Saab History

Photo Credit: SAAB AB

This just in from a colleague about SAAB ABs 70th Anniversary.

SAAB: Summary of CEO Åke Svensson’s Address To Saab’s Annual General Meeting, April 12, 2007

Saab’s President and CEO, Åke Svensson, Provided a Brief Historical Summary Of Saab’s First 70 Years in His Address to The Annual General Meeting on April 12.

STOCKHOLM, Sweden–

“Saab has developed in close cooperation with the Swedish defence through Sweden’s decision to remain neutral,” he said.

Åke Svensson also mentioned that the defence industry has been decisive to Sweden’s growth and development: “Analyses show that the investments have repaid society by a wide margin. When engineers from Sweden’s most research-intensive company have continued on in their careers, they have shared their expertise and thereby helped to develop other areas of Swedish business. In this way, Saab has served – and still serves – as an incubator and technology generator for Sweden. This is a role we would gladly continue to play.”

He expressed his concern over the fact that fewer young people in Sweden are choosing to study natural sciences and engineering: “Swedish companies have a great need for engineering professionals. Yet we face a future where we risk an acute shortage. Saab has made efforts for years to counteract this, and we feel it is important to continue to do so.”

World-leading technology, the ability to adapt to continuous change and financial strength have distinguished the company through the years, Åke Svensson stated, noting that they are also Saab’s most important success factors in the future.

2006 was a fantastic year for Saab. Sales increased to SEK 21 billion and operating income rose to slightly over SEK 1.7 billion, generating a margin before structural costs of over 10 percent.

“This means that we are meeting our long-term profit targets, and our underlying earning capacity is good,” Åke Svensson said. 2006 was also a successful year from an acquisitions standpoint. “We acquired Ericsson Microwave Systems, which I would consider another historical milestone for Saab. The acquisition added 1,200 new colleagues, SEK 2.5 billion in sales and world-leading technological content and offerings in sensors, an excellent complement to our portfolio.”

The acquisition from Ericsson included the remaining 40-percent interest in Saab’s space operations. Two other important structural moves in 2006 were the acquisition of Denmark’s Maersk Data Defence and the establishment of a new aerostructures business in South Africa.

“Taken together, these moves give us a stronger position in our key home markets, the Nordic region and South Africa,” he continued. “2006 was also a fantastic year from the perspective of new orders.”

He noted that an increasingly important aspect of Saab’s business is support solutions, which are conducted in close with our customers’ operations. Saab remains in place in Afghanistan, for example, to support Sweden’s peacekeeping forces.

“This is no one-time occurrence. Saab is prepared to support and stand alongside the Swedish defence in its international missions in the future.”

2006 was also a good year for Saab’s best-known product, the Gripen fighter. Perhaps the biggest event regarding Gripen was the Swedish Air Force’s participation in Red Flag, an international exercise in Alaska.

“Competitors and observers were deeply impressed by Gripen’s performance. Our opinion – that Gripen is world’s most modern fighter in operational service – was reaffirmed,” Åke Svensson said.

He devoted a portion of his address to the bribery accusations against Saab and the ongoing investigation of the lease of Gripen aircraft to the Czech Republic: “It is our firm conviction that our business uses only legal methods. Bribes have never been allowed at Saab. We are fully cooperating with the public prosecutor and providing all the information needed in the investigation. This makes it unsuitable for us to further comment before the prosecutor’s work is done.”

Defence orders are complicated, and Åke Svensson explained in detail what is required, for example, to seal a deal involving Gripen and why advisers are essential to such orders:

“The first piece of the puzzle, and what gets us considered in the first place, is having a product whose price and performance meet the customer’s requirements. “Our second puzzle piece is financing. Saab can offer competitive export credits through the Export Credits Guarantee Board in Sweden, for example, which also helps us to manage various types of business risks. Naturally, this also requires that Saab is a well-managed and trustworthy company.

“In major defence orders, the customer always requires so-called industrial cooperations. This means that we, as the seller, also have to help to create long-term economic growth and development in the buyer’s country. This can be done through the direct participation of the country’s industry in the production and development of the Gripen system, or by having Saab help to establish companies and transfer technology.

“Our fourth puzzle piece is political considerations. An order for fighters, for example, entails so much more. It is also a question of a long-term relationship between nations. Aircraft orders are an international affair based on extensive security and cooperation agreements – and therefore require close cooperation between governments and industry.

“The larger and more complex the systems we sell, the greater the importance of industrial cooperations and politics. The needs and terms set by each buyer-country differ, which is why we, and our competitors, need advisors and representatives to understand the situation at hand and act appropriately.”

Saab’s and BAE Systems’ rules on hiring and paying advisors are crystal clear and are published on Saab’s website.

“We do careful research and obtain references. And we are always spell out our ethical requirements,” Åke Svensson explained. “For me, not only as the president of Saab but also from a personal standpoint, business ethics are a matter of principle. And I know that this opinion is shared by all my colleagues. It is very clear to me that we are, and will remain, a company that does business based on our values and good business ethics.”

In his address, Åke Svensson also described the most important aspects of Saab’s three strategic business segments, noting that the company will be concentrating in 2007 on a number of programs to make it even more efficient. “The aim is naturally to increase profitability, with the goal of leaving us more money to invest in research and development as well as marketing. Only in this way can Saab remain a world leader.”

In conclusion, Åke Svensson offered two concrete examples of how Saab can contribute to a safer society. The breakthrough order to supply Securitas with a security platform for Stockholm’s Arlanda and Bromma airports and deliveries of the Giraffe radar system to France demonstrate two things. “The first is that Saab, with its expertise, can develop new system solutions for civil security, though also that we can utilize our existing products and systems to make society safer against today’s most prevalent threats. The second fact that these examples show is that such deals require world-leading technology, the ability to continuously change, and financial strength,” he said. “Saab has all this and more. We stand strong – and proud – as we look to the future.”

As a follow-up to the previous writeup on the past and present Saab designers and their achievements, it was deemed appropriate to include a chronological listing of Saab projects both production and concepts. This listing includes each Saab project, year introduced along with each designer and/or engineer that contributed to the given project.

This list is a work-in-progress, so any additions and/or modifications that you see necessary below, please add your comments to ensure correctness and accuracy.

Photo Credits: Saab Automobile

Design Contributions by Model

SAAB Scandia 90 (1946-1958)

Bror Bjurströmer

SAAB 91 (1947-1966)

A.J. Andersson

SAAB 92001 (Prototype) (1946/1947)

Sixten Sason

Gunnar Ljungström

SAAB 92 (1948-1956)

Sixten Sason

Gunnar Ljungström

SAAB 93 (1956-1959)

Sixten Sason

SAAB 94 (1956)

Sixten Sason

SAAB 95 (1959-1978)

Sixten Sason

SAAB 96 (1960-1980)

Sixten Sason

SAAB-SCANIA 97 (SonettII/V4 1966-1969) (SonettIII 1970-1974)

Björn Karlström

Sergio Coggiola

Gunnar A. Sjögren

SAAB-SCANIA 98 (Prototype, Cancelled) (1974)

Björn Envall

SAAB-SCANIA 99 (1969-1984)

Sixten Sason

Björn Envall

Saab 90 (1984-1987)

Björn Envall

SAAB-SCANIA 900 (1979-1993/94)

Björn Envall

SAAB-SCANIA EV-1 (1985)

Björn Envall

Saab 900 (NG) (1994-1998)

Björn Envall

Einar Hareide

SAAB-SCANIA 9000 (1985-1998)

Björn Envall

Giorgetto Giugiaro

Saab 9-1 (Speculative Design)

Saab 9-3 (1999-2002)

Einar Hareide

Saab 9-3 Sport Sedan (2003- )

Einar Hareide

Saab 9-3 Hybrid BioPower Convertible (2006 - )

Kjell ac Bergström

Saab 9-5 (1999- )

Einar Hareide (1999-2001)

Tony Catignani (1999-2001)

Magnus Jonsson (1999-2001)

Simon Padian (2002- )

Tomas Ostlund (2006 - )

Saab 9-5 BioPower E85 (2005 - )

Kjell ac Bergström

Saab 9-5 BioPower E100 (2007 - )

Kjell ac Bergström

Saab 9-X (2001)

Michael Mauer

Anthony Lo

Ola Granlund

Simon Padian

Saab 9-2X (2005-2006)

Michael Mauer

Anthony Lo

Ola Granlund

Per Jansson

Bengt Persson

Kjell-Ake Eriksson

Saab 9-3X (2002)

Michael Mauer

Anthony Lo

Simon Padian

Saab 9-3 SportHatch (2003)

Michael Mauer

Anthony Lo

Simon Padian

Saab 9-4X (Speculative Design)

Saab 9-6X (Cancelled)

Saab 9-7X (2005- )

Per Janssan

Aero-X(2006)

Anthony Lo

Alex Daniel

Erik Rokke

Simon Padian

Saab Automobile has had a great lineup of capable detail-oriented designers from the very beginning. Had it not been for their creative abilities and substantial influence on design language, Saab Automobile would not be where it is today, setting itself apart from the masses and creating unique, progressive and fun automobiles for people to enjoy.

It is long overdue that we thank these designers for all of the work that has gone into the production vehicles that we have enjoyed for years in addition to all of the conceptual charettes they have done for designs and concepts that did not make production.

I begin with a smorgåsbord below depicting some of the most notable designers from the early years until today. Additionally, I have provided a comprehensive list (work in progress) that should help clarify each and every Designer, along with their contributions to the Saab designs that became a reality, ultimately going into production.

In 1939, a self-taught illustrator by the name of Sixten Sason, notable for being responsible for designs with Hasselblad, Electrolux and Husqvarna from everything from cameras, refridgerators, waffle-irons, power-saws to even an early plan for a bridge across the Öresund to link Sweden to Denmark, now known as the Öresund Bridge completed in 2000. He began work with Saab Airplane company (SAAB) later that year to draw planes and other material during the Second World War. When the War was coming to an end, the company began shifting their strategies with the addition of automobile manufacturing. During this time of transition for the company, Sixten Sason was asked to contribute to the “Project 92″, that was introduced in 1947 as the first prototype for SAAB, the automobile manufacturer. This Prototype was known officially as the 92001 and later production model “92″ ,were inspired by the SAAB J21 plane.

In 1969, Björn Envall started with Saab, while working alongside Sixten Sason on his final project, the SAAB 99. Björn Envall’s most notable achievement under his role as chief designer with Saab, was the transition of the classic Saab 900 (1979-1993/94) to the new generation 900, commonly known as the NG900 that was introduced in 1994 until 1998. Björn Envall was responsible for the 99, 90, 900, 9000, EV-1 concept car, and a secret “EV-2″ internally released concept vehicle which was to eventually set the stage for his final project, the new generation 900.

Norwegian born, Einar Johan Hareide, began with Saab in 1985 and worked until 1989 before he decided take a job with Mercedes Benz briefly, then returned to Saab in 1991 as a designer until 1994. In 1994, he was appointed design director otherwise known as chief designer until 1999. It is important to note that Hareide worked alongside Björn Envall on the new generation 900 designs (Envall-Hareide era). Einar Hareide was also responsible for the early introduction of the 9-5 until the first modification was made in 2002, the 9-3 which was the successor to the new generation 900, as well as the 9-3 Sport Sedan designs from 2003 until 2006, and exterior design until 2007.

Michael Mauer, a trained industrial designer worked with Mercedes Benz straight out of school for a number of years in his home country of Germany. In 1997 he assumed the role the chief designer of Advanced Design of Mercedes in Japan which is where he met Anthony Lo. In 2000, he was asked by the President of Saab Automobile at that time, Peter Augusston to be chief designer for Saab. When Michael Mauer started, the 9-3 Sport Sedan was completed, however Mauer did contribute to the 9-3 Sport Sedan wheel design as his first responsibility. His first notable accomplishment was the introduction of the 9-X concept car in 2001, followed by the 9-3X concept car in 2002, with the 9-3 Sport Hatch concept in 2003.

Anthony Lo, a former colleague of Michael Mauer at Mercedes, joined Saab Automobile in October of 2000. Lo worked with Mauer Saab Automobile directly from 2000 until 2004, when Mauer took an opportunity with Porsche and Lo was named director of advanced design for General Motors Europe in August of 2004. Anthony Lo’s achievements included the 9-X, 9-2X, 9-3X, 9-3 Sport Hatch as well as his most recent design, the Aero-X with Alex Daniel, first shown to the public at the Geneva Motor Show in March of 2006.

I conclude this writeup with a comprehensive list (work in progress) of all the designers that have been responsible carefully and intelligently integrating and developing Saab’s design language into each and every Saab model from past, present and the future.

Additions, modifications are appreciated.

Photo Credits: Saab Automobile

Design Contributions by Designer

Sixten Sason 1912–1967
SAAB DESIGNS 92, 93, 94, 95, 96, 99 (1939-1967)

Gunnar Ljungström
SAAB DESIGN 92

Rolf Melde
SAAB DESIGN 94, 95, 96
Björn Envall 1942-
SAAB-SCANIA DESIGNS 99, 90, 900, 9000, EV-1, NG900 (1969-1992)

Björn Karlström
SAAB-SCANIA DESIGNS MFI-13, 97 II/V4 (1966-1969)

Sergio Coggiola
SAAB-SCANIA DESIGNS 97 III (1970-1974)

Gunnar A. Sjögren
SAAB-SCANIA DESIGNS 97 III (1970-1974)

Giorgetto Giugiaro1938-
SAAB-SCANIA 9000 (1978-1981)

Einar Hareide
SAAB-SCANIA NG900, 9-5, 9-3, 9-3 SS (1985 - 1989) + (1991-1999)

Tony Catignani
Saab Automobile 9-5 (1993- )

Michael Mauer
Saab Automobile 9-X, 9-2X, 9-3X, 9-3 SportHatch (3.21.2000-2004)

Anthony Lo 1964-
Saab Automobile 9-X, 9-2X, 9-3X, 9-3, SportHatch, Aero-X (10.2000-PRESENT)

Alex Daniel
Saab Automobile Aero-X

Erik Rokke
Saab Automobile Aero-X

Ola Granlund
Saab Automobile, 9-X, 9-2X

Simon Padian
Saab Automobile 9-X, 9-3X, 9-3 SportHatch, Aero-X

I am also providing you another video from the archive, covering even more details on the history of Saab known as the “Saab-Scania Story - 50 Years of Saab” done in 1987.

The Saab-Scania partnership began in 1969 and ended in 1994.

This video is approximately 38 minutes long, enjoy.

The Saab Story, covering how Saab began in the aircraft industry until the Saab 92, right up until the Saab 900 was introduced in 1979 is nice video from the archive that I think will further clarify this history to those interested in learning more about the brand’s history. Information on the Saab 92, Saab 96, Saab 99 and the Saab 900

The video is approximately 16 minutes long, enjoy!