UPDATE: The car has been driven, and an agreement has been made!!!
I’ll pick it up in around 3 hours from now. Pictures will be forthcoming in the few hours after that.
Woohoo!!
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G’day all.
Word to the wise – taxi drivers in Hobart are extortionists. I live about as close to the airport as you can without actually seeing/hearing the planes and it still cost me $40 to get a cab there at 5am. Unbelievable.
Anyway, my journey has changed somewhat. I’m now buying my new vehicle from Melbourne instead of Sydney. Thankfully the flight that I booked between Hobart and Sydney had a stop in Melbourne anyway, so I just got off halfway.
I’ll be viewing the car at lunchtime and all going well, which I think it will, I’ll be buying this evening.
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This is an exciting trip not just because of the car purchase.
While I’m here, I’m going to catch up with an old friend of mine who I haven’t seen for well over 10 years, probably more.
This guy’s pretty significant for me and what I’ve been doing for the last 7 or so year because he’s the guy who first introduced me to Saab back in the early 1990’s. Back then he had a 1986 Saab 9000 Turbo, which was the first Saab I ever drove.
Today he’s got a later model 9000 Aero and apparently it’s like a rolling showcase for Abbott Racing.
It should be interesting!
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I’ll get some photos of the new car up here by the end of the day. Maybe even some video.
The poll results are IN and they’re not too surprising, with the Viggen taking two-thirds of the vote and an emphatic win.
There were a few theories and questions in the Poll article, however, so I thought I’d fill in the gaps and provide a little clarification where needed.
My car buying plans….
I’ve stated in the last few weeks that I plan to buy two cars this year: a weekend cruiser and a ‘daily driver’ or load lugger. Those plans still exist. I’d initially planned to buy the daily driver first, but as my stepson has two vehicles right now (Corolla and Impreza) there’s no urgent need for the daily driver. I can use one of his cars if needed.
So right now I’m looking for that special something, the car that’ll be rolled out maybe once during the week and then again on weekends.
It’s been interesting (and more than just a little bit sad) to observe the movements of some of the people I used to work with at Saab. Many of them are still looking for new jobs but I’ve been pleased to hear about others who have landed good positions at other car companies, or other automotive-related companies.
One of the guys I met a number of times, but didn’t get the chance to work with closely, was a guy named Peter Dörrich. Peter was the guy you can say thankyou to if you own the very rare Saab 9-4x. GM moved him to the US a few years ago, where he led the team developing both the 9-4x and the Cadillac SRX. He also led the team that developed the Saab 9-2x a few years before that.
Last year, Peter was the recipient of a national managerial award in Sweden, voted for by all members of Unionen, one of the biggest unions in Sweden. I already knew that Peter was one of the most popular guys at Saab but that award showed just how highly he was respected within the whole of Sweden.
Today, Peter’s name popped up in my news feeds. It turns out he’s just been hired by Rolls Royce.
When I first read the headline I was hoping we might see a night panel button on the next Phantom Drophead Coupe. Alas, Peter’s joined the other Rolls Royce’s Marine division, where he’ll be the ‘SVP Global Engineering Services’. Sounds like a fitting title and the maritime world is better for his appointment.
It’s always nice to hear of people you like landing on their feet again. Some of the people I worked next to at Saab have landed at Volvo, of course, but we’ve also got people at Jaguar LandRover, Ikea, PoleStar, GM, Ford and other prominent companies within Scandinavia and around the world.
For those former colleagues who haven’t landed something yet, I hope your fortunes change for the better soon. Maybe they’ll change if there’s a good purchaser for Saab announced in coming days/weeks.
You’ve seen the three contenders and you probably should have seen a poll coming at the end of this. The results of the poll won’t influence my decision, but it’ll be interesting to see the distribution of votes.
How many secret RS Megane fans are out there? How many will I offend if I don’t buy the Saab 9-3 Viggen? How many hopeless romantics want a classic Alfa Romeo GTV6 to find a good home?
The good part about this situation is that there’s no bad outcome. There may be preferable choices, but there’s no bad choice. I’d be very happy to have any one of these three vehicles in my garage.
Swade here. I’d like you to welcome a mate of mine, Pete, to the pages of Swadeology. You might have seen him around before, with the title “PT”. Pete and I met via the shared Saab experience – he’s been the owner of several Swedes and currently has a 9-3 SportCombi in the family garage. He’s around my age, very well read, resides here in Australia and was one of the few wise counsellors who made up the unofficial SU Board back when things were going nuts at Saab in 2009. He also plays drums for the Rolling Stones in some of their rehearsal sessions. Actually thats not true but he would if Mick and Keith ever called.
When I posted Option 3 yesterday, there were a few who questioned the merits of the Megane RS being on my shopping list. I figured I’d best get someone with first-hand experience to talk about it a little. Pete’s perfectly placed to do so as he actually owned one until very recently.
I hope you enjoy Pete’s occasional contributions
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RenaultSport Megane: the ownership experience. Where to start?
My time with 2.0 litres of Gallic fury in a 225 Sport Cup was short and sweet. Short? Well, let’s just say that was my fault, not the car’s. But sweet? Well, there are many, many ways to explain that.
The stats & details. 165kW/300Nm. 2.0 turbo. 1361kg. Brembo. 225/40/R18. Its a lot of car, whatever you’re paying. Of course, your can always go aftermarket too (hello Henk at Fastchips!) and the numbers go up and up. All without hardware updates.
The utility. It’s a formula that any Saab devotee needs no convincing of. 3-5 doors with a hatch. Seating for 5. Ample boot (thanks to Le Derriere (youTube that to see possibly one of the best car advertisements of all time). Roof rack mounts. There is not much you can’t carry in a Megane – and you won’t sweat about it during the journey thanks to the durable and practical charcoal interior. Sure, the leather is nothing close to what you’ll find from Sweden or Italy but thats part of the charm. Its workman-like rather than luxurious. Not to mention space for bigger people than you’d think. I’m on the XXL size (think rugby forward) and never had an issue with space. Front seat or back.
The running costs. It seems Renault has learned a lot from Nissan. They often share service facilities here in Australia and from my experience, the approach to billing as well. Very un-European in that account. Running costs are modest from week to week and the servicing is the icing on the cake.
Safety and tech. 5-star NCAP (Renault were first in the world here with the Laguna. Seriously) 6 airbags, xenons, rain sensors, parking sensors, switchable stability and traction control, cruise control. The most intuitive steering-mounted stereo controls I’ve ever used and a fuel tank without a cap (the cover is the cap). This is a modern, clever car in every sense.
The clincher? The drive. The Megane RS has pickup and acceleration like few cars under $100k and quite a few over. Then you come to the corners. Turn-in, hold and exit without a hint of give or roll. Total trust and confidence. It is simply a magical drive which very few cars in my experience can match. Despite the comparisons, the hot Golfs don’t come close and the Focus turbo is off the pace too. The EVO/WRX twins are comparable but lack the simplicity and style of the Renault. They’ve got the numbers on paper but none seem to have the RS ability to transmit this into their driving experience in the same way. Perhaps its because the RS cars come from a dedicated facility and aren’t just another option on a regular production line. Whatever the source, succesive hot Meganes have held their class record at the NurburgRing and that doesn’t happen by accident.
My RS Megane 225 Cup was the best car I’ve ever had. The completeness of the car coupled with the direct links to Renault Sport and the vibrant online/car club communities are an irresestible combination. It’s only a matter of time until I get another one. Burnt Orange this time.
Renault are building themselves a serious reputation in the hot hatch market and it’s all down to their Renault Sport range of vehicles. Australians have latched on to this, too, as the land downunder is now Renault Sport’s third biggest market in the world. There’s a growing online and club community developing for these cars and the Saab owners reading this will appreciate what that can mean in terms of the ownership experience.
So what about this Megane?
The styling is divisive, but I really like the bum. It’s not the most practical hatch in the world, but it’s still got some versatility to it. The fact that you can fit a mountain bike in the back should give you an idea of the size.
What’s more important is the stuff under the skin.
How about a 2-litre turbo (in a hatch body style) that makes around 225hp and 310Nm of torque? If that sounds familiar to a Saab fan, it’s because those numbers are very close to Viggen numbers. The bonus with the Megane is that a) it’s tuneable to go even higher, and b) it comes in a chassis that’s already set up in such a way as to get that power to the ground. It’s all about grip.
Garden variety RS Meganes are available for just a little more than I’d spend on a Viggen. If I were to stretch the budget a little more, a version called the F1 Team model would become available, which lifts the bar even higher. It comes standard with some special trim, four-pot Brembos, 18-inch wheels, special exhaust and an all-important limited slip differential.
A Viggen would be a lot more comfortable to live with on a day-to-day basis. But the RS Megane is the more accomplished driver, by a long shot.
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The RS Megane is an outsider at this point. I know that if I choose to go this way then I’d have to go for the top spec, the F1 Team model, and I’m not sure I want to spend the extra money at this point.
On the other hand, paying a bit extra now would give me an outstanding driver’s car and it would also save me the future expense of getting another car remotely close to the Megane’s level of handling and performance.
Hmmmmm. This is not the most emotionally engaging option, that’s for sure. But the sheer technical competence alone is quite compelling.
I’m buying a car at the end of this week and I’m choosing from three attractive options. The first option is an Alfa Romeo GTV6. Time to look over option #2: a Saab 9-3 Viggen.
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SAAB 9-3 VIGGEN
Pro:
My second-favourite Saab of all time, after the 99Turbo
Unique paint and interior scheme. Beautiful to look at and sit in
Wonderful performance – once you get the chassis sorted
Con:
Been there, done that.
Wonderful performance – once you get the chassis sorted.
Most people reading this will know that I’ve owned a Viggen once before. I bought one in 2005 and enjoyed two great years with it until I crashed it in 2007 at a driver training day. The Viggen taught me a heck of a lot about owning a performance-driven Saab 9-3, knowledge that I put to use when I bought a Monte Carlo a year or so later.
I missed my old one so much that I tried to make that Monte Carlo into a Viggen. I sorted the suspension, upgraded the ECU and the wheels. I even put a carbon-fibre interior into it, just like the one the Australian Viggens came with.
It didn’t work. Bottom line, no matter what you try and do, there’s nothing quite like the real thing. That B235R engine just has such wonderful character. My Monte made more power than a stock Viggen but it was never as satisfying to drive.
The Viggen was an under-engineered car, but it still had a wonderful combination of acceleration and braking power as standard. The downside (common to all 9-3 performance applications) was that if you really wanted to explore the engine’s limits, you really needed to spend some money on upgrading the chassis so that it could put the power to the ground. Steering rack clamp, dampers, various braces of increasing complexity and cost.
The end result is truly wonderful. It just takes a little while (and a reasonably open wallet) to get there.
This would be a no-brainer for me. I’d love to have a Viggen again, but the word ‘again’ is one that I’m not sure I’m ready for just yet. I’ve had 9-3s of this generation for 4 or 5 of the last 7 years. I’m not sure I want another one right now. Added to that, whilst I’m a Saab enthusiast first and foremost, I also have other interests. I’d absolutely love to get a Viggen eventually but I’m not sure I want one for my next car, or even my next Saab. I’ve always liked the idea of getting a 9-5 Aero Wagon into the family garage one day, most likely when our 9000 needs to be replaced.
The Viggen is available and it looks like a good one. It makes so much sense to get it and there’s a fair chance that I will. But a few other things keeps tugging at my shirtsleeve – that Alfa from yesterday, for one, and another car I’ll show you tomorrow.
I have a flight booked for Sydney at the end of next week and I sincerely hope I won’t be flying home. It’s car shopping time!
Over the next three posts, I’m going to present three vehicles. I’m pretty sure I know which one I’ll purchase, but I won’t buy it at any price. I’m going to need the seller to meet me in the middle, otherwise I’ll be exploring one of the other two options (and pretty quick, too, before the banks close for the week).
The three cars I’m considering are all for sale in Sydney right now. I will present them here in no particular order of preference. Your thoughts are welcome.
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ALFA ROMEO GTV6
Pro:
One of the greatest engine sounds ever
Transaxle for great weight balance and handling
Gorgeous styling. Just look at it, below
Getting collectable
Did I mention the engine noise?
Con:
Will it survive the trip back home without breaking down?
The Alfetta was one of Alfa’s many great historical successes. It was available as a four cylinder with Alfa’s DOHC 2 litre engine or with a sublime six cylinder symphony orchestra under the hood.
The GTV6 has Alfa’s 2.5 litre V6, producing 160hp. It’s not a lot of power by today’s standards and to be honest, it was only just competitive back in the early 1980s. But the GTV6 driving experience far outweighs the numbers on the stat sheet.
My personal Alfa obsession started in my early 20s. A friend of mine had some early career success just out of school, doing some graphic design work that got picked up by Holden for their performance division. His reward to himself? A silver GTV6 with green trimmings and that absolutely magnificent engine.
I’ve had three Alfas: a Sprint and two 16V Alfa 33’s. I’ve never owned an Alfetta but a GTV6 would be a wonderful way to compete in the occasional event with my local car club, Club Motori Italia.
The hard part about buying an Alfetta today is getting one with a good, straight, rust free body. Alfas from the late 1970s and through to the mid 1980s were renowned for poor rust-proofing and inferior grade sheet metal. Those that have survived in good condition are becoming more collectable and stable prices for cars in sound condition are now starting to reflect this.
Will it be the Alfa? It’d be a very satisfying addition to our home if that’s the way things turn out.
My wife and I play a lot of backgammon. We used to record our backgammon scores in a book. Over time, those yearly books became a bit like an old family bible. The book for any given year would record events, aspirations, goals, achievements. At the start of 2005, one of my listed goals in the backgammon book for that year was to “Buy an old Porsche”.
I’m still waiting, though this week I came mighty close.
Porsche is one of those marques with a truly iconic vehicle in it’s history, a vehicle that’s surrounded by the rest of the cars that wear a Porsche badge. If you aspire to owning a Porsche, you usually aspire to owning a 911. The problem with that is that buying a 911 can be prohibitively expensive. Here in Australia, you won’t get much change out of $30,000 for an older 911 and that’s not even one of the more desirable ones. A 1980’s Carrera with the 3.2 engine and G50 gearbox will set you back at least $35,000 for a cheapie and even more for a good one.
I aspire to owning a Porsche. I’m a car guy and they make some truly outstanding sports cars. I’ve always enjoyed their commitment to excellence in what they do and I freely admit that I’d like to have one, one day. Like most people, however, I can’t afford a new Porsche so I’m going to have to fill my perceived P-car needs via some entry-level, second hand cars.
A lot of people who share my dilemma find 1980’s Porsches that aren’t 911s to be an affordable entry point. These were the first water-cooled Porsches. They saved the company, had wonderful handling and their styling still stands up to scrutiny today, but they’re still part of “the rest” of Porsche’s range and I’m fine with that.
One of my favourite Porsches from this era is the 928 (the other is the 944 Turbo). In a recent update on my search for a new car, I asked about whether or not it was possible to have fun with an automatic transmission. I also mentioned that I was considering a big V8 cruise-mobile for my next car and a few people in comments guessed that it might be the 928 I was considering.
