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eBay Find of the Day: 1985 Saab Turbo Limo is the ultimate high school reunion ride

Yes, we've seen this 1985 Saab 900 Turbo limo for sale before. But somehow, this time is just seems more right. And we've got more pictures this go-around.
With the Saab brand now dormant and little hope for a true renaissance, save for one that comes in name only, Saab's future must lie in the celebration of great cars of its past. And what better way to celebrate the wonderful Saab 900 than to chop it in half and turn it into a freaking limousine?
Claimed to have been built by a Denver area Saab specialist, this five-speed manual 900 Turbo is listed with a Buy It Now of $8,500. It's actually surprisingly well turned-out, too, with a pretty decent interior that sticks to real Saab seats, avoiding the crushed-velvet or button-festooned lounge chair look. While this seems rather spendy for a well-used limousine, good luck finding another one like it. And besides, that's a lot less than the $12,500 asking price from back in 2010.

Boeing, Saab take first flight in T-X trainer 36 months after starting development

This post is appearing on Autoblog Military, Autoblog's sub-site dedicated to the vehicles, aircraft and ships of the world's armed forces. Bringing a new fighter from drawing board to its first flight is generally a lengthy endeavor, taking years of planning and tweaking and engineering. Or, at least it normally does. Boeing and Saab just took their new joint-developed training fighter, the T-X, out for its first spin just 36 months after starting development. According to Saab's deputy program manager for the T-X, Eddy De la Motte, that's half the time it usually takes to get a new jet in the sky. "We went from [critical design review] to first flight in 12 months. We don't do that very much at the Boeing Company," Boeing's program manager for the T-X, Ted Torgerson told Defense News. "I don't want to say it has not been done, but for a manned aircraft to go through a complete production-ready design, that is as fast and as efficient as we've ever been through it." Boeing/Saab's first test flight was a simple, 55-minute matter for Boeing test pilots Steven Schmidt and Dan Draeger. The pair took the plane up to 10,000 feet and hit speeds of 231 knots (265 miles per hour) while running handling checks on the twin-tail, single-engine jet. "I've been a part of this team since the beginning, and it was really exciting to be the first to train and fly," pilot Schmidt said. "The aircraft met all expectations. It's well designed and offers superior handling characteristics. The cockpit is intuitive, spacious and adjustable, so everything is within easy reach." "It was a smooth flight and a successful test mission," Draeger, who rode shotgun in the instructor's seat said in an official release. "I had a great all-around view throughout the flight from the instructor's seat, which is critical during training." Boeing/Saab's T-X is one of four jets competing for the role as the US military's next training aircraft. Northrop Grumman is fielding a clean-sheet design that allegedly flew earlier this year, while Lockheed Martin and Raytheon are modifying existing designs with partners – the South Korean KAI T-50 for Lockheed and the Leonardo M-346 for Raytheon. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings. News Source: Defense NewsImage Credit: Boeing, Saab Saab Military

Junkyard Gem: 1971 Saab 96

Americans could buy the very first mass-produced Saab car, the 92, all the way back in 1950. Few did, because a tiny and odd-looking Swedish car with a smoky two-stroke engine buzzing out 25 horsepower didn't seem suitable for highway use, especially when a new Plymouth business coupe sold for $1,371 (about $15,180 today). Then came the 93, notable to Americans mostly for being sold by novelist Kurt Vonnegut's Saab dealership in Massachusetts. The first Saab to win over respectable numbers of American car shoppers was the 96, introduced here for the 1961 model year. North American 96 sales continued through 1973, and I've managed to find one of the later 96s in a junkyard located near Pikes Peak in Colorado. North American sales of the much less oddball 99 began in the 1969 model year, and that car evolved directly into the original 900 that sold very well through the early 1990s. Still, some Americans living in icy regions stayed loyal to the 96, so Saab kept selling 96s here until federal emissions and safety regulations made such sales unprofitable. Meanwhile, Scandinavians could buy new 96s all the way through 1980. My grandfather, a self-taught engineer who set foot outside the city limits of St. Paul, Minn., only to race Corvettes at Elkhart Lake (in summer) and all manner of rust-prone imports on frozen lakes (in winter), had this Saab 96 when I was a kid. The somewhat uneven bodywork near street level is the result of house-paint-over-Bondo corrosion repairs, and I recall going on some terrifying high-speed rides around town with Grandpa, circa 1975, watching the pavement flash by through the holes in the floor as we headed to the VFW for the meat raffle. Hey, the St. Paul VFW had Grain Belt on tap for cheap, a consolation for those who failed to win any meat. After that, a man could take his Saab to an establishment selling authentic St. Paul booya. As I recall, this Saab finally broke in half at an ice race in the late 1970s and got replaced by a slightly less rusty Rabbit. The serious Saab 96 nuts— including my grandfather— preferred the two-stroke three-cylinder engine, due to its chainsaw racket and allegedly superior performance on ice. By 1969, however, a Ford-produced V4 became the only powerplant available in a new 96 on our shores (the V4 had been an option for a couple of years prior to that). Someone grabbed the 65-horsepower V4 before I reached this car.