Engineering a Contradiction: Saab’s Unconventional Playbook
To understand the 1987 Saab 9000S is to first understand a company that operated on a different wavelength. While the global auto industry遵循ed a predictable product cycle—naturally aspirated engines first, turbocharged variants later as performance halo models—Saab inverted the script. The 9000 Turbo, with its intoxicating 160-horsepower, intercooled, turbocharged four-cylinder, debuted in America first. It was a revelation: a spacious, aerodynamic, and brutally efficient package that earned a spot on Car and Driver’s prestigious “Ten Best” list almost immediately. The 9000S, arriving nearly a year and a half later, was not a lesser model in the traditional sense. It was the foundational piece, the engine Saab had already developed for its 900 line, repurposed and detuned for the luxury sedan. This was not a cost-cutting exercise in response to demand; it was a strategic back-door entry, a deliberate move to fill out the lineup from the bottom up after the top had already been secured. The result is a car that embodies a fascinating engineering and marketing paradox: a vehicle that shares the 9000’s exceptional packaging, sophisticated chassis, and premium interior but is fundamentally defined by what it lacks—the intoxicating, personality-defining boost.
The Heart of the Matter: A De-Tuned Masterpiece
Under the hood of the 9000S lies the same basic B202 engine architecture as the Turbo, a 2.0-liter (1985 cc) inline-four with double overhead cams, 16 valves, and electronic port fuel injection. This is not a truck motor or a low-tech unit; it’s a high-revving, free-breathing piece of Swedish engineering. The key differentiator is the absence of the turbocharger and its associated intercooler. Power plummets from 160 hp at 5500 rpm to a still-respectable 125 hp at the same redline. Torque, however, tells a more telling story: 123 lb-ft arrives at 3000 rpm, a peak that is only 7 lb-ft below the Turbo’s 130 lb-ft, but delivered without the explosive, low-end shove of forced induction.
This single change reshapes the entire character of the car. The engine’s sophistication—the multi-valve head, the precise fuel injection—is still present, but its potential is neutered. Where the Turbo’s power delivery is a progressive, thrilling surge that makes the car feel dramatically faster than its 0-60 mph time (7.7 seconds) suggests, the S’s power curve is relatively flat and uninspiring. The advanced 16-valve head pays its dividends only at the very top of the tachometer, creating a car that feels content to cruise but lacks the mid-range vitality that defines a true driver’s sedan. It’s a technical curiosity: a high-strung, oversquare four-cylinder tuned for linearity rather than excitement, a recipe for refinement that accidentally produces a sensation of lethargy.
Packaging Genius: The “Large Car” That Isn’t
To judge the 9000S solely on its engine would be a profound mistake, as it misses Saab’s greatest achievement with this platform: packaging. The 9000, in both S and Turbo form, is a masterclass in spatial efficiency. Its wheelbase measures 105.2 inches, nearly identical to the Audi 5000, yet the Saab is a full 10.9 inches shorter overall. This miracle of packaging is achieved through a transverse-mounted powertrain (a layout then novel for a car of this class), a stubbier trunk, and an unwavering commitment to interior volume over trunk depth. The payoff is staggering: 102 cubic feet of passenger space. This wasn’t just competitive; it was class-leading. The Environmental Protection Agency classified the 9000 as a “large car,” a distinction it shared only with the Rolls-Royce Silver Spur limousine among imports. For context, this was a vehicle that could comfortably seat five adults, with rear seat legroom that embarrassed many full-size American sedans, all while wearing the footprint of a mid-size car.
The hatchback bodystyle is integral to this equation. The rear window and entire tailgate lift, revealing a cargo area that, while officially rated at 16 cubic feet (slightly less than the Audi’s 17 cubic feet), becomes a vast, usable space when the 60/40 split rear seats are folded flat. This flexibility was unparalleled in its segment, blending the sedan’s three-box refinement with the wagon’s utility. It was a practical, intelligent solution that Saab had perfected over decades with its 99 and 900 models, now scaled up to luxury-sedan proportions with flawless execution.
On the Road: A Sedan of Two Personalities
With the turbo’s drama removed, the 9000S’s dynamic personality shifts. The chassis remains a capable and sophisticated instrument. The front suspension uses MacPherson struts, while the rear employs a torsion beam—a cost-effective but well-tuned setup that prioritizes packaging and a flat load floor over ultimate handling purity. The steering, while slightly over-assisted, is direct and accurate, though it lacks the rich, communicative feel of the Audi 5000’s rack-and-pinion system. The car’s strength emerges on long, sweeping back roads at a steady 65-70 mph. The ride is supple and controlled, the cabin remains quiet (though the article notes the wind and road noise levels are a step behind the whisper-quiet Audi), and the car feels supremely stable and planted.
The Michelin MXV 195/60HR-15 tires, standard on the S, are a highlight. They provide excellent wet-weather grip and, on dry pavement, managed a respectable 0.79 g on the skidpad—actually edging out the previous year’s Turbo on its Pirelli P6 tires. This speaks to the chassis’s fundamental balance and the tires’ capability. However, the limits are clear. The S is happiest when driven with a firm, gentle pressure, exploiting its neutral balance and strong mechanical grip. It is not a car that invites aggressive, playful trail-braking or aggressive turn-in. That role was reserved for the Turbo, which in this model year wore wider 205/55VR-15 Pirelli P600s, promising even higher lateral limits. The S, therefore, is a car of serene competence, not sparkling engagement. Its 9.8-second 0-60 mph time and 113 mph top speed are adequate for the era, but the lack of low-end torque makes overtaking maneuvers on highways feel labored and protracted, a stark contrast to the Turbo’s effortless, multi-gear blasts.
The Interior: Scandinavian Restraint Meets American-Sized Space
Step inside the 9000S, and the “large car” classification makes immediate sense. The dashboard is a study in clean, functional design, with a prominent driver-oriented gauge cluster and logically placed controls. The materials are a cut above the typical Japanese and American competition of the time, with soft-touch plastics, quality switchgear, and a sense of solidity that belies its front-wheel-drive architecture. The seats are broad, supportive, and offer a commanding view of the road. The rear seat is genuinely spacious, a rare commodity in any imported sedan of the mid-80s. This was Saab’s trump card: a car that felt American in its space and comfort but European in its refinement and driving position.
However, the era’s technology had its quirks. The article notes the computer-controlled automatic climate control system could be overly assertive, fighting the driver’s inputs rather than assisting them. This was a common issue with early digital climate systems and a small but persistent annoyance in an otherwise well-appointed cabin. The sound system and ergonomics were otherwise praised, creating an environment that was both utilitarian and luxurious—a very Swedish dichotomy.
Market Position: The Rational Choice in a Segment of Passion
Priced at $22,562 for the base model (as tested, $22,987 with metallic paint), the 9000S sat in a curious gap. It was $4,000 less expensive than the now-$26,025 Turbo, a significant sum in 1987. Yet it competed indirectly with the Audi 5000, the Mercedes-Benz 190E 2.6, the BMW 525i, and the Volvo 940 Turbo. Against these German and Swedish rivals, the Saab’s value proposition was its unique blend of space, uniqueness, and performance. The Audi offered a quieter, more refined ride and arguably more prestigious badge. The BMW was the driver’s choice with its rear-wheel-drive balance. The Volvo was the safe, boxy, ultra-reliable alternative.
The 9000S carved out its niche as the intellectual’s choice. It was for the buyer who prioritized packaging efficiency, innovative design (the hatchback), and a sense of individuality over brand prestige or traditional rear-wheel-drive dynamics. It was the car for someone who appreciated the engineering story—the transverse engine, the EPA “large car” classification, the Swedish safety obsession—but didn’t need the Turbo’s headline-grabbing stats. It was, in essence, the sensible, practical, and deeply competent sibling to the Turbo’s rock star. The critical question the original review posed remains valid: does the S’s $4,000 saving justify the massive performance deficit? For the enthusiast, the answer is a resounding no. The Turbo’s extra power transforms the car from a competent appliance into a thrilling one. For the prioritizer of space, value, and uniqueness, the S presents a compelling, if emotionally sterile, argument.
Legacy: A Snapshot of Saab at a Crossroads
The 1987 9000S represents Saab at a pivotal moment. It was a company still fiercely independent, leveraging its aviation heritage to create unconventional, intelligent solutions to automotive problems. The platform’s engineering—the transverse engine, the hatchback sedan, the focus on interior volume—was visionary. Yet, the decision to lead with the Turbo and follow with the S also hinted at a marketing uncertainty. Saab knew its halo car would draw attention, but it needed the volume model to pay the bills. This two-pronged approach was logical but created an internal rivalry where the lesser model could not help but feel compromised.
In the grand tapestry of automotive history, the 9000S is a footnote to the more famous Turbo. But as a standalone artifact, it is a profound lesson in engineering trade-offs. It proves that a car can be brilliantly packaged, well-built, and fundamentally sound yet still fail to inspire. The magic of the 9000 was not just in its space or its safety, but in the way the Turbo’s engine injected personality into that brilliant package. Without it, the 9000S is a masterpiece of ergonomics in search of a soul. It stands as a testament to the fact that in the automotive world, engineering excellence, while necessary, is rarely sufficient to create a legend. Sometimes, you need a little alchemy—a turbocharger, an intercooler, a dose of Swedish madness—to transform a great car into an icon.
Specifications Recap (1987 Saab 9000S):
- Engine: 2.0L DOHC 16-valve inline-4, iron block/aluminum head, port fuel injection
- Power: 125 hp @ 5500 rpm
- Torque: 123 lb-ft @ 3000 rpm
- Transmission: 5-speed manual (tested)
- Drivetrain: Front-engine, front-wheel drive
- 0-60 mph: 9.8 seconds
- Top Speed: 113 mph
- Curb Weight: 2,989 lb
- EPA Interior Volume: 102 cubic feet (classified as “large car”)
- Cargo Volume: 16 cubic feet (seats fold flat)
- Key Features: Transverse powertrain, hatchback sedan, 4-wheel disc brakes, Michelin MXV tires
- Base Price (1987): $22,562
COMMENTS