles besser, trotzdem wurde der Saab 96 noch bis 1980 weitergebaut

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Saab 99 (1967) - evolutionäres Design

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Saab 99 (1971) - das grössere Modell 99 löste den 96 nach und nach ab, Vorteil dank vier Türen

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Saab 99 GL Combi Coupé (1976) - Weltpremiere, fünftürige Version mit Heckklappe - Genfer Autosalon 1976

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Saab 99 Combi-Coupé - Neuheit auf dem Saab-Stand, 11 cm länger als das Normalmodell - am Genfer Automobilsalon 1974

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Saab 900 GL (1981) - als dreitüriges Kombi-Coupé

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Saab 900 Turbo (1978) - _Lösung für die Zukunft? - Genfer Autosalon 1978

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Saab 900 GL (1984) - mit modifiziertem Kühlergrill

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Saab 900 i (1984) - auch ohne Heckklappe Platz für den Golfsack

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Saab 900 i (1984) - mit Einspritzmotor

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Saab 900 Turbo (1981) - bequeme Sitze

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Saab 900 CD (1982) - am Genfer Automobilsalon von 1982 - dank um 20 cm verängertem Radstand generöses Interieur, hier mit Autotelefon

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Saab 900 Turbo (1984) - neues Lenkrad, weiterhin übersichtliches Armaturenbrett

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Saab 900 Turbo (1981) - das Interieur des Turbo

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Saab 900 Turbo 16 V (1984) - Blick auf den Turbomotor mit 16 Ventilen

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Saab 900 Turbo (1981) - der eingespritzte Turbo-Motor

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Saab 900 Turbo (1981) - Platz sparen mit Notrad

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Saab 900 Turbo (1981) - TRX-Reifen

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Saab 900 Turbo (1984) - als dreitüriges Kombi-Coupé

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Saab 900 Turbo (1984) - als fünftüriges Kombi-Coupé

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Saab 900 (1981) - die viertürige Limousine mit dem Knick

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Saab 900 Turbo (1983) - noch mit dem bisherigen Motor, ein Breitenversuch mit dem Vierventiler mit zwei obenliegenden Nockenwellen läuft aber bereits - am Genfer Automobilsalon von 1983

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Saab 900 Turbo 16 - mit technisch hcohentwickeltem Turbomotor und Ladeluftkühlung - satte 175 PS - am Genfer Automobilsalon 1984

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Saab 900 Turbo 16S Aero Cabriolet (1992) - optisch noch schneller

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Saab 900 Turbo 16 Cabriolet (1989) - auch geschlossen ein typischer Saab

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Saab 900 Turbo (1979) - Werbung aus dem Jahre 1979 -

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Saab 900 Turbo (1980) - Werbung aus dem Jahre 1980 -

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Saab 900 Turbo Sedan (1982) - Werbung für den grossen Saab

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Saab 900 Turbo (1984) - Werbung - stark wie ein Sportwagen ...

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Saab 900 Turbo (1985) - Werbung - zum Lesen und zum Fahren

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Saab 900 Turbo 16S Aero (1988) - Werbung für den schnellen Turbo-Reisewagen im Jahr 1988

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Summary

The Saab 900 was an exceptional phenomenon, as a five-door estate coupé and with a turbo four-cylinder engine anyway. That's why it was loved by avant-gardists, architects and dissenters in general. They could also afford the hefty sales price, because calculated per cylinder, the Saab was one of the more expensive cars on the market. This driving report is dedicated to the Saab 900 Turbo 16V, but the entire history of the successful model series will be rolled up and documented in pictures.

This article contains the following chapters

Born out of necessity
Detail optimization
With a turbo engine right from the start
For individualists
Constantly improved and embellished
The crowning glory - Turbo 16
Strong character
Further information

Estimated reading time: 9min

Preview (beginning of the article)

The Saab 900 was an exceptional phenomenon, as a five-door estate coupé and with a turbo four-cylinder engine anyway. That's why it was loved by avant-gardists, architects and dissenters in general. They could also afford the hefty sales price, because calculated per cylinder, the Saab was one of the more expensive cars on the market. It was mid-May 1978 when Saab announced the new flagship 900. The three- and five-door estate saloon was positioned above the Type 99, but the new Type 900 was actually intended to replace the old Type 99 in the medium term. The differences between the two types were limited anyway, Saab could not afford a completely new development at the time, but the markets were calling for a more modern and safer car.

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