Enamoradito me tiene mi 2.3 t SE de 2001, blanco, blanquito....
Enhorabuena! bienvenido a Saab Experience & Saab Spirit
Orgulloso de mi coche
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Re: Orgulloso de mi coche
Eso de coreano creo que se lo han dicho a mas de uno.YurY escribió:¡¡Coreano!!....j***r, si hay que estar muy distante de los coches para decir que es coreano.Rafael escribió: "Saab es coreano, ¿no?"
Yo siempre respondo: "Una especie de Kia Pikanto"
Pero yo tambien soy asi de raro. Y tambien tuve un Rover antes del Saab. Algunos decian "un Land Rover ?"
Land Rover es el otro vehiculo que tengo. . . un Range Rover.
Pero como soy entomologo ya estoy acostumbrado pues dicen que un entomologo es un raro ejemplar humano que en lugar de huir de los insectos, los persigue.
Sere raro. . .
Alfons
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Re: Orgulloso de mi coche
Unas palabras interesantes de quien fue el diseñador de nuestros SAAB 9-5 (el restyling del 2006 fue obra-inspiración de Michael Mauer):
http://www.saabhistory.com/2007/10/22/s ... catignani/
In 1984 it seemed that I was on a “Life switch”. Change of company, house and started living alone.
Starting up as a design consultant and mainly working with Saab Automobile of Sweden, but based in UK. As an exterior designer with growing responsibility, I traveled more and more to Sweden.
Tony Catignani M.Des.RCA
This continued up to 1991 when General Motors bought 50% of Saab. This was for me a signal for change again. I took a chance joining Saab in Sweden and by 1995 was the exterior design manager responsible for the Saab 95 and following 93. It was enjoyable working in the design studio with a great team during the 90′s, but by 2000 Saab had become completely assimilated in General Motors. The “fun factor and creativity” was being squeezed out of working in Saab, especially design. Quick Process and profit were the priorities above brand character, identity and uniqueness.
It was getting tougher, but the challenge to create something good was still in my blood.
It was now 2000 and the other Swedish car maker Volvo approached me to work with them.
I accepted, and concluded that Saab “was a cool company” but sadly the parent company was gradually strangling it.
Saab Experience
The 95 project was my first complete exterior design. It started for real in 1993 and came about after a number of “management strategy changes” and a series of reviews. I was beginning to wonder if it would ever happen. This was a time when digital design and modeling were hardly used so I relied on the skills of some great clay modellers. My goal was to try and regain some of Saab’s heritage which I believed had been lost with the 9000 range. For me, the car that epitomised Saab was the 99 turbo. With three significant features, it’s clam hood, wrap around window and hockey stick side window line. This thinking went into my sketches and scale model.I was always trying to get product planning and engineering to understand the significance of having bigger wheels and the right stance to make a car have the right attitude. I guess most designers have this battle, even today.
As in any design process, it doesn’t always run smoothly, but we all had the same goal. In 1997 the 95 was launched. I thought that the marketing of the 95 was understated. We could have had a more dynamic approach. Less conservative. By 1997 there had been changes to the Saab board, marketing, engineering and the influences of General Motors. The design studio was seen as just a “cog in the wheel” and not central to the company goal.
By now I had become exterior design chief reporting to Einar Hareide, the design director. The 93 project started around 1997. We, Design wanted to keep the design features and functional value of Saab’s past, but we had opposition. Engineering didn’t want to do the clam hood and marketing thought all customers would want a seden. In the end management and the board sided with them and design had to go along with it. I saw the big picture, but it was hard to convincing others, especially the “bean counters” the way to go.
They only see tomorrow and the future potential.
Einar Hareide left in 1999 and was replaced by Michael Mauer in 2000. At least the 93 wagon/estate came along. On the drawing board was a 4×4 version which was cool! A great pity that it did not go into production. It would have out sold the other models.
During Michael Mauer’s short period with Saab there was some hope of creating new and exciting cars, but sadly even he had limited opportunities under GM’s global processing machine. Sadly in 2000, my time with Saab had come to an end. A great Brand was in danger of becoming just “badge engineeringâ€.
Most of the design team had started to work in GM, Germany.
But, in 2007 they finally got it right and put clam hood on the 93.
- Tony Catignani, 2007
Traduzco parte de lo que dice Tony Catignani al castellano:
"El proyecto del 9-5 (640) empezó en 1993. Alguna vez me pregunté si realmente conseguiríamos acabarlo.
Mi objetivo era intentar recuperar la forma y el diseño de los saab clasicos, que se habian perdido con el SAAB 9000. El coche que para mi representaba más fuertemente a SAAB era el 99, con tres caracteristicas: el capo en concha, el parabrisas en curva, y las ventanillas haciendo un stick de hockey en la ventanilla trasera..
En el 9-5 intentamos plasmar todas estas caracteristicas del diseño del 99, tuvimos mucha oposicion, pero lo conseguimos.
Ya en 1997, después de la salida del 9-5, hubo cambios por influencia y presión de GM en la ingeniería, diseño y marketing en SAAB.
A partir del 2000 la creatividad y la vuelta a los orígenes de saab en los diseños se puso definitivamente en un segundo plano con entrada total de GM.
La mayoría del equipo de diseño y marketing empezaron a ser trasladados a GM Europe en Alemania"
Saludos
http://www.saabhistory.com/2007/10/22/s ... catignani/
In 1984 it seemed that I was on a “Life switch”. Change of company, house and started living alone.
Starting up as a design consultant and mainly working with Saab Automobile of Sweden, but based in UK. As an exterior designer with growing responsibility, I traveled more and more to Sweden.
Tony Catignani M.Des.RCA
This continued up to 1991 when General Motors bought 50% of Saab. This was for me a signal for change again. I took a chance joining Saab in Sweden and by 1995 was the exterior design manager responsible for the Saab 95 and following 93. It was enjoyable working in the design studio with a great team during the 90′s, but by 2000 Saab had become completely assimilated in General Motors. The “fun factor and creativity” was being squeezed out of working in Saab, especially design. Quick Process and profit were the priorities above brand character, identity and uniqueness.
It was getting tougher, but the challenge to create something good was still in my blood.
It was now 2000 and the other Swedish car maker Volvo approached me to work with them.
I accepted, and concluded that Saab “was a cool company” but sadly the parent company was gradually strangling it.
Saab Experience
The 95 project was my first complete exterior design. It started for real in 1993 and came about after a number of “management strategy changes” and a series of reviews. I was beginning to wonder if it would ever happen. This was a time when digital design and modeling were hardly used so I relied on the skills of some great clay modellers. My goal was to try and regain some of Saab’s heritage which I believed had been lost with the 9000 range. For me, the car that epitomised Saab was the 99 turbo. With three significant features, it’s clam hood, wrap around window and hockey stick side window line. This thinking went into my sketches and scale model.I was always trying to get product planning and engineering to understand the significance of having bigger wheels and the right stance to make a car have the right attitude. I guess most designers have this battle, even today.
As in any design process, it doesn’t always run smoothly, but we all had the same goal. In 1997 the 95 was launched. I thought that the marketing of the 95 was understated. We could have had a more dynamic approach. Less conservative. By 1997 there had been changes to the Saab board, marketing, engineering and the influences of General Motors. The design studio was seen as just a “cog in the wheel” and not central to the company goal.
By now I had become exterior design chief reporting to Einar Hareide, the design director. The 93 project started around 1997. We, Design wanted to keep the design features and functional value of Saab’s past, but we had opposition. Engineering didn’t want to do the clam hood and marketing thought all customers would want a seden. In the end management and the board sided with them and design had to go along with it. I saw the big picture, but it was hard to convincing others, especially the “bean counters” the way to go.
They only see tomorrow and the future potential.
Einar Hareide left in 1999 and was replaced by Michael Mauer in 2000. At least the 93 wagon/estate came along. On the drawing board was a 4×4 version which was cool! A great pity that it did not go into production. It would have out sold the other models.
During Michael Mauer’s short period with Saab there was some hope of creating new and exciting cars, but sadly even he had limited opportunities under GM’s global processing machine. Sadly in 2000, my time with Saab had come to an end. A great Brand was in danger of becoming just “badge engineeringâ€.
Most of the design team had started to work in GM, Germany.
But, in 2007 they finally got it right and put clam hood on the 93.
- Tony Catignani, 2007
Traduzco parte de lo que dice Tony Catignani al castellano:
"El proyecto del 9-5 (640) empezó en 1993. Alguna vez me pregunté si realmente conseguiríamos acabarlo.
Mi objetivo era intentar recuperar la forma y el diseño de los saab clasicos, que se habian perdido con el SAAB 9000. El coche que para mi representaba más fuertemente a SAAB era el 99, con tres caracteristicas: el capo en concha, el parabrisas en curva, y las ventanillas haciendo un stick de hockey en la ventanilla trasera..
En el 9-5 intentamos plasmar todas estas caracteristicas del diseño del 99, tuvimos mucha oposicion, pero lo conseguimos.
Ya en 1997, después de la salida del 9-5, hubo cambios por influencia y presión de GM en la ingeniería, diseño y marketing en SAAB.
A partir del 2000 la creatividad y la vuelta a los orígenes de saab en los diseños se puso definitivamente en un segundo plano con entrada total de GM.
La mayoría del equipo de diseño y marketing empezaron a ser trasladados a GM Europe en Alemania"
Saludos