Practical Performers - Part Two

In the first of this two-part series (see Practical Performers - Part One) we began looking at bargain second-hand cars that combine practicality with performance. Well, now it’s time to check out another batch – the Saab 9000 CS Turbo, Holden Vectra V6 and Nissan Pulsar SSS...

Saab 9000 CS Turbo

The 1992 Saab 9000 CS Turbo is a car from left field - but the more you think about it, the more it makes sense.

Let’s start off with the big Saab’s interior accommodation.

The upright styling of the 9000 mightn’t be fashionable but it does provide excellent headroom for both front and rear passengers. Rear passengers also enjoy plenty of knee and foot space. And this rear occupant space isn’t at the expense of cargo area. Lift the rear hatch and the 9000 CS offers a colossal amount of floor space. The huge hatch, folding rear backrest and low load lip add to the usefulness.

The 9000 CS Turbo cabin has all the equipment you’d expect in a high-end Euro. Standard features include power windows, climate control, leather trim, seat warmers and a sunroof on some models. An upmarket version of the CS Turbo - the CSE - is usually equipped with wood trim and some other extras.

The ’92 CS Turbo is the second generation Saab 9000. The first generation came with a 2 litre turbo engine while the second generation came with a larger 2.3 litre turbo engine. The 2.3 litre (coded B234) features direct-fire ignition, a big front-mount air-to-air intercooler, Garrett turbo and electronic boost control with knock sensor feedback.

The turbocharged 2.3 offers excellent response and comes onto boost very early. Peak torque (323Nm) arrives at just 1800 rpm while peak power (147kW) comes at 5500 rpm. Maximum boost pressure is a substantial 14.7 psi.

Equipped with a 5-speed manual gearbox, the 1400+ kilogram Saab can sprint to 100 km/h in around 7.5 seconds. Quick enough to punish a Subaru WRX driver who doesn’t commit to a high rpm clutch dump...

Visually, the second generation Saab 9000 is distinguished from first generation models thanks to its handsomely updated front-end and rear. However, the underpinnings are essentially the same as the first generation 9000 - it’s much the same chassis design as the contemporary Alfa Romeo 164.

While searching for a ’92 Saab 9000 CS Turbo you might come across some slightly different models – just to confuse matters! The relatively rare 9000 CS Turbo S is a step above the base CS Turbo and boasts a rear spoiler, traction control, leather and a sunroof. Oh, and be wary of the Saab 9000 CS Ecopower. The Ecopower is a low boost version of the 2.3 litre engine making just 125kW.

So what’s a Saab 9000 CS Turbo worth, you ask?

Well, for an example in good condition you’ll pay AUD$7500 - $11,000 depending on kilometres and service history. These are very solid and reliable machines.

Holden Vectra V6

When the Holden Vectra was released in 1997, the majority of media focus was on the bread-and-butter four-cylinder range. Curiously, there was little fanfare over the pick of the bunch - the V6 powered Vectra CD hatchback.

The Vectra V6 employs a 2.5 litre ECOTEC quad-cam engine similar to that previously used in the Calibra coupe. Max power is 125kW (at 5800 rpm) while peak torque is a handy 230Nm (at 3600 rpm). In late 2000, the engine was updated and taken out to 2.6 litres - this didn’t increase power but peak torque jumped to 260Nm. Premium unleaded fuel also became a requirement.

Initially, the 2.5 litre V6 Vectra was available with only a 4-speed automatic transmission. This gave 0 – 100 km/h acceleration in the low 9s. However, when the 2.6 litre update was released in 2000, a 5-speed Getrag gearbox became available. With these changes, the Vectra can run to 100 km/h in the mid 8s. Now we’re talking.

There were two significant updates following the release of the 1997 JR-series Vectra. In 1998 (just one year after the model’s release), the JR Vectra was updated to the JS series. Amongst other things, the JS brings a standard CD player and traction control. Then, in 1999, the JSII appeared with the torquey 2.6 litre V6. The V6 engine was also made available in the top-line Vectra CD sedan.

The Vectra is a very attractive car. The Euro styling is aging gracefully and there are some interesting cosmetic highlights, such as the integration of the bonnet and mirrors. Alloy wheels came standard on the V6 and a body kit was also available.

Inside, the Vectra is very practical and has a distinct Euro flavour.

Standard features include dual airbags, trip computer, cruise, leather wheel, high-end audio system and a glovebox cooler. The later 2.6 litre versions were also available with leather and an electric sunroof. Interior space is generous and a sizeable cargo area is augmented with a split-fold rear backrest.

If you’re interested in buying a V6 Vectra you should know that a limited edition International version was released in 2001. The International is packed with standard leather, heated front seats, electric sunroof, unique alloys and a subtle body kit. It’s the Vectra that really catches your eye. Unfortunately, we have not seen any of these selling second-hand.

Since being replaced by the current Vectra range (in 2003), the JR/JS series has dropped considerably in price. The cheapest example we’ve seen is AUD$11,000 (for an early 2.5 litre JR series). For a later 2.6 litre model you’re looking at closer to 20 grand – considerably dearer but still a good buy.

Nissan Pulsar SSS (N15)

The Pulsar SSS isn’t quite as fast as the other vehicles covered in this series, but if you want a zippy compact car with practicality and the ability to tow a light trailer, they’re well worth a look.

The N15 series Nissan Pulsar SSS (sold between 1995 and 2000) is a bargain compared to the popular N14 series. The N15’s relatively low price might be due to its boxy styling but, whatever it is, there’s no going past the fact you can buy one of these little sloggers from around AUD$10,000. Forget about the dreamers who ask 20 grand because they’ve added a few bolt-ons...

The SSS is powered by the unburstable Nissan SR20DE – a 2 litre DOHC four. In SSS spec, the SR20DE generates a creditable 105kW at 6500 rpm together with 179Nm at 4800 rpm. With a 5-speed manual gearbox, the N15 SSS can easily run 0 – 100 km/h in around 9 seconds. And it does this with excellent throttle response and a wide spread of torque for maximum on-road flexibility.

The SSS uses a sports-tuned version of the basic N15 Pulsar suspension. You’ll find struts at the front and a multi-link beam axle at the rear. The beam axle is said to unsettle the chassis over bumpy roads but, overall, it’s a good handler. The ride is sporty but not harsh.

The conservative Pulsar interior is given an injection of life in SSS guise. There’s sporty seats, a leather steering wheel, CD player and power windows. A driver’s airbag is standard fitment and a passenger ‘bag was fitted as an option. The quirky hatch-come-wagon design of the N15 SSS gives it excellent rear headroom and rear cargo volume. The rear backrest folds forward and there are no gripes with cargo access.

The N15 SSS isn’t a major development over the N14 model but it is a reliable, tried-and-proven package. It’s a good buy if you expect to tow a light trailer on only an occasional basis.

We’re sure you’ll agree - performance can go hand-in-and with practicality.