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The Swedish Thread
- Thread starter Craigus
- Start date
FN2 Type R +MK6 Golf
MERCEDES CLS AMG
Is that birdshlt on the tailgate ?
Had a few 900 Turbo's - brilliant cars and very reliable apart from the common fault of the manifold cracking
Had a few 900 Turbo's - brilliant cars and very reliable apart from the common fault of the manifold cracking
Last edited:
Fletcher
ClioSport Club Member
GavC
ClioSport Club Member
Black Gold 182FF
new 9-5 interior
The steering wheel looks very much like the new vauxhaul styling!
Saabs arent the worst cars about, I have a friend whos parents own two! One is a 1.6 petrol which his mum drives then the dads is a 2.2 turbo which is actually pretty darn fast, its in black as well so its not too bad looks wise!
Could anyone tell me was a buyer ever found for the company?
200sx s14a
a yellow viggen :approve:
[/SIZE]Abbott Racing said:[SIZE=-2]1999 - Enter the Viggen[/SIZE]
[SIZE=-2]Closely following the design of the SVO 900, the development of the Viggen was again a split affair, partly using information and parts developed during the SVO project, and partly with new components and ideas worked on by TWR. The body styling was almost an identical copy of the SVO, however the chassis and handling work was all TWR's input to the project. A huge amount of time went into making the Viggen as good as it could be given its slightly questionable chassis underpinnings and just before its release, rumors of the Viggen being a 270 Bhp monster leaked out, perhaps totally fiction, but a wonderful concept none the less. When released however, the Viggen was 230 Bhp - some considered it a "detune" from SAAB's original concept... We'll probably never know for sure.[/SIZE]
[SIZE=-2]In mid-1999 the Viggen was finally available in SAAB showrooms, powered by one of SAAB's new generation of lighter engines, the B235R. In factory trim, the Viggen had power figures of 230 Bhp, and 258 lb/ft of torque - a lot of power and torque for a front wheel drive car by anyone's standards. The 'R' part of B235R determined that this engine was "High-Output" - to that end, SAAB engineers fitted the B235R with a number of enhancements to improve the engines resistance, efficiency and performance.[/SIZE]
[SIZE=-2]The first significant enhancement for the Viggen, was the use of SAABs new Trionic7 Management system, as found in the 9-5. This highly integrated system provides boost, fuel, ignition and throttle control from one electronic control unit, and theoretically allowed the engineers to ensure that every Viggen performed consistently to the next, regardless of altitude or climatic differences. As of model year 2001, all SAABs use the Trionic7 system.[/SIZE]
[SIZE=-2]Following the electronic improvements, their attention turned to the mechanical components, the biggest change was the fitment of a larger turbocharger than you would normally find on a 9-3, this was to ensure that the Viggen never ran out of boost, even at altitudes of 10,000 ft, the Viggen will still retain its performance. In order to cope with the boost levels from the turbo, the exhaust valves are made of Nimonic Alloy, a high-nickel content aerospace alloy well known for its heat resistance and more commonly used for the manufacture of Jet Engine exhaust nozzles.[/SIZE]
[SIZE=-2]With the large turbo fitted, a new intercooler design was needed, the standard 9-3/900 unit was replaced by a more efficient cross-flow type intercooler with a larger heat dissipating core. Finally came improvements to the bottom-end of the engine, these taking the form of nitrided gudgeon pins and more sturdy connecting rods.[/SIZE]
[SIZE=-2]With all the engine improvements in place - the B235R has 14% higher volumetric efficiency than a Porsche 911 Carrera 3.6 - quite a feat for a 2.3 litre 4-Cylinder.[/SIZE]
[SIZE=-2]Pictured above, SAAB's immensely powerful B235R Engine, as fitted to the Viggen. This same engine would be used one year later to power the 9-5 Aero - but without the Viggen cam-cover logo![/SIZE]
[SIZE=-2]The chassis work was always going to be a challenge when trying to make a front wheel drive car deliver 230 Bhp and near 260 lb/ft of torque to the road in a civilised manner. Stiffer springs and retuned dampers were developed along with changes to the Front Anti-roll bar to aid traction. To put the power onto the road, 215/45 ZR17 Dunlop's were fitted to the Viggens exclusive 5-spoke alloys, while the brakes were redeveloped using larger calipers and grooved discs all round. (Although the discs were never correctly handed, and therefor made little if any difference to the braking ability or heat dissipation!)[/SIZE]
[SIZE=-2]Despite the intense efforts of TWR to fix the Viggens inherent power delivery problems, there were no true "engineering" solutions developed to achieve this goal. The most effective solutions (now employed with total success in our Viggen Rescue Kit) should have taken the form of suspension pickup point relocation, and changes to the bushing materials used, to prevent the lower suspension arms from moving fore/aft when changing from on to off power, this would also have improved the braking feel which from high speed on uneven surfaces feels far from focused. TWR's Final tune of the chassis, only consisted of changes to the springs and dampers and miscellaneous steering bushes, these items did little, if anything to correct the torque-steer problem.[/SIZE]
[SIZE=-2]Final cosmetic touches for the Viggen come in the passenger compartment, with unique two-tone seats, an excellent steering wheel, and a custom dashboard facing (hated by some, loved by others - looks rather like a kitchen worktop, and is purely a question of taste!). The seats were developed by Lear and provide superb support in all the right places, and always manage to locate you exactly in the center of the seat, regardless of how hard you are cornering.[/SIZE]
[SIZE=-2]The name Viggen (The Swedish word for Thunderbolt) comes from SAAB's highly agile JA37 Viggen jet-fighter, a highly appropriate name for SAAB's highest performance model.[/SIZE]
[SIZE=-2]Our Efforts[/SIZE]
[SIZE=-2]While the Viggen was being developed, we had created the ARM T16 based on the then New 900 2.0 Turbo. Using experience gained by our championship winning 900 racecar, our car successfully delivered its 235 Bhp to the tarmac with little or no loss of traction, its specification was:[/SIZE]
- [SIZE=-2]SAAB B204L 2.0 Turbo - 235 Bhp [/SIZE]
- [SIZE=-2]215x45 ZR17 Tyres on 7.5x17" Wheels [/SIZE]
- [SIZE=-2]Stainless Steel Sports Exhaust System [/SIZE]
- [SIZE=-2]Sports Suspension & Hydraulic Dampers [/SIZE]
- [SIZE=-2]Traction Control System and Limited Slip Differential [/SIZE]
- [SIZE=-2]Front & Rear Color coded spoilers [/SIZE]
[SIZE=-2][SIZE=-2]Our ARM T16 was taken to the SAAB factory in Trollhatten, sweden in late 1994 at the request of the SAAB GB Marketing director - for "assessment" by the factory marketing and technical personnel. We like to think that it was our efforts with the ARM T16, and positive demand from our customers - that inspired SAAB to build the SVO concept cars, and later on - the Viggen.[/SIZE]
Pictured above, our ARM T16 - tested exhaustively by the motoring press - with positive responses every time! The feature list for our ARM T16, is remarkably similar to that of the Viggen, the main difference, is that our car has been available since the model was first released in 1994.[/SIZE]
[SIZE=-2]Around two months after our ARM had been taken to sweden - the SVO project was formed - and SAAB decided there was a market for a unique high performance model...[/SIZE]
[SIZE=-2]Release & Sales[/SIZE]
[SIZE=-2]When the Viggen was finally released to the public, it really looked the part, if a little high on its stiffer springs. However, universal press criticism in Europe leveled at its overwhelmed and underdeveloped suspension, meant sales doom for the somewhat pricey Viggen.[/SIZE]
[SIZE=-2]Pictured above, a standard Monte Carlo Yellow 9-3 Viggen.[/SIZE]
[SIZE=-2]As a daily car, the Viggen is as easy and forgiving to drive as any SAAB, confident and sure-footed the Viggen provides you with almost unstoppable overtaking power, and effortless acceleration way into the 100Mph+ zone. However, when driven hard on a challenging twisty road, the quite violent torque steer and aggressive power delivery really show the Viggens dark side. Capable of leaving 20 metre plus, steaming black scorch marks from the lightly loaded inside front wheel, the Viggen has more power than it does traction and over bumpy or rutted roads is not a SAAB for the unwary driver. It takes a considerable degree of confidence and skill to really drive a Viggen hard when weather conditions get difficult, so SAAB addressed this issue in the US by fitting traction control as standard - however it remained an option in the UK, much to the confusion of the UK motoring press.[/SIZE]
[SIZE=-2]Despite traction difficulties, SAAB stalwarts bought the car, appreciating its individuality, fine interior and seats, seamless brute power, and good looks. The estimated total world production for the Viggen was set at 3000, with 500 of those destined for the United Kingdom. However, the sales target of 500 was never reached in the UK, therefor making the Viggen a rare and exclusive car on British roads.[/SIZE]
[SIZE=-2]To sum the Viggen up, it is a fine car for the most part, however the slight shortcomings in the development of the chassis put potential customers off, who presumably went on to purchase similar rival models, such as the BMW M3, Audi S6 and AMG Mercedes models. Despite this, SAAB can call the Viggen a success, because it let the world know that Turbo horsepower is not forgotten, and that SAAB is still capable of building a drivers car - despite the GM takeover - every bit as fun as the original 99 Turbo, but perhaps more importantly the Viggen showed it is possible to get 25 Mpg from a 230 Bhp car - even when driven hard...[/SIZE]
[SIZE=-2]So what can we do?[/SIZE]
[SIZE=-2]Pictured above, SAAB's Viggen logo, first on the SAAB JA37 Viggen Jet-fighter - and now on the SAAB 9-3 Viggen road car.[/SIZE]
[SIZE=-2]With our unique SAAB knowledge, the Viggen rescue pack was produced to offer the somewhat disappointed customer the option to make substantial improvements to the Viggens dynamics. We can near totally eliminate the torque steer that the Viggen is famous for, and have received much press acclaim for our work on the Viggen chassis. Journalists are united in their opinion that our rescue kit turns the Viggen into the car it should have been from minute one.[/SIZE]
[SIZE=-2]Obviously with the chassis shortcomings fixed - more horsepower can be added, to that end we offer a range of power enhancements to give the Viggen some scary horsepower, and immense performance quite beyond that which most people believe possible.[/SIZE]
[SIZE=-2]Our 1999 Silver Viggen Coupe has been improved by fitting the Viggen rescue kit, and exhaustively tested by the British motoring press, who all agree that it is a superior car when compared to standard. Our Viggen is in constant use, as new products are developed and tested and each time we drive our Viggen, even over short distances - we come back with a smile. From the throaty blare of the exhaust - to the immense overtaking power, every journey in the Viggen is a enjoyable journey![/SIZE]
[SIZE=-2]Pictured above, L5AAB - Our Silver 1999 Viggen, fitted with 18" Speedline Supertourismo Alloy wheels, Suspension Kit, Power upgrade, Carbon-Fibre Dashboard, Viggen Rescue Kit and Sports Exhaust system. The fastest point-to-point SAAB money can buy. [/SIZE][SIZE=-2]Despite the Viggen being removed from European SAAB showrooms, it will continue to sell in the United States until 2002, when finally the Viggen will be removed from the model line up, and will slip into SAAB's history - hopefully to be remembered by those who own and drive them as an enjoyable drivers car. Its a cruel twist of fate that sets the final tone for the Viggen - an average chassis - with an extraordinary engine. In simple summing up - the chassis is the victim of the engines success... [/SIZE]
[SIZE=-2]22/08/2001, Daniel Watson. Abbott Racing Motorsport. No unauthorized duplication of this article in any part without prior written permission. This article is historically true to the best of our knowledge and has been written as accurately as the available information allows - if there are inaccuracies, please e-mail us. E&OE.
Christopher
ClioSport Club Member
Z4M
Crap quality but heres some of mine
How roomy are these in the back?
Poopensharten
ClioSport Club Member
Golf R
The Evolve C30 brakes.
14-pot I beleive
Jesus Christ
Bit overkill i'd of thought, though it does look very impressive!
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