Saab has never been a company that played by the established rules of the automotive world. While the conventional wisdom dictates launching a model lineup with a modest, naturally aspirated engine and saving the high-performance variant for a later date, the Swedes flipped the script entirely. In late 1985, they introduced the 9000 Turbo to American shoresâa zoomy, roomy, turbocharged hatchback that instantly earned a spot on Car and Driver‘s Ten Best list and redefined what a practical family sedan could be. The message was clear: if you wanted the full Saab experience, you got the boost. Now, eighteen months later, arrives the 9000S. Itâs the same striking, aerodynamic body, the same commodious interior classified by the EPA as a “large car,” but without the turbocharger, the intercooler, the rear spoiler, and the fat tires. The price drops by about $4,000, but the big question hangs in the crisp Swedish air: has Saab created a sensible value proposition, or have they surgically removed the very soul that made the 9000 legendary?
The Philosophy of a Back-Door Special
To understand the 9000S, you must first understand the bizarre, inverted logic of its creation. The potent 2.0-liter turbocharged inline-four that propelled the Turbo to acclaim wasn’t developed for the 9000; it was born for the older 900 model and was always intended for its larger successor. Saabâs engineering team simply took this already-perfected, high-strung powerplantâwith its double overhead cams, sixteen valves, electronic fuel injection, and detonation-sensitive boost controlâand installed it sideways into the new 9000’s transverse engine bay. The result was a seismic shift in the sports sedan segment. Here was a front-wheel-drive car with 160 horsepower, a top speed of 141 mph, and a 0-60 time in the low 7-second range, all wrapped in a package that could swallow a family and their luggage. It was an instant icon.
The 9000S, therefore, isn’t a lesser model in the traditional developmental sense. Itâs a strategic subtraction. By removing the forced-induction hardware, Saab created a more accessible entry point into the 9000 family. But in doing so, they also removed the car’s defining characteristic: that intoxicating rush of turbo lag followed by a relentless shove in the back. The S isn’t a step forward in the model’s evolution; it’s a calculated step back, designed to fill a price gap. This reversal of the normal product cadence is pure Saabâunpredictable, pragmatic, and slightly baffling to conventional automakers.
Engine & Drivetrain: Where the Magic Was Lost
Under the hood of the 9000S lies the same iron-block, aluminum-head 1985 cc (121 cubic inch) inline-four foundation as the Turbo. The cylinder head, with its sophisticated DOHC and 16-valve layout, is identical. The critical difference, of course, is the absence of the turbocharger and its associated intercooler plumbing. This single modification transforms the engine’s character entirely.
The Turbo’s 160 hp arrived at 5500 rpm, but its real genius was the 173 lb-ft of torque (as noted in the Turbo’s original review) available from a much lower rpm, thanks to the turbo’s positive-pressure filling of the cylinders. It gave the car a flexible, muscular feel from a stoplight and in-gear overtaking punch that belied its front-wheel-drive layout. The S, by contrast, makes 125 hp at the same 5500-rpm peak and a meager 123 lb-ft of torque at 3000 rpm. On paper, the power drop is significant, but the torque curve tells the real story. Without forced induction, the engine’s breathing is entirely dependent on the 16-valve head’s ability to flow air at high rpm. The result is a powerplant that feels lethargic at low and mid-range speeds, requiring the driver to keep the revs high to extract meaningful response. The sophistication of the valvetrain is largely wasted in daily driving; its benefits only become apparent when you’re willing to wring the engine out on a stretch of open road. This isn’t a slow car by any absolute measureâits 9.8-second 0-60 mph time is respectable for the eraâbut it feels profoundly flat and uninspired compared to the Turbo’s visceral, multi-stage surge. The magic was in the boost, and the S has none to give.
Design & Packaging: A Masterclass in Efficient Space
If the engine is where the S falls short, the rest of the package is where it genuinely shines. The 9000’s exterior design remains one of the cleanest, most purposeful shapes of the 1980s. Itâs aerodynamic without being fussy, with crisp character lines and a glasshouse that speaks of efficiency. The hatchback bodystyle is not just a styling choice; it’s a fundamental part of the car’s utility. Compared to its key rival, the Audi 5000, the 9000 is nearly 11 inches shorter in overall length, thanks to a stubbier trunk and the packaging efficiency of the transverse engine layout. Yet it sacrifices only one cubic foot of luggage space to the Audi and gains a massive advantage with rear seats that fold completely flat, creating a vast, load-floor continuity from tailgate to front seats.
Inside, the story is even more compelling. The 9000’s interior volume measures a staggering 102 cubic feet. This wasn’t just a large car for Europe; it was classified as a “large car” by the EPA, a distinction shared only with the Rolls-Royce Silver Spur limousine at the time. That means genuine, uncrowded space for five adults, with a airy cabin and a dashboard that places all controls within easy reach of the driver. The materials are a cut above typical mass-market fare, with soft-touch surfaces and a solid, precise feel to every switch and knob. This is a car that understands its role as a high-speed, long-distance touring machine. The only real interior demerit, as noted in testing, is the computer-controlled climate system, which can be overly assertive and difficult to override manually, and a level of wind and road noise that, while not excessive, trails the near-silent refinement of the Audi 5000.
Performance & Dynamics: A Comfortable Cruiser, Not a Sports Sedan
With the turbo gone, the driving experience shifts dramatically from “sports sedan” to “luxury touring sedan.” The S is at its happiest maintaining a steady 65 to 70 mph on the highway, where its gearing and supple suspension soak up miles with minimal fuss. The 5-speed manual gearbox is precise and well-weighted, and the steering, while slightly over-assisted and lacking in ultimate feedback, is light and effortless. The car’s balance is inherently safe and predictable, understeering gently at the limit.
The handling numbers tell an interesting tale. Fitted with 195/60HR-15 Michelin MXV tires, the 9000S pulled a respectable 0.79 g on the skidpad. That’s a solid figure, even edging out the Pirelli P6 tires on the previous year’s Turbo test car (0.76 g). This demonstrates that the chassis and suspension tuning are fundamentally sound and capable. However, the driving feel doesn’t match the number. The steering lacks the sharp, communicative feedback of an Audi or a BMW, making it difficult to sense exactly when the front tires are reaching their limit. The car has a slight tendency to “meander” on imperfect surfaces, requiring the driver to make small, constant corrections. Itâs a car that rewards a smooth, deliberate style rather than aggressive, point-and-shoot maneuvers. Around town, the lack of torque makes it feel ponderous; on a twisty back road, you must press the tires “firmly but gently” to maintain momentum. There’s no joy in the process, just competent, if unengaging, progress.
Braking is strong, with 70-0 mph stopping distances in the low 190-foot range, thanks to standard vented front discs. The noise levels are acceptable but not class-leading, with a full-throttle roar of 77 dBA and a 70-mph cruise hum of 70 dBAânoticeably louder than the whisper-quiet Audi competitor.
Market Position & The Value Proposition
In the 1987 landscape, the sports sedan segment was a battleground of contrasting philosophies. Rear-wheel-drive, inline-six machines from Germany (BMW 5-series, Mercedes-Benz 190E) offered classic balance and refinement. The Audi 5000/100 brought all-wheel-drive and supercar-inspired Quattro tech. The Saab 9000 Turbo was the maverick: front-wheel drive, a wild turbo four, and a hatchback body. It wasn’t trying to be a traditional sports sedan; it was a high-performance, practical tool that happened to be incredibly fun.
The 9000S enters this arena at a base price of $22,245 (as tested, $22,987 with metallic paint). This positions it directly against base models from the German trio, but with a vastly different character. You’re buying the packaging genius, the superb ergonomics, the unique Swedish design, and the brand’s quirky, safety-first ethos. You are explicitly not buying the thrilling, league-of-its-own performance that defined the Turbo and earned Saab its “big-league” credibility. The $4,000 gap between the S ($22,245) and the now-$26,025 Turbo is significant. For that premium, you get 35 more horsepower, a vastly more engaging torque curve, the rear spoiler, wider Pirelli P600 tires, and, most importantly, the car’s soul. The question isn’t whether the S is a good carâit is, in its own right. The question is whether the Turbo’s additional cost is justified. For anyone who values driving engagement, the answer is a resounding yes. The Turbo transforms the 9000 from a pleasant cruiser into a genuine driver’s car. The S, for all its space and comfort, can never be that.
Verdict: A Compromise That Makes Sense for Some
The 1987 Saab 9000S is not a failure. It is a competent, spacious, and distinctive automobile that delivers on the core promises of the 9000 line: exceptional packaging, solid build quality, and a unique identity. For a buyer who prioritizes back-seat legroom, cargo versatility, and a smooth, quiet ride over sprinting ability, the S presents a compelling value. Itâs the sensible choice for the Saab buyer who views the car as a practical tool first and a thrill machine second.
But this review must be written from the perspective of a gearhead, a former technician who understands that a car is more than the sum of its space charts. The 9000’s genius was its ability to blend practicality with a turbocharged, high-revving character that made every drive an event. The S removes that event. What remains is a very good, but ultimately ordinary, large front-wheel-drive sedan. In a segment brimming with competent but dull machines, the 9000 Turbo stood out precisely because it refused to be ordinary. The S, by embracing a lower price point, inadvertently embraces that ordinariness. Itâs a back-door special in the truest senseâa way into the Saab family for those who can’t or won’t pay for the full experience. But as a driving enthusiast, you’d be doing yourself a disservice not to stretch for the Turbo. That extra $4,000 doesn’t just buy more horsepower; it buys the car’s entire reason for being.
1987 Saab 9000S Specs Recap:
- Engine: 2.0L DOHC 16-valve inline-4, naturally aspirated
- Power: 125 hp @ 5500 rpm
- Torque: 123 lb-ft @ 3000 rpm
- Transmission: 5-speed manual (standard)
- 0-60 mph: 9.8 seconds
- Top Speed: 113 mph
- Skidpad: 0.79 g
- Curb Weight: 2989 lb
- EPA Fuel Economy: 21 city / 26 highway mpg
- Key Feature: EPA “large car” classification with hatchback versatility
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