Same Design - Different Car Saab management began thinking about the design for an entirely new car in the 1970s but the same financial constraints that precluded development of a new engine delayed any serious design work. SAAB were not the only manufacturers concerned about the enormous costs associated with the design and introduction of new models and eventually this resulted in a quadripartite alliance of makers in a venture that became known as the Type 4 project. Alfa-Romeo, Fiat and Lancia were Saab's partners in the Type 4 project and the principal objective was to reduce costs by using a number of common parts. The Fiat Croma, Lancia Thema and SAAB 9000 were all the work of design studio Giugiaro Italdesign. Alfa Romeo's 164 was styled by Pininfarina. Peugeot was not a partner in the project but picked up on the Pininfarina design late in the piece, hence the similarity between its 405 and Alfa's 164. Differences of opinion between engineers of the Type 4 project led to friction and ultimately, very few components were interchangeable between models. Saab 9000 Saab had been planning a new model as long ago as 1974, but work did not get fully underway until 1979 and the collaboration with Fiat/Lancia in this project that they used to develop a larger car. Styled by Italian Giorgetto Giugiaro, the 9000 ultimately ended up significantly different from its sister cars the Fiat Croma, the Alfa Romeo 164 and the Lancia Thema. Of the 155 or so part that made up the body just ten or so were interchangeable. A front-wheel drive with a transversely mounted engine meant that the interior was more spacious than the Saab 900 despite a shorter external length. The combination of the folding rear seat and the estate/saloon opening rear hatch made for superb load-lugging characteristics. The Saab 9000 was the only imported car, bar the Rolls Royce, to be classifed by the United States authorities as a "large car". Lancia Thema Introduced in 1984, the Thema was a conventional three-box, four door saloon, with a drag coefficient of 0.32. The Thema marked Lancia's return to the upper market segment. As such it was well equipped with a wide range of standard and optional features such as air conditioning, heated seats, electric sunroof, leather upholstery etc. Engines included a 1995cc with 120bhp (8 valve, dohc with balancer shafts), a 1995cc turbo with 165bhp (also 8 valve with intercooler), a 2849cc V6 with 147bhp and a 2445cc turbo diesel with 100bhp (also with intercooler). In 1986 the range was extended by the addition of two new versions. An estate version, the Station Wagon, designed by Pininfarina featured some interesting touches such as the roof trailing edge spoiler. At the opposite end of the range from the estate came the new 8.32 - which had a 2927cc V8 32 valve Ferrari engine under the bonnet, with 215bhp (named after 8 cylinders, 32 valves). A limousine version, stretched by 300mm with the addition of an extra side window in the B-pillar, was introduced in 1987. In 1988 all the four cylinder petrol engines got 16 valves. In 1992 the 2000 engine also gained variable geometry intake ducts, the turbo was tuned for slightly more power (up to 205bhp from 185bhp)and the V6 adopted a version of the 3000 Alfa Romeo unit. Some external changes were also made (the most noticeable being the use of vertical strakes in the front grille). Production of the last Thema's ceased in 1994, replaced by the Kappa. Fiat Croma Entering production in 1985, only one bodystyle was produced, a five door saloon with a drag coefficient of 0.32 which was smaller than the Saab and Lancia but similar in shape. It combined the conventional three-box saloon style with the practicality of a hatchback. At its launch Fiat was proud to announce that the body contained only 321 parts, 53 metres of sealing material were used and 43% of the body was made of galvanised parts whilst sixty-seven robots worked on the welding lines, and another eight in the painting and assembly operations. Eleven body colours were available with three different types of interior trim (in a total of seven colours) plus the optional leather upholstery. It should also be quoted from the launch press pack that "The car is also fitted for quadrophonic sound". Initially it was available with 1585cc (83bhp) conventional and 1995cc (90bhp) units and two fuel injected 1995cc units, one with 120bhp (2.0ie) and the other, turbocharged and intercooled, with 155bhp (turbo ie). Catalytic converters were available on both the latter versions, whilst the 100ie could also be fitted with a three-speed automatic transmission. Diesel engines available at launch were a 2499cc unit with 75bhp and a 2445cc turbocharged and intercooled unit with 100bhp. In 1988 a direct injection 1929cc diesel turbo (also intercooled) with 90bhp was added, the first application of a DI engine in a passenger car. 1989 saw some changes to the range. 1991 saw the second series Croma launched. In 1993 the range was again revised. Production ceased in 1996. Alfa Romeo 164 Released at the Frankfurt Motorshow in 1987, the 164 continued Alfa Romeo's move towards front wheel drive. The Pininfarina styled body, which was modified somewhat to make it look different from the other cars of Type 4 design, had a Cd of 0.30 whilst power came from a 1962cc twin spark engine (148bhp), a 1995cc turbocharged engine (175bhp) developed from the Lancia motor, a 2959c V6 (192bhp) and a 2500cc diesel turbo (117bhp). The suspension used MacPherson struts all round, although at the rear it was modified with twin parallel transverse bars. A self-levelling system was available as an option on some models. Speed sensitive power assisted steering was standard, although ABS was only an option at the beginning. Otherwise the equipment was befitting of the top-of-the-range model that it was, and such options as split, electrically adjusting rear seats were available on some models. More normal items such as air-conditioning, electrically adjustable mirrors and seats and electric windows were standard or optional depending on the model. The interior was available in conventional upholstery or leather. A mild facelift was completed in 1990 along with some suspension tweaks to alleviate torque steer, one of the main criticisms of the car. In 1993 the exterior was revised with a modified grille, bonnet, lights etc... and the engines were slightly modified, including the introduction of 24 valves in the V6. Production ceased in June 1997. Peugeot 405 The Peugeot 405 was launched in 1987 and voted European Car of the Year. Closer in looks to the Alfa Romeo 164 than any of the others on which its design was based, it went straight to the top of the medium sized family car sector thanks to its good looks, excellent ride and handling and spacious comfortable interior. The engine range started with a 1.7 petrol engine and there was also a 1.9 petrol engine. Some early models were sold with the tardy 1.4 unit but this was slow and unrefined in comparison with the larger engined cars so there were few takers. The 2.0 diesel engine was an economical and refined oil burner which boosted Peugeot's reputation for making excellent diesel engines. The standard 1.9 petrol engine was an 8-valve carburettor unit but could also be had with 16 valves and fuel injection. During the late 1980s and early 1990s, the Peugeot 405 established itself as a hugely popular car in Europe - it was the second Peugeot to be built at the Ryton factory in Coventry after the 309, the factory had previously churned out Hillmans, Singers, Chryslers and Talbots before Peugeot took over completely in 1986. Maserati Quottroporte III Though not part of the Type 4 project, Maserati's Quottroporte III bears a close resemblance to the Type 4 cars. The reason for this is that the Quottroporte III is also the work of design studio Giugiaro's Italdesign, its design being copmpleted in the late 1970s as Giugiaro commenced work on the Type 4s.