| Saab 9000 | |
| Manufacturer: | Saab |
| Production: | 24 May 1984–6 May 1998 |
| Assembly: | Sweden: Trollhättan (Trollhättan Assembly) Finland: Uusikaupunki (1984–1991) |
| Designer: | Björn Envall Giorgetto Giugiaro at Italdesign |
| Class: | Executive car (E) |
| Body Style: | 4-door saloon (CD) 5-door hatchback[1] (CC, CS) |
| Platform: | Type Four platform[2] |
| Related: | Alfa Romeo 164 Fiat Croma Lancia Thema |
| Layout: | Transverse[3] front-engine, front-wheel drive |
| Transmission: | 4-speed 4HP18 automatic 5-speed F25 manual |
| Wheelbase: | 26721NaN1 |
| Length: | CC: 46201NaN1 CD 47821NaN1 CS: 47611NaN1 |
| Width: | 17631NaN1 |
| Height: | 14201NaN1 |
| Weight: | 1410kg–1475kgkg (3,110lb–3,252lbkg) |
| Successor: | Saab 9-5 |
The Saab 9000 is a car produced by the Swedish company Saab from 1984 to 1998. Representing the company's foray into the executive car scene, it was developed as a result of the successes of the turbocharged 99 and 900 models.[4] The 9000 remained in production until May 1998 and it was replaced by the Saab 9-5 in late 1997, although some final cars were produced into 1998. The Saab 9000 was only available with petrol engines, in two different 5-door hatchback designs or as a 4-door notchback.
Saab designed the 9000 as part of the Type Four platform in conjunction with the Italian automaker Fiat Automobiles. Fiat retailed similar derivative versions as the more basic Fiat Croma, the luxury-themed Lancia Thema, and the sports-oriented Alfa Romeo 164. Unlike the 164, which shares only the chassis, the Croma and Thema are outwardly similar to the 9000. As such, much of the bodywork appeared interchangeable between the 9000, Croma and Thema; for example, the doors. However, because Saab fitted heavier side impact protection they will not fit.[5] Fiat had designed the Croma with no consideration of American crash test requirements, which forced Saab to strengthen the body by fitting various reinforcements.[6] Thus, the front of the Saab is radically different from the Italian siblings due to the much improved crash protection.[7] Only seven parts are actually interchangeable.[5] Additionally, where the other Type Four cars used independent MacPherson struts all round, the 9000 used them only on the front suspension, with its rear suspension instead using a beam axle.[8] The 9000's body was designed by Giorgetto Giugiaro and Saab designer Björn Envall.
Despite being shorter overall than the 900 which was still produced in parallel, the 9000 has a longer wheelbase and greater interior space with 3.5m2 of interior space 0.67m2 in the boot, 1.6m2 with rear seats folded), qualifying as an EPA-rated large car, a distinction shared only with the contemporary Rolls-Royce in America.[9] This was achieved by installing the engine transversely to the direction of travel in the Saab 9000 (instead longitudinally as in the Saab 900). Unlike the 900 the 9000 kept the ignition switch in the more conventional steering column position rather than between the front seats. The inspiration for the seats was taken by Björn Envall from The Muppet Show's Pigs in Space, a sketch by the late puppeteer Jim Henson.
In total, 503,087 Saab 9000s were manufactured.[10] These are divided into:216,385 Saab 9000 CC (MY 1985–1991),174,525 Saab 9000 CS (MY 1992–1998),112,177 Saab 9000 CD (MY 1988–1997).[11]
The 9000 was launched to the motoring press at a conference at Kolmården Game Park on 24 May 1984[12] and 1985 in the European market. This original model called "Saab 9000 Turbo 16" and was a five-door hatchback, only available with manual gearbox and the 2.0 turbo engine with 16 valves, already known from the Saab 900. Maximum power is without a catalytic converter. Drag resistance for the original model is Cd 0.34, very competitive for the time.[13]
The Saab 9000 was awarded Best Prestige Car 1985 by the French magazine L'Action Automobile.[14] Cars built in the first year had problems with weak bodies and developed a reputation for collapsing if fitted with tow hooks or sunroofs.[6] In its original form, it was not able to pass the American crash test standards but the car was continuously reinforced during its production run.[6]
At the end of 1985, for the 1986 model year, the 9000 was rolled out in Saab's most important foreign market: the US. It was fitted with the 2.0 Turbo 16, now with exhaust gas purification via catalytic converter and producing .[15] Saab also introduced a fuel injected non-turbo engine for the Saab 9000 during the model year, available in all of Saab's markets. This engine produces with catalytic converter, without. It is based on the turbo engine and features four valves per cylinder, electronic ignition, and a knock sensor.
In the autumn of 1986, Saab organised a record attempt with the Saab 9000, which received much attention in the US and internationally, at the Alabama International Motor Speedway at Talladega, now the Talladega Superspeedway. "Saab Turbo--In The Long Run" took place over 20 days and 20 nights. "The main purpose of the Long Run project is to test the endurance of our cars as part of our ongoing testing program," explained Olle Granlund, head of Saab's engine and transmission department and the person in charge of this project.[16] All three 9000 Turbo 16s passed the 100000km (100,000miles) mark in 21 days, the lead car breaking 21 international and two world speed records in the process. In memory of this event. Saab was to sell special models under the name "Talladega" in the prospective years, not only for the Saab 9000 but also for other model series. Furthermore, the event was repeated 10 years later in 1996 with models of the "NG 900".[17]
For MY 1987 a modern ZF automatic with four stages became available (and remained the only available automatic version until the end of production). In 1987 for model year 1988, Saab released a 4-door saloon variant of the 9000 known as the CD. The front of the Sedan was different (more modern) and more streamlined than the hatchback version. This involved smoothing the edges of the headlamps and grille, and sloping the front outwards. Saab adapted the design of the saloon to the current facelift of the Saab 900, which had already received a similar new front for the MY 1987. This re-design marked a departure from the more upright front styling of the 1984 original, which was also similar to the old design of the Saab 900 from 1978 to 1986.
From 1988, all 9000 variants were equipped with a Saab Information Display (SID) which showed fuel consumption, distance to an empty fuel tank, alternator output voltage, outside temperature, and lowest battery voltage during vehicle start.[18] If the outside temperature fell to -3°C3°C, the temperature display is automatically selected to warn of possible black ice road conditions. A separate pictogram monitored door and hatch opening and exterior light bulb condition.[19] 1988 also marked the introduction of pyrotechnic seat belt tensioners for the front seats.[20]
Saab Direct Ignition was also introduced 1988 with the 9000 CD and its B202 turbo engine. The same engine in the CC got the DI with MY 1989. Since then all new engine releases for the 9000 got the DI from beginning (except the later V6 engine, which came from General Motors). The output of both engines increased slightly through optimisation, from DIN for the catalyzed turbo model, from DIN for the catalyzed, naturally aspirated engine, and from DIN in the uncatalyzed model.
For MY 1990 Saab introduced the new developed larger B234 2.3-litre engine, providing in the normally aspirated engine. For MY 1991, the B234 became available also with a turbocharger, producing and an impressive torque. Unlike the other engines, each of which was also used in the classic Saab 900, the B234 was only used in the Saab 9000 (and later in other model series).
For model years 1991 (Europe) and 1992 (US), Saab also adopted the sloping front of the CD for the hatchback (CC). With this, the classic flat front of the Saab 90, 99, 900 and the early 9000 was finally over. But this design existed only for a single year on the CC in most markets (the CD notchback retained its old design until the 1994 model year). Also new during 1991 was the new, ozone-friendly air-conditioning system using R134a - the first in the world. Saab also offered conversion kits for existing, air conditioned Saab 9000.[21]
Because the next bigger facelift for the Saab 9000 5-door hatchback was followed by release of a partially redesigned body for the 1992 model year in Europe (for MY 1993 in the US), known as the CS. At the release of the CS, the original hatchback variant from MY 1985-1991/1992 was retrospectively designated CC to differentiate it from the newer version. The "old" CC was continued to sell out of stock alongside in some markets as an entry-level model and particularly in the US, where the new CS was not available until 1993.[22]
A new turbocharger management system, Trionic 5 and later Trionic 7, was equipped from the 1993 model year onwards (the Trionic system used resistor spark plugs to detect for engine knock in place of the knock sensors incorporated into the engine block in the previous APC system).
For MY 1993 the model range was revised to provide some uniformity to the model designations on all markets. They became CS/CSE and CD/CDE:
In principle, both equipment lines could be combined with the engines available in the respective MY. This means that even a "simple" CS could be ordered with the 200 hp turbo engine, for example.
For MY 1995, a 3.0-litre B308 V6 engine with 2100NaN0 was introduced as standard for the CDE and optional for the CSE.
End of production:As the four-door CD/E discontinued in all markets in summer 1997 (in the US already discontinued in summer 1995), also the production of the sporty Aero ended already in summer 1997. Only 1400 units of the Saab 9000 were produced for the final 1998 model year (starting august 1997), and of these only 400 were exported to the United States, the main foreign market for Saab. Saab in 1997 was already focused on the successor of the Saab 9000, the Saab 9-5.
Originally known simply as the 9000, the original hatchback variant was later given the CC identifier, standing for "Combi Coupe", to differentiate it from the CD ("Corps Diplomatique") saloon and later CS hatchback . Saab also uses this different identifier for the Saab 900 versions. While originally equipped with an upright front design, this was replaced by the sloped version in MY 1990 that had earlier debuted on the 9000 CD saloon in 1988.
The original MY 1985 CC model (for this MY only available in Europe) was powered by an air-cooled, turbocharged, double overhead camshaft, 16-valve inline-four engine, providing 175 bhp without and 160 bhp with catalytic converter.[23] Earlier on in the development, the PRV engine had also been considered as well as the Ford Vulcan engine from the upcoming Ford Taurus.[24] The 9000 became available in the US for MY 1986, and since MY 1987 onwards the turbo-charger became water-cooled.[25] For MY 89 the CC with B202 turbo got the famous DI system which Saab introduced in the CD version one year before, raising the performance to with cat.
As with the Saab 900 CC, the Saab 9000 CC had some special series in some countries, such as the Saab 9000 Turbo 16 SP in France (SP stands for "Sport and Performance"). Power from the B202 turbo engine increased to in 1988 and 1989 respectively, thanks to special control units and optimized fuel injection.[26] In Germany and Switzerland there were also a special edition named "Saab 9000 Turbo 16 S", with an airflow kit and the B202 turbo with catalytic converter tuned up to 195 hp (for MY 1990), and for MY 1991 and 1992 (also available as CD with the new 195 hp B234 Turbo. But the most popular special series is the so-called "Talladega" (US and most parts of Europe) or "Carlsson" (UK), both models available as CC and CD saloon versions. The "Carlsson" takes its name from legendary Swedish rally ace Erik Carlsson, who secured numerous wins for Saab in the sixties.[27] In markets outside the UK, it was known as the Talladega in honour of the 19 endurance records set by three standard turbocharged 9000s at Talladega Speedway in the US in 1986. Since MY 1988 it was available both with and without catalytic converter. Saab had scared the power to 175 PS (160 original) in the catalytic converter engine and 192 PS (175 original) in non-cat. The pressure was around 1.0 bar. Furthermore, a new "black box" (APC) had been installed in the "Talladegas" which allows higher power.[28] 9000 Carlsson models were produced with a paint-matched airflow body kit, only with a manual transmission, spoiler, and specially tuned turbocharged engine producing 195 PS (185PS with catalytic converter) with the B202 turbo in MY 1990 up to 225PS in MY 1991-92 with the B234 turbo.[29] The "Carlsson" was produced from MY 1990 to 1992 (changing from CC to CS design) with engine output up to 225 PS and can be described as the precursor of the further Aero, which was introduced in MY 1993 with the CS design. A number of the Carlsson editions fitted with the B202 turbocharged engine were sold into the Australian market. All four series, the "SP 16" (France), "Turbo 16 S" (Germany, Switzerland), "Talladega" (Europe, US) and "Carlsson" are rare items sought today from Saab fans around the world. Unfortunately many of the few remaining specimens are often not in good condition.
Total production numbers of the 9000 CC 5-door variant: 216,385 Saab 9000 CC (MY 1985-1991) (43% of all produced Saab 9000)
The Saab 9000 CD Sedan model was presented in Nice in January 1988. The CD was the four-door saloon body style with from beginning a slightly more aerodynamic nose which the CC did not receive until MY 1991. The redesigned rear gave the CD about twenty percent more torsional rigidity.[6] Just as in the launch of the CC variant, the 9000 CD was initially available only with the B202 turbo engine, but Saab combined it right from the start with its new "DI ignition system" At the Birmingham Motor Show in September 1988, Saab premiered the non-turbo model of the CD with the naturally aspirated 2.0-litre inline-four.[12] For MY 1990 Saab introduced the 1500NaN0 2.3-litre B234 normally aspirated engine for both body shapes, the CC and CD. Since then the CD was available with the same basic engines as the CC for all MY (except the 225 PS "Aero" engine).
From the beginning, Saab had placed the CD above the hatchback model in terms of equipment and price. This was in keeping with the spirit of the times, which saw an expensive notchback model more as a car for business people (with or without a chauffeur) who did not need the cargo space of the CC. This is why Saab never offered the CD with a folding rear seat, which would have been at the expense of stability and peace and quiet in the interior. With the introduction of the Saab 9000 2.3 Turbo CD "Griffin" for MY 1992 as the top model of the 9000 series, Saab finally placed itself in the luxury class. The Griffin in the limited edition of 400 pieces was only available as notchback and only with the 2.3 Turbo engine.[30]
The CD kept its old front and back till summer 1994. For MY 95 Saab redesigned the CD for the first time since its start, now wearing the front like the CS and a similar tail. In some European markets, Saab revived the special model "Griffin" notchbak for MY 1995 onwards. It was only available with the V6 engine, automatic transmission and with numerous luxury appointments, such as an optional second air conditioning unit in the boot for the rear occupants and with all available electric options, special eucalyptus green paint, a separate rear-seat air conditioning system, walnut trim and rear window blinds.
Saab withdrew the notchback from the US market in the summer of 1995, but offered the notchback in other markets until summer 1997.
Total production numbers of the 4-door Saab 9000 CD/CDE: 112,177 Saab 9000 CD (MY 1988-1997) (22.3% of all produced Saab 9000)
Saab presented the 9000 CS (Combi Sedan), an updated version of the former CC hatchback body variant, in Europe in autumn 1991 for the 1992 model year (in the US the CS starts in MY 1993). This replaced the CC. Featuring a lowered front fascia with new headlights, new grille, some minor changes at the doors and a substantially redesigned rear-end. Although the interior design remained basically the same, there were some changes in detail.[31] The deeper C-pillars and stronger construction at the rear increased torsional rigidity, which the original CC design had been criticized for lacking.[32] The new body was also designed to meet upcoming (1994) Federal side impact standards.[6]
The redesigned front and rear looked sleeker, but did not actually lower the wind resistance. However, lift was reduced, making the car more stable at speed.[6] The 9000 CS was fitted with a variety of Saab H engines.
After the old B202 engine phased out after MY 1993, there were in summary 9 different engine versions for the CS available in the upcoming years.[33] After the 1995 model year, both the naturally aspirated four-cylinder engines were discontinued in the United States.
A limited edition Anniversary model was introduced 1997 to mark Saab's 50th anniversary, featuring leather seats embossed with the classic, aircraft-inspired Saab logo and a colour-keyed body kit. The engine type was freely selectable from the available turbo engines of MY 1997 except the Aero engine with 225 PS. The "Anniversary" could be ordered until the end of the 9000 production in 1998. In the last MY 1998 the "Anniversary" could be also ordered with the 225 PS engine.
The Saab 9000 CS Aero was introduced in 1993. The predecessor was (in some European markets) the "Saab 9000 CS 2.3 16 S" in MY 1992 with the "normal" B234 turbo engine and 195 PS, but with special textile/leather seats, sporty styling and generous equipment. Revealed at the Paris Salon in October 1992 for MY 1993, then the new 9000 Aero was the fastest Saab to date and an exclusive interior and exterior. It was powered by a 2250NaN0 version of Saab's 2.3-litre B234 engine, with more power courtesy of a larger Mitsubishi TD04 turbocharger. Automatic transmission-equipped Aeros were limited to 2000NaN0 and kept the regular turbocharged models' Garrett AiResearch T25 turbocharger. Aeros were equipped with paint-matched body kit and spoiler, eight-way Recaro-designed heated sports seats, a sport suspension, and 16-inch Super Aero wheels.[34] The Aero's in-gear acceleration was strongly emphasised, and period advertising boasted, "The 5-speed Saab 9000 Aero will streak from 50 to 75 mph faster than a Ferrari Testarossa or a Porsche Carrera 4." The Aero was discontinued after model year 1997, so in the last MY 1998 the 225 PS engine was available for all Saab 9000s.
Total production numbers of the Saab 9000 CS/CSE type: 174,525 Saab 9000 CS (MY 1992-1998) (34,7% of all produced Saab 9000)
A convertible version was constructed by Finnish Valmet, the prototype version is currently on display at the Uusikaupunki car museum near the Valmet factory. Other experiments included fitting of the Yamaha developed V6 engine most famously fitted to the Ford Taurus SHO.[5] This was vetoed by Saab-Scania, Saab's owner at the time, as was the fitting of a VM Motori diesel engine which had been executed with the aim of increasing Saab's sales in central and southern Europe.[10] A station wagon was never truly under consideration due to the expenses involved, not in the least out of concern for the often tiny Saab importers who were thereby saved the trouble of having to keep a larger inventory.[35]
In 1993, Saab experimented with steer-by-wire technology as part of the pan-European programme "Prometheus" (Programme for European Traffic with Highest Efficiency and Unprecedented Safety). Their contribution to the programme consisted of a modified 9000 with the steering wheel replaced with a center-mounted joystick. This setup removed the risk of body and facial injury in the event of an accident. It also provided easier and cheaper airbag installation, as well as improved instrument panel visibility.[36] This prototype was tested by Jeremy Clarkson in an episode of Top Gear; the segment was revisited in Series 18, Episode 5 of the Top Gear TV series, where Clarkson and James May paid tribute to the fallen automotive marque.[37]
At a visit to the American Sunroof Company, who helped design the Saab 900 convertible, the engineers spotted the building of a minivan based on the Chrysler's K-car (later launched as Chrysler Voyager). Gunnar Larsson thought it was a neat idea and when he came home he asked the head of bodyworks Dick Ohlsson if they could do something like that based on the Saab 9000. "No problem", was the reply and a small team started working on it in secret. They used the 9000 platform but lengthened and with higher roof and room for seven persons (even if the rear seat was mostly suitable for children). The full-scale model was finished in May 1985, two months after the idea was first mooted.[38]
British coachbuilder Coleman & Milne extended several Saab 9000s into stretch limousine versions.
Also, motoring presenter James May created a stretch limousine from a Saab 9000 and its Alfa Romeo 164 relative, as part of a challenge for an episode of BBC's Top Gear.
For the Geneva International Motor Show 1992 Saab had developed the 9000 Ecosport. It featured a 280 hp engine and four-wheel drive. They had a finished car to show, posters and brochures were printed, but in the last moment General Motors stopped it as they wanted Opel to be first to present four-wheel drive. Saab had to quickly rebuild it to front-wheel drive only. The show car had some innovations like UV headlights and a more eco friendly engine.[39]
The Saab 9000 was available with a variety of naturally-aspirated and turbocharged engines. The range consisted mostly of the Saab 2.0 and 2.3 litre engines, but there was also the 3.0-litre V6 made by GM. One model was fitted with a prototype Saab V8 engine.
After the facelift in MY 1992 and as of MY 1993 (in most markets) the new introduced two equipment series CS/CD and CSE/CDE could be combined with all available engines in the respective MY. This means that even a "simple" equipped CS could be ordered with the most powerful 200 HP turbo engine. The face lifted CS models and furthermore "old fashioned" CD were available in MY 1992 in most countries with the same four engines which had also powered the former CC:- the old B202 with and without turbo, both known from the classic Saab 900- the B234 with and without turboThis changed for MY 1993: on most international markets a 2.0l light pressure turbo (LPT), called B204 engine with also two balance shafts (like in the B234), became available on both CS and CD models giving 150 hp. In these markets, this LPT engine gradually replaced the 2.3l engine without turbo. Because Saab did not introduce the 2.0l LPT in the U.S., the LPT concept did not enter the U.S. market until 1994 with the 2.3 LPT (delivering 170 hp), based on a re-designed B234 engine. Since then, the Saab 9000 has only been available in the U.S. with the three 2.3l turbo engines:2.3l LPT: 170 hp2.3l FPT: 200 hp2.3l Aero: 225 hpThe Saab 9000 with this LPT engine had the best fuel economy of any large car in the U.S. in MY 1995.[40] The background of the new B204 and re-designed B234 engine was that Saab needed a suitable engine for the upcoming new Saab 900/2. Since Saab was always under high cost pressure, the new B204 were designed to fit both the new Saab 900/2 and the Saab 9000. So the new B234 without turbo (150 hp) and the B204 without turbo (133 hp) and as LPT (154 hp) and FPT (185 hp) was used in both the Saab 9000 and Saab 900 NG.So worth paying attention to there were two generations of B234 engine in the Saab 9000, one made from MY 1990-1993 (called "long block"), the other from 1994 to 1998 ("short block"). The later motors had a revised oil sump system, head, timing cover, and different bell housing pattern.
Therefore, over the years three different engine types developed from Saab itself were available for the 9000: B202/B204/B234 (with the old B202 phased out on all markets for at the latest MY 1994). The B204 and B234 both came as non-turbos and turbo variants which additionally split in so called LPT (low pressure turbo) and FPT (full pressure turbo). Till MY 1995 the LPT had the designation "Ecopower" on the cylinder head in some markets. From MY 1996 Saab used this designation "EcoPower" for all turbo engines and in general for the Saab turbo concept.[41] Both systems used the same Garrett T25 turbocharger with a base boost pressure of 0.40NaN0, but the FPT is equipped with a boost control valve that is manipulated by the ECU. This allows the boost pressure to be increased as the ECU sees fit. Maximum stock boost on a full pressure turbo varies from 0.7to depending on the year and transmission. This is also the reason why every LPT can also be subsequently made into an FPT or even higher performances can be achieved. There are official tuning kits for this purpose as well as do-it-yourself instructions (recommended for experienced mechanics only!).
For MY 1995 a 210 hp three-litre V6, originating from General Motors and also found on the Opel (and Vauxhall) Omega, was introduced.For MY 1996 the name “Ecopower” was now applied to all turbo engines regardless of FPT or LPT variants. The 2.3 litre injection engine (without turbo) phased out.
| 2.0i | B202 | I4 | 1,985 cc | NaN0NaN0 | 173 Nm (128 lb⋅ft) | 11.0 s | 190 km/h (118 mph) | 1986-1993 | MY 85-88: 125 hp DIN (128 without cat); since MY 89: 128 hp DIN (133 without cat) always without DI; this engine was also used in the Saab 900 | |
| Turbo | B202 | I4 | 1,985 cc | 1600NaN0 | 260 Nm (191 lb·ft) | 8.9 s | 210 km/h (137 mph) | 1985-1988 | catalytic converter, without DI; also used in the Saab 900 Turbo 16, but never used in the 9000 CD ; there was an official tuning kit supplied by special control units and optimized fuel injection to achieve 175 PS/173 hp DIN | |
| Turbo | B202 | I4 | 1,985 cc | 1630NaN0 | 265 Nm (195 lb·ft) | 8.9 s | 215km/h | 1988-1991/1993 | Catalytic converter, with DI, phased out in some main markets already before MY 1992 ; there was an official tuning kit supplied by special control units and optimized fuel injection to achieve 175 PS/173 hp | |
| Turbo | B202 | I4 | 1,985 cc | 1750NaN0 | 270 Nm (199 lb·ft) | 8.3 s | 220 km/h (137 mph) | 1985-1991 | B202 turbo without catalytic converter; with and without DI | |
| Turbo | B202L | I4 | 1,985 cc | 1850NaN0 | 273 Nm (201 lb·ft) | ... | ... | 1988-1991 | B202 Turbo with an official tuning kit supplied by special control units and optimized fuel injection, available for engines with & without cat, installed in some sports models in some markets | |
| Turbo | B202L | I4 | 1,985 cc | 1950NaN0 | 290 Nm (214 lb·ft) | ... | ... | 1988 | B202 Turbo in special models; with & without catalytic converter, supplied by special control units and optimized fuel injection, installed in some sports models in some markets | |
| Turbo | B202XL | I4 | 1,985 cc | 2040NaN0 | 290 Nm (214 lb·ft) | 7.0 s | 245 km/h (152 mph) | 1989-1990 | B202 Turbo in special models f.e. French SP, UK Carlsson; no catalytic converter | |
| 2.0i-16 | B204i | I4 | 1,985 cc | 1300NaN0 | 173 Nm (128 lb⋅ft) | 11.0 s (14.0 s) | 190 km/h (118 mph) | 1994-1996 | new engine, called "short block" with balance shafts | |
| 2.3i-16 | B234i | I4 | 2,290 cc | NaN0NaN0 | 212 Nm (156 lb⋅ft) | 10.5 s (12.5 s) | 205 km/h (127 mph) | 1990-19931994-1995 | "long block", always with balance shafts"short block"; always with balance shafts | |
| 2.0t | B204E | I4 | 1,985 cc | 1500NaN0 | 219 Nm (162 lb⋅ft) | ... | ... | 1994-1998 | LPT (Low Pressure Turbo), EcoPower, with balance shafts | |
| 2.3t | B234E | I4 | 2,290 cc | 1700NaN0 | 260Nm | ... | ... | 1994-1998 | LPT, EcoPower, with balance shafts | |
| 2.3T | B234L | I4 | 2,290 cc | NaN0NaN0 | 323 Nm (243 lb⋅ft) | 8.0 s | 230 km/h (146 mph) | 1991-19931994-1998 | FPT (Full Pressure Turbo) "long block" with balance shaftsFPT "short block" with balance shafts | |
| 2.3T | B234L | I4 | 2,290 cc | 1950NaN0 | 296 Nm (218 lb⋅ft) | 8.5 s | 225 km/h (146 mph) | 1991-19931994-1998 | FPT automatic with reduced torque | |
| 2.3 Turbo Carlsson/Talladega | B234R | I4 | 2,290 cc | 2200NaN0 | 334 Nm (246 lb·ft) | 7.4 s | 250 km/h (155 mph) | 1992 | special model, manual transmission only | |
| 2.3 Turbo Aero | B234R | I4 | 2,290 cc | 2250NaN02000NaN0 | 342 Nm(252 lb ft) 294 Nm (217 lb·ft) | 6.7 s, 8.5 s | 250 km/h (155 mph); 235 km/h (146 mph) | 1993-1997 | manual transmission; automatic transmission with reduced torque | |
| 2.0T (Aero) | B204L | I4 | 1,985 cc | 185 hp (138 kW) | 263 Nm (194 lb⋅ft) | 1994-1998 | FPT, official only available in some countries, where the B234L/R was not offered, f.e. Italy ("Italo Aero") | |||
| 3.0 V6 (GM) | B308 | V6 | 2,962 cc | 2100NaN0 | 270 Nm (199 lb·ft) | 8.0 s | 230km/h | 1995-1997 |
| Calendar year | Production | |
|---|---|---|
| 1984 | 470 | |
| 1985 | 13,721 | |
| 1986 | 34,816 | |
| 1987 | 49,081 | |
| 1988 | 52,199 | |
| 1989 | 49,556 | |
| 1990 | 45,648 | |
| 1991 | 45,533 | |
| 1992 | 45,906 | |
| 1993 | 37,384 | |
| 1994 | 32,196 | |
| 1995 | 36,844 | |
| 1996 | 32,992 | |
| 1997 | 24,201 | |
| 1998 | 2,540 | |
| Total | 503,087 |