BMW 325i Convertible vs Saab 900 Turbo S vs Audi 2.8 Cabriolet: coupés lose their heads

By Graeme Hurst

| 20 Nov 2000

Classic & Sports Car – BMW 3 Series vs Audi 2.8 Cabriolet vs Saab 900: coupés lose their heads

Bankers’ red braces, unwieldy brick-like mobile phones plus bespoilered Porsche 911s and Lamborghini Countachs... the late 1980s had no shortage of imagery to support its reputation for excess.

And that’s before we bring up shoulder pads, mullets and Culture Club.

All of this stems from the need be seen as a symbol of success, an essential attribute of the decade of conspicuous consumption.

BMW’s sonorous straight-six motor is topped by induction ‘sausages’

The same applied when it came to the wheels parked in the residents’ bays outside those hyper-expensive inner-city studio flats.

And car makers were quick to capitalise.

Saab, BMW and later Audi lopped the tops off their big-selling two-doors to give owners a taste of the First Division footballer’s lifestyle – and something to move up to when they had outgrown their Volkswagen Golf GTI or Ford Escort XR3i cabriolets.

These convertibles delivered all the space and luxury of their tin-top brethren, but with wind-in-the-hair motoring on demand.

The BMW 325i Convertible looks light and sporty, and so it proves on the road

Their efforts paid off handsomely, with huge production runs that helped pioneer a new luxury genre: a four-seater drop-top option is still de rigueur for prestige brands today.

Combining four seats and fresh air wasn’t totally new, of course. BMW’s 2002 series (and the E21 that followed) had been reworked as an open ‘TopCabrio’ by Baur as far back as 1971, but the design was compromised by the use of a targa-style roof brace and framed doors.

A true convertible version only appeared three years after the Munich maker’s much-loved E30 saloon was launched.

The BMW 325i Convertible’s Recaro seats are covered with check cloth

Developed in-house, the Convertible was the range-topper with a clever folding hood that stowed flush beneath the rear deck and a substantially stiffer body that featured 130ft of seam-welding and extra-thick metalwork around the transmission tunnel, along with additional bracing under the rear seat to add strength.

At around the same time, Saab was creating a roofless version of the 900 at the request of its boss of North American sales.

Much like US distributor Max Hoffman’s influence on the Mercedes-Benz 300SL Roadster in the 1950s, Bob Sinclair had identified a need for an open-top model to satisfy the American appetite for sunshine.

The BMW 325i Convertible can reach 132mph

An initial run of 400 cars converted under the guidance of the American Sunroof Company proved so popular that Saab quickly productionised the drop-top at its Trollhättan plant, which would put together 47,000 before the ageing model gave way to the GM-based, transverse-engined ‘new’ 900 in 1994.

Five years after those Saab and BMW efforts hit the streets, in 1991 Audi got in on the action with a drop-top based on a re-engineered 80 platform.

The existing, elegant three-door shape was masterfully – if a little clinically – evolved at Ingolstadt into a Cabriolet that featured classy aluminium-clad windscreen pillars (which would become a design trademark) and an electro-hydraulic folding top as standard.

A set of warning lights is located above the BMW’s windscreen

A Convertible option, with a removable hardtop, was also offered.

Initially available only in five-cylinder, 2.3-litre form, the 133bhp Audi struggled to keep up with the six-pot BMW and turbocharged Saab flagship models, so 2.6- and 2.8-litre V6 options were added a year later.

Further engine choices included a 2-litre and a turbocharged 1.8, plus a 1.9 turbodiesel for mainland Europe, with the evolution helping Audiʼs handsome drop-top to stay in production for nine years, until the revised A4 Cabriolet took over in 2000.

The BMW has BBS cross-spoke wheels, a 1980s favourite and an E30 constant

The key to all three was that they were proper four-seaters with strong performance and, critically, reasonable luggage space despite their complex and (in the case of the Saab and Audi) lined hoods.

All were available with a raft of options, including leather, electric roofs and windows, plus air conditioning, while the still-fresh technology of anti-lock braking was standard on high-spec models.

Audi went one step further with its clever Procon Ten safety system, which pulled the steering column out of harmʼs way in the event of a collision.

‘The tops came off to give owners a taste of the First Division footballer lifestyle’

All of that, on top of the standard fresh air on demand, didnʼt come cheap: after all, the firms needed to recoup the engineering costs of beefing up their chassis to withstand the reduction in torsional rigidity.

These were premium offerings, too, with demand comfortably outstripping supply (Saab famously had orders stretching into 1989 shortly after the modelʼs 1986 launch).

In 1992, a Saab Turbo Cabrio would have set you back £27,995 – nearly £6000 more than a tin-top.

BMW had a similar price gap, but by then it had introduced a 2-litre to its Convertible range to temper the price jump (later followed by an entry-level four-cylinder 318).

The Audi A8 saloon’s 174bhp V6 was transplanted into the range-topping 2.8 Cabriolet

Itʼs the ʻsixʼ that most impressed with BMWʼs mainstream E30 models, though, thanks to its creamy-smooth power delivery that imbued big-car character in a compact package.

It posted some giant-killing figures, too, with Autocar taking a 1986 325i from 0-60mph in just 8.1 secs, en route to a 132mph maximum.

The BMWʼs Ingolstadt rival couldnʼt match that kind of acceleration, despite the extra cubes of its 2771cc V6, taking a shade under 10 secs to get to 60mph, but the Saab Convertible in Turbo form (it was also available as a naturally aspirated 900i) was busy chasing Porsche 944s with its 7.5 secs 0-60 time – although that was once you had got over the shock of the lengthy delay after burying your right foot into the carpet.

The Audi 2.8 Cabriolet’s youth is clear in its modern cabin

Ah yes, the dreaded turbo lag.

Using exhaust gases to compress intake gases leads to a vicious circle: the engine needs revs to deliver sufficient volume to spool up the turbine.

Itʼs an attribute that characterised early efforts at turbocharging, not least Saabʼs 99 Turbo of 1977.

It has largely been engineered out over the years (by lowering boost pressure and developing lighter impellers), but remains a characteristic even in the run-out Turbo S.

The Audi 2.8 Cabriolet’s 10-spoke wheels suit it – lowlier models wore plain hubcaps

Floor the throttle in third or fourth gear at anything less than 40mph and thereʼs a distinct split-second wait before the torque arrives.

When it does, though, thereʼs an addictive burst of thrust that puts the Saab in a different genre to the other two, even on paper.

Adding a multi-valve cylinder head to Saabʼs long-standing turbocharged, Triumph-derived slant-four boosted torque from 174 to 201lb ft.

The Audi 2.8 Cabriolet’s torquey engine and slippery shape help it to a 136mph maximum

The V6 Audi isnʼt far behind at 185lb ft, which gives it a fair amount of mid-range urge if you press on through the gears.

Itʼs deceptively brisk if you keep your foot in there, too, with easy 100mph ability and a 136mph top end, thanks to its slippery shape.

The Audiʼs front-wheel-drive layout (and pronounced forward weight bias) makes it broadly similar to the Saab through the corners.

Both are natural understeerers, demanding consistent and careful throttle inputs.

The Saab 900 Turbo S rides well, but scuttle shake is pronounced

Neither steers as precisely as the rear-drive BMW, with their racks struggling to handle the torque flooding through the front wheels.

Theyʼre surprisingly competent at speed, though, with the Audi feeling more planted thanks to a whopping 570kg weight surplus.

Step out of either into the BMW and the traditional rear-wheel-drive arrangement is both refreshing and rewarding, with a sharper helm and predictable power oversteer on demand – although with 58.8% of the weight over the front wheels (courtesy of that big ʻsixʼ), it tends to understeer at modest speeds.

Tan hide and timber lift this classic Saab’s cabin

If the BMW has a fault, itʼs a comparative lack of torque – its 164lb ft is 21lb ft down on the Audi and 34lb ft behind the Saab.

The answer is to adopt a fast-in, fast-out technique, keeping the engine on the boil to exploit its peak power at just 800rpm shy of the 6600rpm redline.

As you revel in the stirring straight-six song, you start to understand BMWʼs famed ʻUltimate Driving Machineʼ tagline.

The Saab delivers a turbocharged punch at 3000rpm

The five-speed gearbox has a hand in that description, too: its short, sharp movements shame the slightly vague stirrings of the Audi and the Saab, whose levers are connected to front-mounted transmissions (underneath the engine in the case of the Swede) via complicated linkages.

The other less appealing trait of these cars is shared by all three, and is an almost unavoidable result of chopping the roof off a nice, rigid little saloon: scuttle shake.

Despite Saabʼs reputation for butcherʼs-block ruggedness, the Convertible is surprisingly – and at times alarmingly – flexible if you hit a pothole or park with one wheel over a kerb.

The Saab 900 Turbo S wears three-spoke alloy wheels

The Audi is more susceptible to minor road undulations, which can translate into a shudder thatʼs only really noticeable through the steering column, while the BMW has a more muted general shimmy.

Itʼs not ideal if youʼre trying to hone your driving skills on a circuit, but then this kind of car is unlikely to be a track-day junkieʼs weapon of choice.

And in their heyday, the track-day revolution was far beyond the horizon.

Then, the Yuppies were more swayed by the trading floorʼs perception of badge kudos than outright handling – witness the way they moved in their millions to leafy Surrey in the late 1990s and bought Volvo T5 estates with heated seats.

Saab’s potent 16-valve ‘four’ suffers from the inevitable turbo lag

In picking a winner from our cabrio trio, the differences in their natures come as a surprise.

Classic diehards are unlikely to be impressed by the Audiʼs refined, almost clinical delivery and modern looks, but it is the youngest car here.

Which leaves a choice between rear-drive ʻsixʼ and front-drive boosted ʻfourʼ.

Each is fun to drive, with bags of soul, but do you want sweet handling and a sublime engine note, or an adrenalin-pumping turbo punch?

Itʼs a hard call but, whichever you choose, simply drop the top and pop Wet Wet Wet into the tape deck to time-travel back to London circa 1988.

Images: Tony Baker

This was first in our August 2011 magazine; all information was correct at the date of original publication

Factfiles

BMW 325i Convertible

Sold/number built 1987-’93/85,246
Construction steel monocoque
Engine iron-block, alloy-head, sohc 2494cc ‘six’, with Bosch ME-Motronic fuel injection
Max power 171bhp @ 5800rpm
Max torque 167lb ft @ 4000rpm
Transmission five-speed manual, RWD
Suspension independent, at front by MacPherson struts rear semi-trailing arms, coil springs, telescopic dampers, anti-roll bar f/r
Steering power-assisted rack and pinion
Brakes discs, with servo and anti-lock
Length 14ft 2¼in (4325mm)
Width 5ft 4¾in (1645mm)
Height 4ft 6¼in (1380mm)
Wheelbase 8ft 5¼in (2570mm)
Weight 2583lb (1169kg)
Mpg 26.5
0-60mph 8.1 secs
Top speed 132mph
Price new £23,990 (1992)

Audi 2.8 Cabriolet

Sold/number built 1991-2000/71,510 (all Cabriolets)
Construction steel monocoque
Engine iron-block, alloy-heads, sohc-per-bank 2771cc V6, with Bosch Motronic fuel injection
Max power 174bhp @ 5500rpm
Max torque 185lb ft @ 3000rpm
Transmission five-speed manual, FWD
Suspension: front independent, by struts, wishbones rear beam axle; coil springs, telescopic dampers, anti roll bar f/r
Steering power-assisted rack and pinion
Brakes discs, with servo and anti-lock
Length 14ft 4in (4356mm)
Width 5ft 7½in (1715mm)
Height 4ft 5½in (1360mm)
Wheelbase 8ft 4½in (2555mm)
Weight 4090lb (1855kg)
Mpg 25.9
0-60mph 9.8 secs
Top speed 136mph
Price new £23,738 (1995)

Saab 900 Turbo S

Sold/number built 1986-’93/47,000
Construction steel monocoque
Engine iron-block, alloy-head, dohc 1985cc ‘four’, with Garrett turbo and Bosch Jetronic fuel injection
Max power 175bhp @ 5300rpm
Max torque 201lb ft @ 3000rpm
Transmission five-speed manual, FWD
Suspension: front independent, by double wishbones rear beam axle, twin longitudinal arms, Panhard rod; coil springs, telescopic dampers f/r
Steering power-assisted rack and pinion
Brakes discs, with servo and anti-lock
Length 16ft 2½in (4940mm)
Width 5ft 7½in (1695mm)
Height 4ft 8¾in (1400mm)
Wheelbase 8ft 10¾in (2710mm)
Weight 2833lb (1285kg)
Mpg 23.4
0-60mph 7.5 secs
Top speed 126mph
Price new £23,495 (1986)