Flybrian

Now, if they really announced that, you think they'd get any vehicles back?

Its not how fast you go; its how the car rides when you're going that fast.

HD Tundra in Limbo Christie Schweinsberg Link to Original Article @ Ward's AutoWorld A heavy-duty version of Toyota Motor Corp.'s new fullsize Tundra pickup truck is in limbo, an executive says. “It's not green-lighted; it's not red-lighted,” Bob Carter, group vice president and general manager-Toyota Motor Sales U.S.A. Inc., tells Ward's at a Toyota media event. Carter, who took up his post recently after leading Toyota's Lexus luxury division in the U.S. for two years, would like to see such a vehicle, noting there is a market for a heavy-duty Tundra. “Not only is there a market, but it's a great addition to the whole truck lineup,” Carter says. Although heavy-duty versions of fullsize pickups traditionally are niche models, Ford Motor Co.'s F-Series Super Duty accounted for 40% of all F-Series sales in the U.S. in April. Detroit's Big Three all offer heavy-duty fullsize pickups, while Toyota and Nissan Motor Co. Ltd. do not. Nissan reportedly has canceled plans for an HD Titan due to the cost of developing such a model, which needs a dedicated platform among other components. The '07 Tundra fullsize pickup has received much ink since its launch in February, not all of it positive. Carter bristles at the notion the vehicle is not meeting expectations, but admits Toyota got the projected mix wrong among the body styles and engines. Also, Toyota projected the B-cab model would account for 10% of the total volume, which to date has not happened. Toyota has had to apply more incentives to the B-cab Tundra than the Double Cab (C-cab) and CrewMax (D-cab) models.

What is most striking about the whole article is that this was being pursued in 1994. Forty years earlier, I would hardly be surprised nor shocked nor anything. But a decade and three years ago?

So, we did want gays in the military...just not ours. -------- Pentagon Confirms It Sought To Build A 'Gay Bomb' Jun 8, 2007 9:03 pm US/Pacific (CBS 5) BERKELEY A Berkeley watchdog organization that tracks military spending said it uncovered a strange U.S. military proposal to create a hormone bomb that could purportedly turn enemy soldiers into homosexuals and make them more interested in sex than fighting. Pentagon officials on Friday confirmed to CBS 5 that military leaders had considered, and then subsquently rejected, building the so-called "Gay Bomb." Edward Hammond, of Berkeley's Sunshine Project, had used the Freedom of Information Act to obtain a copy of the proposal from the Air Force's Wright Laboratory in Dayton, Ohio. As part of a military effort to develop non-lethal weapons, the proposal suggested, "One distasteful but completely non-lethal example would be strong aphrodisiacs, especially if the chemical also caused homosexual behavior." The documents show the Air Force lab asked for $7.5 million to develop such a chemical weapon. "The Ohio Air Force lab proposed that a bomb be developed that contained a chemical that would cause enemy soldiers to become gay, and to have their units break down because all their soldiers became irresistably attractive to one another," Hammond said after reviewing the documents. "The notion was that a chemical that would probably be pleasant in the human body in low quantities could be identified, and by virtue of either breathing or having their skin exposed to this chemical, the notion was that soliders would become gay," explained Hammond. The Pentagon told CBS 5 that the proposal was made by the Air Force in 1994. "The Department of Defense is committed to identifying, researching and developing non-lethal weapons that will support our men and women in uniform," said a DOD spokesperson, who indicated that the "gay bomb" idea was quickly dismissed. However, Hammond said the government records he obtained suggest the military gave the plan much stronger consideration than it has acknowledged. "The truth of the matter is it would have never come to my attention if it was dismissed at the time it was proposed," he said. "In fact, the Pentagon has used it repeatedly and subsequently in an effort to promote non-lethal weapons, and in fact they submitted it to the highest scientific review body in the country for them to consider." Military officials insisted Friday to CBS 5 that they are not currently working on any such idea and that the past plan was abandoned. Gay community leaders in California said Friday that they found the notion of a "gay bomb" both offensive and almost laughable at the same time. "Throughout history we have had so many brave men and women who are gay and lesbian serving the military with distinction," said Geoff Kors of Equality California. "So, it's just offensive that they think by turning people gay that the other military would be incapable of doing their job. And its absurd because there's so much medical data that shows that sexual orientation is immutable and cannot be changed."

Best-looking/-handling/-utility in its class. Wise choice!

How 'limited' can one's resources be? Its a pretty bad impression for any manufacturer to willingly leave a venue without extrodinary circumstances.

Similarly, I've been weighing my options on whether or not to modify this thread with an 'F' and and '-er'.

Onstar, how can I help you? Yeah, there's ahh wicked lauwd sqeelin' noise comin' from the cah! Let me go ahead and run a diagnostics check. Okay. Its showing the indicated malfunctions...still showing...just a second, sir...still showing...apparently, there's more...okay...no...wait...okay. Hmm. Have you been doing any aggressive braking or sudden accelerations allowing the wheels to rotate while stationary? Is that like a burnout? Yes, sir... *CLICK* Hello? Sir?

Difference: Rethink isn't ghey.

Dork not included

I bet SportCombi figures are exceptionally low. I just have the feeling.

You're telling me you don't find it funny that the timeline on Mercedes' website omits a large gap in the 1940s and how Subaru really doesn't go very in-depth about explaining its "roots in aviation?" I don't let such things in history control my purchasing decision, but I do realize certain nations still have atonement pending. I also respect the feelings of those that do factor in their decision as perhaps their lives have been touched by such long and dusty memories in ways I do not understand.

Throwing Gears in a 505-hp Z06-Powered Chevy Camaro By Joe Oldham, Contributor Link to Original Article @ Edmunds This 1999 Chevrolet Z28 Camaro is no ordinary used car. It's a freaking street monster; a snarling, mean mother of a street racer that will chew you up and spit you out if you have the temerity to challenge it at a stoplight. It's powered by a GM Performance Parts (GMPP) LS7 crate motor packing 505 (or more) horsepower, the same engine you'll find under the hood of a Z06 Corvette. In fact, GM Performance Parts built this car because it wants the world to know that the all-aluminum small-block V8 is for sale at any GM dealer's parts counter (or even online). The other reason the motorheads at GMPP built this beast is because the coming '09 Camaro will probably have an SS edition available, which will be powered by this same engine right off the showroom floor. The Doctor Is in the House Dr. Jamie Meyer, the father of this flat-black brute, is the product integration manager at GM Performance Parts. We have no idea what a product integration manager is, except that Meyer is a reincarnated hot-rodder/muscle car street rat from the '60s who was reborn into today's corporate world, and gets to dream up and build all these really hot muscle machine packages out of GM Performance Parts. Is that a great job or what? You can tell Meyer is thoroughly enjoying himself. The LS7 is part number 17802397 and will literally drop into the engine compartment of any 1982-2002 Camaro — or for that matter, any small-block-powered Camaro back to 1967. You can even use the same motor mounts. Now this Camaro demonstrator packs mind-blowing power that dates back to the big-block 427 and 454 engines of Chevy's glorious past. It screams to a 7,200 rpm redline (patrolled by a rev limiter) and peels back your eyelids every time you nudge the throttle. Because this car was going to be a test mule both for the GMPP engineers and a bunch of crazed auto journalists, Meyer decided to beef up the already impressive engine. LS7 Plus The GMPP engineers were able to keep the stock LS7 oil pan, but that meant they would have to accommodate for the LS7's dry-sump oiling system. The battery was placed in the trunk, and 2 inches were sectioned out of the stock oil tank. The new oil tank now resides in the position of the vacated battery. A BMR cradle, or K-member, was used to physically hold the LS7 in position with standard LS engine mounts. In front the LS7 is dressed with a Z06 Corvette air-conditioning compressor and an ATI damper/balancer for clearance, and to adapt an F-body accessory drive. The stock 58x reluctor wheel remains. The Camaro's original stock LS1 350 air intake (with SS hood scoop) was retained with slight modifications to adapt it to the LS7 throttle body. The engineers used a custom GM Performance Parts wiring harness and their own custom calibrations for the prototype GMPP MEFI-4b controller. Since GM crate motors arrive without an exhaust system, GMPP installed a set of Kook's long-tube headers. A 3-inch dual-exhaust system with low-restriction Magnaflow mufflers runs from the headers all the way back. Since the LS1 and LS7 weigh almost the same, major front-end suspension changes did not have to be performed. GMPP engineers added Koni struts and shocks, but that was just to replace the older units and improve handling. Much of the conversion work was performed by Thomson Automotive in Redford, Michigan. Because this '99 Camaro was going to be flogged unmercifully at both drag strips and press events, the rest of the drivetrain had to be capable of handling the increase in power. A T-56 Tremec transmission with a Hurst shifter setup takes the power to a new Strange S-60 rear end, which is really the old Dana 60 unit, Strange having purchased the tooling from Dana. Various rear axle ratios have been tested all the way up to 4.56s. When we drove the car in the desert northeast of Los Angeles it was packing a 4.10 final drive. Behind the Wheel We climbed into the driver seat with Meyer riding shotgun. A few blasts around the deserted roads of Rosamond, California, quickly highlighted the fact that the 4.10 gears keep the revs up and any throttle tip-in at all gives you immediate and high-G throttle response. Floor it in any of the first four gears and you are instantaneously pinned into the seatback cushion. And there's no letup until your right foot lets up. At one point, we stopped the car on a particularly deserted stretch of road. "Is it OK if we punch it hard off the line?" we asked Meyer. "I couldn't care less what you do. Do whatever you want. If it breaks, we'll build another one," was Meyer's answer. OK. With the go-ahead from the boss, we revved it to 4,000 rpm, then dropped the clutch hard. First gear was a spinning, smoking, fishtailing blast of sheer torque, which rendered the rear tires helpless and our eyelids pinned back into our skull. The tires continued to screech and spin as long as we held our foot to the floor. We estimate the 1st-gear burnout at 50 feet. Finally managing to peel ourselves off the seatback, and with the revs bouncing off the limiter, we ripped back into 2nd gear. Our reward was 20 more feet of rubber and a hurtling rush ahead. At 6,000 rpm, we mashed 3rd and again got massive rubber as we ripped huge gaping holes in the atmosphere. Even 4th gear rendered a chirp from the rear tires. By now, we were running out of room. The speedo was well over 100 and we could see a stop sign ahead. We quickly braked down hard to a stop. "Holy crap!" we exclaimed. "What the freak was that? This should be a production car." More To Come "Stick around for the '09 Camaro launch," was Meyer's response, both of us grinning and trying to catch our breath. He said he'd already turned a 12.0 at 120 mph at the drag strip with this thing and that the new Camaro should do almost as well, despite weighing about 500 pounds more than this car. Meanwhile, if you can't wait until '09 to go fast and you own any Camaro at all, our recent thrill of a driving experience is waiting for you, right now, in a crate, at any Chevy dealer parts counter. Or even online

As long as you're not MAC. Feel free, sir!

Not near as many that lost their lives to our incendiary bombing of major Japanese cities, and those totals pretty much balance out the innumerable Chinese noncombatants slaughtered at the hands of Imperial Army soldiers during the occupation of Manchuria and mainland China - and unlike the former, there was no reason for this Asian holocaust but pure ethnic spite against the Chinese. And yet, every one of our actions are completley justified because we didn't start that war, but we sure finished it. And to be quite honest, Western Europe and contemporary Japan are better off because of the devestation we caused during WWII. Last time I checked, the English didn't try to help us rebuild after the Revolution, nor did France and Russia help Germany get back on its feet after the Great War. We eviscerated our adversaries, yet still had the decency, forsight, and humanity to assist them economically, technologically, and militarily to help them not only survive but thrive, become world powers again not by Imperialism, but by economic cooporation and friendship. How do you think a victorious Japan or Germany would've treated a vanquished United States? But I digress...

I must admit, though, Mitsubishi makes themselves an easy target, like with their recent Zero Zero Zero event that reminded me of the original Zero Zero Zero event...

The problem is the Lancer architecture lends these Chrysler design to being stunted, tall, and overall chubby for some reason. Even though they're cosmetically longer than the Cloud cars, they look shorter and awkward with small decklids and ghastly C-pillar accents (Sebring). They're intermediates that look like compacts.

Drunk says what?

Shows how much we're interested in this thing!

That steering wheel hub still looks funny.

There's a difference between symmetry and alignment. Many dashes aren't symmetrical, often purposely. Corolla's isn't even aligned correctly. And that interior is literally the best Corolla configuration possible and it still looks lousy. Sure, an 18k pic makes anything look good, but go sit in one, drive it, deal with it for two or three weeks like I have and realize its part of a larger, crappier car.

DEBUT: 2008 SAAB 9-3 Lineup Press Release 2008 SAAB 9-3 Image Gallery New Saab 9-3 Sport Sedan and SportCombi: Satisfying Wants and Meeting Needs The 9-3 Sport Sedan and SportCombi range is focused on delivering a unique, 'fun to drive' experience that places it among the class leaders for sporty performance and excellent chassis dynamics. The coupé-like silhouette and strong, sporty stance of the Sport Sedan help convey that 'moving when stationary' look. And the muscular proportions of the SportCombi are a bold reaffirmation of Saab's tradition for designing cars that are sporty in character and versatile in use. Both models are positioned in the premium, mid-size segment, providing an alternative choice to natural competitors such as the BMW 3-series, Audi A4 and Mercedes C-class. The extensive powertrain line-up offers a 'tri-fuel' choice of gasoline, diesel or bioethanol powered engines. It includes an all-aluminum 2.8-liter V6 turbocharged engine rated at 280 hp (206 kW) in combination with all-wheel- drive (Saab XWD); a powerful two-stage turbo diesel packing 400 Nm of torque and a choice of two Saab BioPower (E85) flex-fuel engines. Exterior Design The sporty, distinctive looks of the Saab 9-3 Sport Sedan and SportCombi are an expression of modern Scandinavian design, incorporating contemporary and classic Saab design themes. Both models have a bold and assertive stance that reflects their strong, driving appeal. The sedan's coupé-like profile communicates its sporty character, while the SportCombi's cohesive, five-door bodystyle inherits the 'combi-coupé' genes of the first Saab 99 Turbo. Saab 'signature' styling cues: The wedge-like profile with its rising belt-line culminating in that distinctive 'hockey stick' curve into the C or D-pillar; the clamshell hood, the single side window graphic; the shaping of the headlamps units and smoked white rear light clusters. Bold frontal styling. The prominent central grille with its wing motif is inspired by the Aero X concept car, as is the U-shaped pressing in that classic Saab clamshell hood. The form of the grille and headlamp units is complemented a smooth bumper molding with a deep trapezoidal air intake. Distinctive alternative to conventional wagon design. The SportCombi's compact proportions - its raked rear screen and the short rear overhang, with a small glass area behind the C-pillar - distinguish it from traditional wagon formats. Excellent aerodynamics. Impressive drag coefficient of 0.28 for the sedan and 0.33 for the SportCombi. Low lift forces for good high speed stability, with SportCombi first Saab to achieve zero lift values at both axles. Interior Design and Features In common with all Saab cars, the 9-3 Sport Sedan and SportCombi are designed 'from the driver outwards'. That means the cabin ergonomics, the instrumentation, the controls and the seating position are all developed from the driver's perspective. The SportCombi adds versatility features, such as a surprisingly large cargo deck, to facilitate the active sports and leisure pursuits of owners. Cockpit feel. The main instrument panel arcs around the driver. Logical layout and tactile feel to controls. Steering wheel adjusts for both rake and reach. 'Profiler' customization. A wide range of functions can be pre-set according to personal preference including: automatic climate control, clock/alarm, speed scale illumination, parking assistance, rain sensitive wipers and anti-theft alarm. Dual-zone Automatic Climate Control fitted as standard, allowing different temperature settings for left or right hand side of interior. Includes an automatic airflow balance function to compensate for temperature changes if one side of the car is in direct sunlight. ComSense functionality minimizes potential for driver distraction through 'dynamic workload management', briefly suppressing in-car warning messages/phone calls when a moment of high driver workload is detected by the operation of the indicators or heavy braking. Includes Night Panel instrument illumination dimming to reduce visual 'clutter'. Infotainment systems include DVD/GPS satellite navigation with large 6.5-inch color monitor, Bluetooth™ Phone Integration system (BPIS) for automatic connection to audio system with operation by voice control or steering wheel buttons. Auxiliary input socket standard with all infotainment systems. Additional load-carrying potential. Both the Sport Sedan and SportCombi have 60/40 split fold rear seats with a ski hatch. The SportCombi features a wide-opening tailgate with a low floor giving access to a spacious, well-proportioned cargo deck, free from intrusions. An optional folding front passenger seat-back offers further interior space. Innovative TwinFloor stowage in SportCombi. After pulling the aircraft-shaped handle, the middle section of cargo floor hinges upwards transversely and slots in place. This provides support for the convenient stowage of shopping bags or other items in the recessed sub-floor, easily secured by a cargo net. Choice of three specifications: Linear, Vector and top-of-the-line Aero. Each with 'light room' (parchment) or 'dark room' (black) color theme. Chassis, Steering and Brakes The outstanding 'fun to drive' chassis dynamics of both the Sport Sedan and SportCombi deliver a level of driving involvement and pleasure that challenges the class benchmark. An active all-wheel-drive system (Saab XWD) is offered for Aero variants 'ReAxs' passive rear wheel steer characteristic. The kinematics of the rear suspension are tuned to give a unique rear wheel steer response for optimum handling and stability. Four-link independent rear suspension. High lateral stiffness for stability and grip; longitudinal compliance for ride comfort. The compact design allows a spacious load area free from intrusion. Front suspension is by MacPherson struts with lower A-arms mounted on a hydroformed (hollow), sub-frame. High lateral bushing stiffness for good steering response and precision; high longitudinal compliance for ride comfort. Saab XWD, an active all;-wheel-drive system, is available on Aero variants, together with an uprated 280 hp/ 206 kW 2.8V6 turbo engine. It offers enhanced driver involvement and control in all road conditions. The Haldex multi-plate clutch unit infinitely varies engine torque between the front and rear axles, and an optional rear limited-slip differential can transfer torque between the rear drive shafts. Advanced chassis electronic systems. Saab-tuned 'user friendly' ESP® (Electronic Stability Program), Mechanical brake assist, EBD (Electronic Brake force Distribution), CBC (Cornering Brake Control) and TCS (Traction Control System). Low mounted steering rack gives excellent feel and precision with progressive power assistance and fast responses. Electro-hydraulic system with 1.8i and 1.9TiD engines. Three disc brake sizes according to engine power. Excellent high speed braking stability with automatic rear wheel 'toe-in' through ReAxs geometry. Minimized unsprung weight for better ride quality. Front hub carriers, brake calipers, lower control arms in front suspension and toe and lower rear suspension links in aluminum. 'Shear' bushings at top of rear shock absorber mountings for compliant ride quality and effective vibration suppression. Powertrain The turbo powertrains add excellent refinement and driveability to Saab's traditional strengths of high torque for strong, mid-range pulling power. They deliver a level of responsive performance in keeping with the chassis's excellent dynamics, further reinforcing the car's driver focus. The line-up comprises six gasoline engine options, including two BioPower versionsand a choice of three diesel engines.. Sophisticated Saab Trionic engine management for all four cylinder turbo gasoline and BioPower engines simultaneously measuring and adjusting ignition timing, fuel injection, turbo boost pressure, air mass and the electronic throttle for optimum combustion. All-aluminum 2.8-liter turbo engine. The first six cylinder unit to be purpose-built for Saab's turbocharged application. Offering 280 hp (206 kW) or 255 hp (188 kW), it combines multi-cylinder refinement with outstanding turbo performance. Single, twin-scroll turbocharger fed by both cylinder banks. Exclusive to top-of-the-range Aero variants. All-aluminium 2.0-liter turbo engines. Saab developed and tuned for 150 (110 kW), 175 (129 kW) and 210 hp (147 kW) with high torque for swift overtaking. All internal components unique to Saab. Balancer shafts for greater running refinement. Choice of two BioPower engines giving more power and torque when running on E85 fuel. Saab BioPower is unique in offering flex-fuel engines that give enhanced performance, as well as reduced fossil CO2 emissions. 1.9TTiD engine with two-stage turbocharging leads the diesel choice.. It develops 180 hp (132 kW) and exceptional torque of 400 Nm with two turbos integrated as a single unit and common rail, direct and multiple fuel injection. Two other versions, with a VNT turbo, deliver 150 hp (110 kW) with 16-valves or 120 hp (88 kW) with 8-valves. A maintenance-free particulate filter is offered as an option.. Naturally-aspirated 1.8i engine with 122 hp/90 kW and variable length intake manifold. Available in all specifications, except Aero, for broad customer appeal. Wide transmission choice. Six-speed manual gearboxes standard for 2.8V6, 210 hp (155 kW) and 175 hp (129 kW) turbos and all turbo diesels. Five-speed, adaptive automatic transmission has Saab Sentronic manual gear selection and optional steering wheel controls. Six-speed units offered with the 2.8V6 turbo and the 180 hp (132 kW) and 150 hp (110 kW) turbo diesels. A '5+2' variant, with two intermediate gears on kickdown, for 210 hp (155 kW) engine. Body structure and Electrical systems The 9-3 Sport Sedan and SportCombi have the stiffest four and five-door body structurest yet produced by Saab, providing solid foundations on which their exemplary handling, ride and safety characteristics are built. A multiplex digital signal network ensures the fast and efficient control of major functions. High torsional rigidity - 22,000 Nm/degree of deflection for the Sport Sedan and, despite the large tailgate opening, only 6.6 per cent less for the SportCombi Use of FEM design techniques and tailored blanks in construction reduces unnecessary weight and concentrates strength where needed. Almost 60%of body weight in high strength or ultra high strength steel, used mainly in central passenger safety cage where all main beams have closed sections for additional strength. Structural 'rings' around C and D-pillars in the SportCombi include transverse beams in floor and roof to compensate for loss of sedan cross-bracing. 'Rings' linked longitudinally by six beams in rear bodywork and the base of C-pillars is further reinforced. Deformable crash boxes behind front bumper minimize body damage in low speed impacts up to 15 kph. Multiplexing for entire electrical and electronic network with databus transmission for control of powertrain, chassis, body, 'infotainment', telematics, navigation and climate and comfort systems. Safety Saab has a long tradition of successful work with car safety and Saab cars consistently show well in real-life accident surveys, often being ranked best in their segment. In EuroNCAP crash tests, the 9-3 Sport Sedan and 9-3 Convertible have achieved a maximum five-star rating. Database covering more than 6,100 real-life accidents involving Saab cars in Sweden. Used in computer simulations and crash testing to replicate what happens in real accidents on real roads. Strong steel safety cage helps protect passenger compartment. Fabricated mainly from high strength steel, with beam sections completely closed for additional strength. Protected by deformable front structure with three load paths and wide bumper beam to spread impact forces. Saab Active Head Restraints (SAHR) for front seats help to prevent serious neck injury in rear-end collisions. Effectiveness demonstrated by crash investigation findings and independent tests. Side impact protection with 'pendulum' movement of lower B-pillar, designed to engage side sills and door beams as an integrated structure. Roof-rail airbags to help provide occupant head protection throughout an entire crash sequence, including potential roll-over. Front seat-mounted side airbags help provide thorax protection. Sophisticated sensing for airbag/seat-belt deployment, including two-stage adaptive front airbags, pre-tensioning of seatbelts in side impacts and wearer reminder system. Saab 9-3 Convertible: More Than a Convertible... The 9-3 Convertible confirms Saab's leading position in the premium convertible segment and is the product of more than 20 years' experience in designing four-seater, four season soft tops that are as practical as they are stylish. The Saab Convertible has a level of structural integrity, build quality and running refinement that places it at the very top of its class. Innovative product features further develop the Saab concept that an open-top car should be 'more than a Convertible' by offering effective all-year-round transport. In addition to its functional qualities, the Convertible also offers strong driving appeal through sharing the excellent chassis dynamics of the 9-3 range. The extensive engine line-up incorporates a 'tri-fuel' choice of gasoline, diesel or bioethanol (E85) powered engines. It is led by an all-aluminum 2.8-liter V6 turbocharged engine rated at 255 hp (188 kW); a powerful two-stage turbo diesel packing 400 Nm of torque and a choice of two Saab BioPower (E85) flex-fuel engines. Exterior Design Well-balanced proportions and a purposeful stance endow the car with a strong, sporty character that, roof up or down, echoes its fun-to-drive appeal. Unique 'stand alone' design. Scandinavian design flair that ensures the lines are clean and flowing, but never cold or clinical. An open top car that looks like a unique model in its own right, free from any awkward styling compromises. Bold frontal styling. The prominent central grille with its wing motif is inspired by the Aero X concept car, as is the U-shaped pressing in that classic Saab clamshell hood. The form of the grille and headlamp units is complemented a smooth bumper molding with a deep trapezoidal air intake. . Clean rear deck styling. Pop-up roll bars and retractable rear head streamlined by twin fairings, hinting at Convertible's sporty character. Coupé looks. The soft-top has a taut, smooth appearance through use of six cross-braces and strong tensioning. Unique 'Surround Trim'. U-shaped styling line extends from base of A-pillars along the top of the doors, rear side trims and tonneau cover. Color-keyed with metallic colors, it integrates the front and rear passenger areas and visually unites the only top exterior surfaces that 'come inside' when the top is up. Hydraulically-powered, triple layer roof. Automatic self-latching to the windshield header and deploys fully in just 20 seconds. Among fastest in its class. Integral rain gutter sewn into side of the soft-top fabric. Prevents water droplets dripping down on to the seats when a door is opened. Weight-saving design. Soft-top frame, swivelling braces and front header rail all made from magnesium. Unique tonneau cover operation. For quicker roof deployment, the tonneau has a unique two-stage cycle, rising horizontally and then moving rearwards parallel to the top of the trunk. More robust operation, better sealing. 'CargoSET' Automatic trunk expansion. Soft-top connected to flexible, 'concertina' storage well. When the roof is in position, the well retracts, releasing useful storage space in the trunk. Class-competitive 0.34 Cd (roof up). Soft-top resistant to high speed 'ballooning'. Interior Design and Features The interior shares the cockpit feel and driver-focused themes of the Sport Sedan and SportCombi. Particular emphasis was placed on styling that integrates the rear passenger area, including a 'f'ixed-head' interior ambience. Front and rear passenger areas integrated by consistent styling themes, contributing to 'bespoke' character. 'Fixed-head' interior ambience. First convertible to offer soft-top with light colored headlining. Combines with near seamless fitting to give impression of fixed-head interior. Front seats with integrated seat-belts unique to Convertible. Deeply bolstered for comfort and support. Easy entry/exit for rear passengers. Single action movement of front seats through 243 mm and elimination of 'B' pillar-mounted seat belts. Rear seat comfortably shaped and upholstered. Deep squabs with back-rest kept at a comfortable angle, not compromised by packaging requirements. 'Hydroblox' water repellent textile for seat upholstery. Unique feature. 'Profiler' customization. A wide range of functions can be pre-set according to personal preference including: anti-theft alarm, parking assistance, rain sensitive wipers and automatic climate control. Saab ComSense functionality minimizes potential for driver distraction through 'dynamic workload management', suppressing messages/phone calls, includes Night Panel instrument illumination dimming to reduce visual 'clutter' 'Light room' or 'dark room' interior themes. Beige or black seats, door panels, rear side panels, lower front fascia and carpet. 'Intelligent' dual zone air conditioning. Automatic Climate Control (ACC) switches to offer manual heat settings when soft-top is lowered. Infotainment systems include DVD/GPS satellite navigation with large 6.5-inch color monitor, Bluetooth™ Phone Integration system (BPIS), providing automatic connection to audio system with operation by voice control or steering wheel buttons. Auxiliary input socket standard with all infotainment systems. . Foldable wind deflector for easy stowage among wide range of accessories. Choice of Linear and Vector 'forms', plus 'Aero' sporting flagship. Each with uniquely-designed seat upholstery and 16/17-inch alloy wheels. Aero adds sports bodystyling, lowered chassis and optional 18-inch alloy wheels. Chassis The 9-3 Convertible retains the sporty handling characteristics of the Sport Sedan. The rigid body structure provides a solid foundation for suspension systems with impressively low levels of noise, vibration and harshness. 'ReAxs' passive rear wheel steer characteristic. The kinematics of the rear suspension are tuned for a unique rear wheel steer response for optimum handling and stability. Four-link independent rear suspension. High lateral stiffness for stability and grip; longitudinal compliance for ride comfort. Front suspension by MacPherson struts with lower A-arms mounted on a hydroformed (hollow), sub-frame. High lateral bushing stiffness for good steering response and precision; high longitudinal compliance for ride comfort. Low mounted steering rack gives excellent feel and precision with progressive power assistance and fast responses. Mechanical Brake Assist (MBA). Automatically boosts braking pressure when driver presses hard on pedal, reducing stopping distance. Standard fitment. Advanced chassis electronic systems. Saab-tuned 'user friendly' ESP® (Electronic Stability Program). EBD (Electronic Brake force Distribution), CBC (Cornering Brake Control) and TCS (Traction Control System) all standard features. Minimized unsprung weight for better ride comfort. Hub carriers, brake calipers, lower control arms in the front suspension and the toe and lower links in the rear suspension made of aluminum. Body Structure and Systems The 9-3 Convertible was developed in tandem with Sport Sedan, ensuring all the special structural requirements for an open top car could be accommodated from the outset of design work. Structural integrity and build quality positions it at the very top of its class. Excellent torsional rigidity (11,500 Nm/degree), despite the absence of a fixed roof, contributes to excellent running refinement, stiff suspension mountings and a strong safety structure. Second 'supplementary' chassis. To compensate for absence of fixed roof, torsional stiffness raised by completely integrated, additional strengthening system, linking front, rear and side structures. High and ultra high strength steel widely used, accounting for about 60 per cent of the Convertible's body weight. Reinforced A-pillars and windshield header rail able to withstand loading 2.2 times greater than weight of the car. Low speed impact resistance. 'Self-repairing' bumpers and deformable crash boxes provide bodywork protection in impacts up to 15 kph, minimizing accident repair bills. Powertrain Fine chassis dynamics are complemented by outstanding driveability and refinement from the all-turbo powertrain line-up, which includes 2.8V6 and 2.0-liter four cylinder turbo gasoline engines, a powerful diesel with two-stage turbocharging two Saab BioPower variants. All notable for typically strong, mid-range torque characteristics. All-aluminum 2.8-liter turbo engine. The first six cylinder unit to be purpose-built for Saab's turbocharged application. Offering 255 hp (188 kW), it combines multi-cylinder refinement with outstanding turbo performance. Single twin-scroll turbocharger fed by both cylinder banks. All-aluminium 2.0-liter turbo engines. Saab developed and tuned for 150 (110 kW), 175 (129 kW) and 210 hp (147 kW) with high torque for swift overtaking. All internal components unique to Saab. Balancer shafts for greater running refinement. 1.9TTiD engine with two-stage turbocharging develops 180 hp (132 kW) and exceptional torque of 400 Nm with two turbos integrated as a single unit and common rail, direct and multiple fuel injection. A 150 hp (110 kW) version with a single VNT turbocharger also offered. . A maintenance-free particulate filter is .fitted as standard. Choice of two BioPower engines givemore power and torque when running on E85 fuel. Saab BioPower unique in offering flex-fuel engines with enhanced performance, as well as reduced fossil CO2 emissions. Wide transmission choice. Uprated five and six-speed manual gearboxes, with six-speed units standard for 2.8V6, 210 hp/155 kW and 175 hp/ 129 kW turbos and both turbo diesels.. Five-speed, adaptive automatic transmission with Saab Sentronic manual gear selection and optional steering wheel controls. Six-speed units offered with the 2.8V6 turbo and turbo diesels. Safety Saab products consistently show well in real-life safety surveys, and the 9-3 Convertible joins 9-3 Sport Sedan in achieving a maximum five star EuroNCAP crash safety rating test study. The 9-3 Convertible meets the same crash performance targets as the sedan. Crash testing based on 'real life' research. Test and simulation configurations developed from Saab database covering more than 6,100 real-life road collisions involving Saab cars on Swedish roads. Wide range of crash test configurations used in development of body structure and restraint systems for 9-3 range, including eight different types of rollover test for the Convertible. 'DynaCage' rollover protection includes pop-up rear roll bars, strengthened A-pillars, sills and automatic seat-belt pre-tensioning Fully integrated front seat-belts mounted entirely to frame of seat. Optimized belt geometry regardless of seat position, also more comfortable to use. Saab Active Head Restraints (SAHR). Protection against neck injury for front seat occupants in event of rear end impact. Automatic re-setting. Adaptive front airbags. More occupant-friendly deployment according to impact severity, seat position and seat-belt usage status. Two-stage side airbags. Separate chambers for thorax and head protection. Mounted in outer edge of front seat-back for optimal deployment irrespective of seat position.

Convertible

SportCombi