Photo Credit: Saab Automobile AB

The SAAB 95 was created in May of 1959 as a two-stroke seven passenger “estate” wagon that included rear-hinged suicide doors from older SAAB 93s and 93Bs and was built in the Linköping, Sweden factory due to capacity in Trollhättan and the V4 models began production in Uusikaupunki, Finland

This new model for SAAB was the most capable vehicle in terms of storage and passenger capacity, with the bench seat in the rear that folded away for two.

This model ran until 1966 when it was converted into model equipped with a V4 engine in 1967 that carried it all the way until 1978.

This new model for SAAB and came equipped with the following specifications:

Exterior: Estate, three doors, 905kg/1,995 lbs.

1960 MY Blue and white two-tone color and silver-grey wheels.
1961 MY Rear Roof Spoiler, city grey and arctic ocean blue
1963 MY SAAB Emblem changed to Saab name and logo airplane on grille & midnight blue, brown-beight and black were included, green was eliminated.
1964 MY New Colors of Glacier Blue and Savannah Brown
1965 MY Straight Nose, eliminating bullnose & New Headlights and directionals. New Colors were Olive Green, Torreador Red, Polar White, Midnight Blue, Savannah Brown and Glacier Blue.
1966 MY New Hubcaps, stainless steel trim strips, new headlamp flasher, new external rear view mirrors, disc brakes, designated as “95 Special” with new colors such as dark grey and yellow, savannah brown and olive green eliminated.
1967 MY Hussar Blue and Silversand added as colors
1968 MY V4 De Lux with trim strips and rear windows that could be opened, windscreen had an electric pump powered washer and 7cm deeper.
1969 MY Rectangular Headlamps, chrome grille, indicators moved to front wings, US still had round headlampsm, Sea Green and Black colors added.
1970 MY Medium Blue color added and headlamps wired via ignition so lights could not be left on.
1971 MY Headlight Washers Added, with electrodipping to improve rust prevention, new colors silver mink and tyrolene green replaced sea green.
1972 MY New Bumpers, Wheels with air holes. Amber Yellow and Verona Green added to colors.
1973 MY All markets now had rectangular headlights except for U.S. and carolina blue and brilliant yellow replaced medium blue and tyrolene green.
1974 MY Two piece plastic grille replaced 6 piece chrome grill. Radial tires and reel-style seatbelts, all standard. Sunset Orange, Sienna Brown and Lion Yellow were new colors.
1975 MY Black Windscreen wipers and window surrounds, New Colors Emerald Green, Coral White and Solar Red replaced Verona Green, Polar White and Toreador Red and alloy wheels for 1975B special model.
1976 Energy Absorbing Bumpers now standard. These would withstand a collision of up to 8kph (5mph) and resume their original shape. New Daytime Running Lights (DRLs), topaz yellow and opal green new colors.
1977 MY Black wing mirrors now with increased glass area. Astral Blue and Antelope Brown added to colors.
1978 MY Enlarged sidelight/indicator light clusters on the front wings. Jade Green and Laguna Blue substituted Opal Green and Astral Blue colors.

Interior: Seven Seats

1961 MY Woolen Cloth Interior
1962 MY Standard Seat Belts
1963 MY Horn Ring on Steering Wheel, Larger Rear View Mirror, Raised Seats and Better HVAC
1964 MY New Instrument Panel with round cluster & darker interior color
1966 MY New Instrumentation including tachometer
1967 MY New 3-Point Seat Belts
1968 MY Brake circuit indicated, V4 De Lux with rear windows that could be opened, dash in dark grey, controls in black to suppresss reflection, rear view mirror moved from dash to top of windscreen, horn ring replaced with control on steering column.
1969 MY telescopic steering column, attachments for head restraints
1970 MY An all new interior, a new instrument panel with all meters and lamps contained within two recessed dials, a new steering wheel and new buttons for heating and lighting, rear seat belts standard and V4 delux phased out.
1971 MY New Handbrake and warm air duct to rear seats
1972 MY Electronically Heated Seats
1973 MY All Instruments modified with yellow pointers and sunvisors had black backs.
1974 MY Rear seatbelt reminder lamp
1975 MY Reel-Type seat belts standard in rear, New Tachometer & leather steering wheel for 1975B Special Model
1976 MY Rear Bench Seat Was removed to the relocation of a spare wheel.
1977 MY Front Seats had 99 style, including head restraints.
1978 MY Front 99 Style Seats, integrated head restraint.

Chassis: Unitary, independent front suspension, front springs wishbones and coil with anti-roll torsion bars, beam axle, coil rear springs, front telescopic shock absorbers, rear lever arm, hydraulic drum brakes, single circuit braking, rack and pinion steering, 38.6 litre fuel tank, 5.60×15 tyres, 4″ rim.

1962 MY Interference suppression,vacuum conrolled ignition setting
1964 MY Diagonal split brakes
1969 MY Servo assisted brakes

Engine: Three-cylinder longitudinally mounted, 70x73mm, 841cc, compr: 7.3:1, 38hp @ 4,250 rpm, 79Nm @ 3,000 rpm & Two-stroke, aluminium cylinder head, cast iron block, 4-bearing crankshaft, one Zenith 34 VNN carburettor, fan, thermostat and pump (1959-1966)

1961 MY Key Activated Starter Motor
1965 MY Redesigned HVAC system & Engine Compression increased to 8.1:1 with hp to 44hp. New Hydraulic Clutch, fuel pump, exhaust system and top mounted foot pedals for clutch.
1966 MY Triple-Carburretor with higher output and fuel consumption as well.
1967 MY New V4- Engine (1967-1978) Four cylinder in V configuration, four stroke 1498cc 65 hp, new alternator, new battery and starter
1969 MY Autolite carburettor, airfilter, new radiator and expansion tank.
1971 MY 1.7 Liter engine with 65hp
1975 MY Special Model fitted with 1700 V4 Engine known as 1975B
1976 MY Engine output decreased to 62 hp from 65 for emissions standards.
1977 MY Twin-Choke Carburettor raised horsepower to 68 hp with the designation to the model as 1977B.

Transmission: Front-wheel drive, three-speed transmission, spiral bevel final drive, 5.43:1.

1966MY Four Speed Transmission
1975 MY Strenghtened Transmission

V4 Four speed manual gear box with free wheel

Dimensions:

Wheelbase 248.9cm/98″
Front Track 122cm/48″
Rear Track 122cm/48″
Ground Clearance 19cm/7.5″
Turning Circle (L) 10.97m/36′, (R) 11.5m/37’10″
Length 401.5cm/158″
Width 157.5cm/62″
Height 147cm/58″
Performance Max Speed 75mph/120kph
15.8 mph/25.4 kph @1,000 rpm
Acceleration 0-60mph 44secs
Standing Mile 24.8secs
Average Fuel Consumption 26.34mpg (manufacturer)

Global Production:

Model Year – Units

1959 – 55
1960 – ?
1961 – ?
1962 – ?
1963 – ?
1964 – ?
1965 – ?
1966 – ?
1967 – ?
1968 – ?
1969 – ?
1970 – ?
1971 – ?
1972 – ?
1973 – ?
1974 – ?
1975 – ?
1976 – ?
1977 – ?
1978 – ?

Production ended on 23 February 1978 with Saab manufacturing some 110,527 units since its introduction in 1959.

Photo Credit: Saab History

The Saab 94 (Saab Sonett I Super Sport) was created in 1956 of which only 6 were ever built even though it was originally planned to go into full-scale production as the first sports car for SAAB.

This SAAB Sonett I Super Sport project was lead in October of 1954 by SAAB chief engineer, Rolf Melde while incorporating designs from chief designer Sixten Sason where they were built in total secrecy from the public outside of the Trollhättan area within a barn in a small town called Åsaka. The SAAB Sonett I Super Sport or “So Neat” as translated was an open-top two seater sports car that was officially unveiled at the Stockholm Motor Show in February of 1956. These prototype sports cars got a lot of great press internationally, however the Sonett Super Sport project never got into production due to new regulations in motorsport two years later in 1958 that led to the opportunity to use standard vehicles with Sonett engines thus making the Sonett body, frame, etc. obsolete and unnecessary. As a result of this decision, the six Sonett I models became instant collectors items.

This production vehicle for SAAB came equipped with the following specifications:

Exterior: 2-door coupe, only 6 colors, 500kg/1,102 lbs.

Interior: Two Seats

Chassis: Aircraft type aluminium box, independent front suspension, front and rear springs coil, beam axle, telescopic shock absorbers, hydraulic drum brakes, rack and pinion steering, 60 litre fuel tank, tyres 5.0×15. 4″ rim

Engine:Transverse, Three-cylinder longitudinally mounted, 66×72.9mm, 748cc, compr: 9.8:1, 58hp @ 5,000 rpm, 8.5 mkp @ 4,000 rpm, Two-stroke, aluminium cylinder head, cast iron block, 4-bearing crankshaft, one dual choke Solex 49PII, water cooled.

Transmission: Front-wheel drive, four-speed Zf three speed, Spiral bevel final drive.

Dimensions:

Wheelbase 220cm/86.6″
Front Track 122cm/48″
Rear Track 122cm/48″
Height 73.6cm to base of windscreen
Performance Max Speed 160-200kph
Standing Mile 19.2secs

Global Production:

Model Year – Units

1956 – 6

Number: No.1
Color: Ivory
Location: Saab Museum, Trollhättan, Sweden

Number: No.2
Color: Orange
Location: Saab USA Heritage Collection, Sterling Heights, Michigan

Number: No.3
Color: Red (Far Left)
Location: G̦sta Jakfors, Sweden РPrivately Owned

Number: No.4
Color: Green
Location: Presently Unknown

Number: No.5
Color: Blue
Location: Saab Museum, Trollhättan, Sweden

Number: No.6
Color: White-Blue
Location:Bill Jacobson, Sports Car Service, United States – Privately Owned

In April of 1958, the Saab 93 GT750 (Gran Turismo) was introduced as a celebration to SAAB’s rally history.

The 93 GT750 was outfitted in both 93B and 93F models while featuring extra rally lights, chrome plated hubcaps as well as side moldings and GranTurismo emblems all around.

This model was the second production vehicle for SAAB and came equipped with the following specifications:

Exterior: 2-door body with front hinged doors, single windscreen, larger rear window, larger luggage space with opening lid, option for textile roof, four seats, 810kg/1,786 lbs, painted in Torreador Red, Gray, White, Black with red trim, Blue and Blue-Grey including mudguards on rear wheels.

Interior: Four Seats.

Chassis: Unitary, independent front & rear suspension, coil and wishbones, anti-roll bar, shock absorbers, hydraulic drum brakes, single circuit braking, rack and pinion steering and a 36.4 liter tank with tires of 5.20 x 15 with 4″ rim.

Engine: Transverse three-cylinder, 786cc 45hp with aluminum cylinder head and cast iron block, 4-bearing crankshaft, Solex 40AIC downdraught carburettor fan, thermostat and circulating cooling pump and larger capacity cooling system with freewheel.

Transmission: Front-Wheel Drive, 3 Geared on the column manual shifter with saxomat clutch.

Dimensions:

Wheelbase 248.8cm
Front Track 122cm
Rear Track 122cm
Ground Clearance 15cm/6″
Turning Circle (L) 10.8m/35.5′, (R) 10.5m/34′
Length 401cm/158″
Width 157cm/62″
Height 147cm/58″
Performance Max Speed 75mph/120kph
14.1mph@1,000 rpm
Acceleration 0-60mph 33.9secs
Standing Mile 24.9secs
Average Fuel Consumption 32.4mpg (test)

Global Production:

Model Year – Units

1958 – ?
1959 – ?
1960 – ?

605 Built, 546 delivered to the United States.

A total of 52,731 Saab 93s were made from 1955-1960.

Photo Credit: Saab Automobile AB

In late 1959 the 93F was introduced, following the 93B which featured front-hinged doors hence the designation of ‘F’ for front hinged doors.

The 93F marked the final year of production for the 93 and included the ability for SAAB to sell the remaining parts inventory prior to the new model launch.

This model was the second production vehicle for SAAB and came equipped with the following specifications:

Exterior: 2-door body with front hinged doors, single windscreen, larger rear window, larger luggage space with opening lid, option for textile roof, four seats, 810kg/1,786 lbs, painted in Torreador Red, Gray, White, Black with red trim, Blue and Blue-Grey including mudguards on rear wheels.

Interior: Four Seats.

Chassis: Unitary, independent front & rear suspension, coil and wishbones, anti-roll bar, shock absorbers, hydraulic drum brakes, single circuit braking, rack and pinion steering and a 36.4 liter tank with tires of 5.20 x 15 with 4″ rim.

Engine: Transverse three-cylinder, 786cc 33hp with aluminum cylinder head and cast iron block, 4-bearing crankshaft, Solex 40AIC downdraught carburettor fan, thermostat and circulating cooling pump and larger capacity cooling system.

Transmission: Front-Wheel Drive, 3 Geared on the column manual shifter with saxomat clutch.

Dimensions:

Wheelbase 244.8cm/97″
Front Track 122cm/48″
Rear Track 122cm/48″
Ground Clearance 15cm/6″
Turning Circle (L) 10.8m/35.5′, (R) 10.5m/34′
Length 401cm/158″
Width 157cm/62″
Height 147cm/58″
Performance Max Speed 75mph/120kph
14.1mph@1,000 rpm
Acceleration 0-60mph 33.9secs
Standing Mile 24.9secs
Average Fuel Consumption 32.4mpg (test)

Global Production:

Model Year – Units

1959 – ?
1959 – ?

A total of 52,731 Saab 93s were made from 1955-1960.

Photo Credit: Saab Automobile AB

On September 2, 1957 the 93B as the successor to the SAAB 93 (ninety three). One of the most noticeable changes in this model included the former two-piece windshield being replaced with a one-piece windshield.

The SAAB 92b also began with an option of a two-point seatbelt.

This model was the second production vehicle for SAAB and came equipped with the following specifications:

Exterior: 2-door body with suicide doors, single windscreen, larger rear window, larger luggage space with opening lid, option for textile roof, four seats, 810kg/1,786 lbs, painted in Torreador Red, Gray, White, Black, Blue and Blue-Grey.

Interior: Four Seats.

Chassis: Unitary, independent front & rear suspension, coil and wishbones, anti-roll bar, shock absorbers, hydraulic drum brakes, single circuit braking, rack and pinion steering and a 36.4 liter tank with tires of 5.20 x 15 with 4″ rim.

Engine: Transverse three-cylinder, 786cc 33hp with aluminum cylinder head and cast iron block, 4-bearing crankshaft, Solex 40AIC downdraught carburettor fan, thermostat and circulating cooling pump.

Transmission: Front-Wheel Drive, 3 Geared on the column manual shifter with saxomat clutch.

Dimensions:

Wheelbase 244.8cm/97″
Front Track 122cm/48″
Rear Track 122cm/48″
Ground Clearance 15cm/6″
Turning Circle (L) 10.8m/35.5′, (R) 10.5m/34′
Length 401cm/158″
Width 157cm/62″
Height 147cm/58″
Performance Max Speed 75mph/120kph
14.1mph@1,000 rpm
Acceleration 0-60mph 33.9secs
Standing Mile 24.9secs
Average Fuel Consumption 32.4mpg (test)

Global Production:

Model Year – Units

1957 – ?
1958 – ?
1959 – ?

A total of 52,731 Saab 93s were made from 1955-1960.

Photo Credit: SAAB Motors Inc. – 93 Promotional Photo, New York, NY, 1956.

The SAAB 93 (ninety three), is the successor to the 92B and was produced in 1955.

This was also the first SAAB ever to be imported into the United States a year later in 1956 to the port of Hingham, Massachusetts, as well as Portugal, Spain and other countries.

The final year of this early model, it had the option of a two-point seatbelt by 1957.

This model was the second production vehicle for SAAB and came equipped with the following specifications:

Exterior: 2-door body with suicide doors, split-windscreen, larger rear window, larger luggage space with opening lid, option for textile roof, four seats, 810kg/1,786 lbs, painted in Torreador Red, Gray, White, Black, Blue and Blue-Grey.

Interior: Four Seats.

Chassis: Unitary, independent front & rear suspension, coil and wishbones, anti-roll bar, shock absorbers, hydraulic drum brakes, single circuit braking, rack and pinion steering and a 36.4 liter tank with tires of 5.20 x 15 with 4″ rim.

Engine: Transverse three-cylinder, 786cc 33hp with aluminum cylinder head and cast iron block, 4-bearing crankshaft, Solex 40AIC downdraught carburettor fan, thermostat and circulating cooling pump.

Transmission: Front-Wheel Drive, 3 Geared on the column manual shifter with saxomat clutch.

Dimensions:

Wheelbase 244.8cm/97″
Front Track 122cm/48″
Rear Track 122cm/48″
Ground Clearance 15cm/6″
Turning Circle (L) 10.8m/35.5′, (R) 10.5m/34′
Length 401cm/158″
Width 157cm/62″
Height 147cm/58″
Performance Max Speed 75mph/120kph
14.1mph@1,000 rpm
Acceleration 0-60mph 33.9secs
Standing Mile 24.9secs
Average Fuel Consumption 32.4mpg (test)

Global Production:

Model Year – Units

1955 – ?
1956 – ?
1957 – ?

A total of 52,731 Saab 93s were made from 1955-1960.

Photo Credit: Saab Automobile AB

In 1953 the SAAB 92A(ninety two), was replaced by the SAAB 92B and this model ran until 1956.

This model was the first production vehicle for SAAB and came equipped with the following specifications:

Exterior: 2-door body with suicide doors, larger rear window, larger luggage space with opening lid, option for textile roof, four seats, 805kg/1,775 lbs, drag coefficient of .30 and painted in watermelon green, blue-grey, black and grey with maroon offered in 1954, and moss green in 1955.

Notables: New Trunk Lid, Relocated Battery & Fuel Tank filler cap

Interior: Four Seats, in addition to an optional plywood bed kit accessory.

Chassis: Unitary, independent front & rear suspension, shock absorbers, drum brakes, rack and pinion steering and a 35 liter tank with tires of 5.0 x 15.

Engine: Transverse two-cylinder, two-stroke 764cc 35hp with aluminum cylinder head and cast iron block, 3-bearing crankshaft, Solex 32AIC, thermo siphon water-cooled engine powered

Transmission: Front-Wheel Drive, 3 Geared on the column manual shifter.

Wheelbase 247cm/97″
Front Track 118cm/46″
Rear Track 118cm/46.46″
Ground Clearance 20cm/7.8″
Turning Circle 11.9m/39′
Length 395cm/156″‘
Width 162cm/64″‘
Height 145cm/57″
Performance Max Speed 65mph/105kph
13.3mph@1,000 rpm
Acceleration 0-50mph 26.6secs
Standing Mile 26.4secs
Average Fuel Consumption 36mpg

Global Production:

Model Year – Units

1953 – 3,424
1954 – 5,138
1955 – 5,163
1956 – 680

The SAAB 92A began production in December of 1949 as a 1950 model year after the first prototype was created a few years earlier known as the URSAAB 92001.

This model was the first production vehicle for SAAB and came equipped with the following specifications:

Exterior: 2-door body with suicide doors, four seats, 805kg/1,775 lbs, drag coefficient of .30 and painted in watermelon green due to military surplus

Interior: German based VDO instrument cluster which changed to an American based cluster for model year 1951 & 52

Chassis: Unitary, independent front & rear suspension, shock absorbers, drum brakes, rack and pinion steering and a 35 liter tank with tires of 5.0 x 15.

Engine: Transverse two-cylinder, two-stroke 764cc 25hp with aluminum cylinder head and cast iron block, 3-bearing crankshaft, Solex 32AIC, thermo siphon water-cooled engine powered

Transmission: Front-Wheel Drive, 3 Geared on the column manual shifter.

Wheelbase 247cm/97″
Front Track 118cm/46″
Rear Track 118cm/46.46″
Ground Clearance 20cm/7.8″
Turning Circle 11.9m/39′
Length 395cm/156″‘
Width 162cm/64″‘
Height 145cm/57″
Performance Max Speed 65mph/105kph
13.3mph@1,000 rpm
Acceleration 0-50mph 26.6secs
Standing Mile 26.4secs
Average Fuel Consumption 36mpg

Global Production:

Model Year – Units

1949/50 – 1,246
1951 – 2,179
1952 – 2,298

As a follow-up to the previous writeup on the past and present Saab designers and their achievements, it was necessary to include a chronological up-to-date 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-X BioHybrid (2008)

Anthony Lo

Andrew Dyson

Bryan Nesbitt

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 BioPower Concept (2008)

Anthony Lo

Andrew Dyson

Bryan Nesbitt

Kaj Zackrisson (Skier)

Saab 9-6X (Cancelled)

Saab 9-7X (2005-2009)

Per Janssan

Aero-X(2006)

Anthony Lo

Alex Daniel

Erik Rokke

Simon Padian

To set the record straight, it has been indicated that Saab Automobile’s philosophy holds true that all Saabs will be “right sized” from here on out.

“Rightsizing” equates to more output through smaller physical displacement. This definition is Saab’s powerplant heritage starting with the very first SAAB 92. In fact the term “right sizing” relates to Saab Automobile’s answer to what they call “responsible performance”, so it would imply than the opposite of this would be simply irresponsible performance.

To clarify, the equations go like this:

Responsible Performance (Right Sized) = Small engine + high torque

Irresponsible Performance (Wrong Sized) = Large engine + low torque

It is my hope that this “right sized” philosophy will remain as indicated, because frankly, it has to because it is not only in line with Saab’s powerplant heritage, but it is what the market demands today, smaller engines with higher output, not vice versa.

I hope you enjoyed the video above that features Knut Simonsson, Saab Automobile Sweden’s global product director, at the 2007 Frankfurt Auto Show where he describes Saab Automobile’s “Rightsizing” philosophy.

Photo Credit: SAAB Motors, Inc.

SAAB Motors, Inc. had a depot in addition to their service training facility in Hingham, Massachusetts where the SAABs were prepared for delivery at all of the dealerships in the United States.

What: SAAB Depot

Where: GSA Building (Demolished 2006) Shipyard Street, Hingham, Massachusetts

When: 1956 – 1961

Photo Credit: SAAB Motors, Inc.

In the United States, SAAB Motors, Inc. had their first official training facility in Hingham, Massachusetts. This SAAB Service training facility began operations shortly after the first shipment of two hundred and fifty of the first SAAB 93 models arrived for SAAB Motors, Inc. at the nearby depot, also in Hingham, Massachusetts.

According to the book, The SAAB Guide, it was none other than Rolf Melde, the chief engineer of SAAB Sweden who organized and operated this first stateside SAAB Service training school.

Here is a quote from the The SAAB Guide book about the service training facility.

“The men who attended it were learning how to service a car by means of the latest instructional aids, including special films and sectionalized mock-ups of the car and its unique engine.”

It is important to note that the first SAAB model 93 models were imported into the United States immediately following the successful victory of the Great American Mountain Rally that took place in New England in 1957.

What: SAAB Service Training Facility

Where: Hingham, Massachusetts (exact address not yet pinpointed)

When: 1956 – 1961

Today, Jay Leno, a native of Boston, Massachusetts introduces the public to his 1958 SAAB 93b that was the first SAAB introduced to the United States in Boston, Massachusetts in 1956. Jay Leno acquired his SAAB 93b from Tom Donney just a few years ago who has also been very supportive of Saab History recently with his time and resources. A true SAAB enthusiast with a passion for the two-stroke.

In this video, you can now enjoy a nice video tour directly on his website www.jaylenosgarage.com or below, that in great detail, describes the mechanics and design of the car while also giving us a real-world test drive of him driving the car with footage from inside and out.

Also, don’t forget to take a look at the more than twenty photographs of this vintage SAAB 93b available on Jay Leno’s online photo album as well.

*It is interesting to see that Leno’s SAAB 93b has a nice Vintage Saab Club of North America grille badge proudly attached.

I think that you will thoroughly enjoy the video as well as the photographs, so please pass it onto your friends!

Source: http://www.jaylenosgarage.com/

Photo Credit: Saab History

The Saab Factory in Trollhättan, Sweden began production in December of December of 1949 of the SAAB 92. At that time, the factory still exhibited it’s aircraft heritage with an air traffic control tower and wind sock elements that were built back in 1937 when they were manufacturing airplanes. From 1947 until 1949, SAAB built automobiles such as the 92001 prototype (URSAAB) and the SAAB 92 in Linköping, Sweden.

At the time of completion of the SAAB factory in 1949, the space available for automobile production covered approximately 190,000 square feet (17,700 sq. meters). This space consisted of the press, body and assembly, engine & transmission construction, upholstery and paint shops and lastly final assembly and adjustment areas. The SAABs built per day at the time were three to four which resulted in 1,246 SAAB 92 cars built in the first year, model year 1950.

In the 10 years of airplane production and 57 years of automobile production that have taken place at the SAAB factory in Trollhättan, the classic Saab 900 that began production in 1979 and ended in 1993 and 1994 with the convertible still remains the leader in units producted with nearly 1 million (908, 810)

Today, the Saab Automobile factory has increased dramatically over the years to include a number of enhancements, additions and expansions to the press, body assembly and most recently the paint shop in 2000. The inventory system the factory uses today is referred to as “Just In Time” or JIT where all materials and supplies are made available only for what is being produced at the present time, therefore there will be no overstock or wasted materials.

It is also worth mentioning that all vehicles produced in the Saab Automobile factory in Trollhättan, Sweden are all built on specific demand from Saab Automobile dealerships worldwide.

The Saab Automobile cars that are produced at the factory today include the Saab 9-3 Sport Sedan, Saab 9-3 SportCombi, Saab 9-5 Sedan and the Saab 9-5 SportCombi.

At the recent Saab Festival celebrating 60 years of an automobile manufacturer (3 years in Linköping, and 57 in Trollhättan), I had along with many, the opportunity to tour the factory. Factory tours are available year-round with advanced notice. While there are no opportunities for photos nor videos to be taken during the tours, I have been able to provide you some of the most recent footage of the Saab 9-3 Sport Sedan being manufactured in the factory from the first model year, 2003.

Sources:

* Saab Automobile AB
* Sjogren, Gunnar A. The SAAB Way, the first 35 years of Saab cars, 1949-1984 Nyköping, Sweden Österbergs Tryckeri AB, 1984.

Photo Credit: Saab Automobile

2007-06-01

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Saab 60th Anniversary

Carlsson’s Choice: Erik Selects Six Favorites from Saab’s Hall of Fame

The career of Eric (Mr Saab) Carlsson, international rallying’s first superstar, spans six decades. It has taken him from test driving in Trollhättan, to the top of the podium in Monte Carlo and on to a globe-trotting role as Saab’s international ambassador. Here Erik chooses his six favorite Saabs, one from each decade. His recollections, and the cars themselves, tell the story of how the automotive aspirations of an aircraft manufacturer took wing.

As a young boy, Erik Carlsson used to stand on the perimeter of his local airfield in Trollhättan and admire the aerobatics of Saab aircraft flying overhead. Little did he know that Saab would one day start making cars and that he would play a key role in its growth as an auto maker.

Erik’s legendary exploits at wheel of the ‘little red cars from Sweden’ include two back-to-back victories in the Monte Carlo Rally and a hat-trick of wins in the British RAC Rally. His success in the early Sixties launched Saab as a global car brand and today, at 78 years young, Erik still plays an active part in Saab activities.

Preparing to lead the celebrations for Saab’s 60th Anniversary next week, he is happy to take up the theme by identifying his six favorite Saab cars, one from each decade.

Photo Credit: Saab Automobile

1950s
“I think we all have a special place in our heart for our first car, “ he says. “In my case it was a Saab 92, in green like they all were then, which I bought second-hand from a farmer in Trollhättan. It was 1952, I was 23 and I had started a job at a local garage.

“Saab was the big local company and they had just started making cars. It was an exciting time and the 92 really was something different from other cars, with its streamlined shape and aircraft engineering. Most cars then had a separate body and chassis bolted together, but the 92 had one single body structure, as most cars do these days. It was light but extremely strong, as I found in my rallying.

“It also handled really well with the front wheel drive. It had a small engine but I could go quicker than larger cars that had quite a bit more power.”

Photo Credit: Saab Automobile

1960s
Erik’s success in local rallying events at the wheel of his 92 quickly led to full-time employment with Saab as a test and development and works rally driver. His ‘Saab of the 60s’ is the famous Saab 96 that brought international rally success for him and for the company. More than 500,000 examples were to be sold in a production run spanning almost 20 years.

“The 96 had more power, good suspension, disc brakes and great handling. We didn’t have a roll-over cage, but with the 96 you didn’t need one, as I appreciated a few times. Although I got the nickname ‘Carlsson on the Roof’, I don’t think I rolled all that many times. But I remember one occasion when I rolled over in a ditch and water was coming in. It was like sitting in an aquarium but the roof pillars were extremely strong so we weren’t drowned or hurt much at all.”

The aircraft engineering tradition of combining strength with light weight helped establish the popularity of the Saab 96 and in snowy and icy conditions Erik was able to fully exploit its sure-footed handling. But he also has a soft spot for the sister car of the 96, the Saab 95 wagon.

“Quite a few eyebrows were raised when I did the ’61 Monte Carlo with one. It was unheard of to use a wagon or estate car but the 95 handled and drove every bit as well as the 96. I was fourth that year. We used the wagon, together with its aerofoil on the roof, because it had just come out with a four-speed gearbox, which really helped on the steep alpine passes.”

Photo Credit: Saab Automobile

1970s
Carlsson’s choice as ‘Saab of the 70s’ is the now iconic, black Saab 99 Turbo. “A lot of people at the time said we wouldn’t get turbocharging to work for passenger cars,” says Erik. “ I would say history has proved them wrong.”

These days, the words ‘turbocharging and Saab’ are as closely associated as ‘peaches and cream’ or ‘bacon and eggs’ , but back in 1977, exactly 30 years ago, when the 99 Turbo was unveiled, Saab surprised the automotive world by declaring that it had succeeded in ‘taming the turbo’ .

“The 99 was a great chassis and with the turbo we had real power to exploit its potential,” says Erik, who remembers secret forest test driving and his first experiences of the explosive performance on full boost. “We had to do a lot of work to control the boost, to stop the engine blowing up and to get the power on the ground. But, of course, we showed it could be done and just about everyone now uses turbocharging.”

The logic behind getting ‘big engine power from a small engine’, or ‘right-sizing’ as Saab calls it, is even more attractive these days, with the need to save weight, reduce bulk and improve fuel consumption. “Our top engineer, Pelle Gillbrand, who led the project, used to put it very simply,” says Erik. “He would explain that all engines have a fuel pump, a water pump and an oil pump – so why not an air pump? That’s all a turbo really is and he thought it was strange that all engines didn’t have one.”

With its wraparound, cockpit-inspired windshield, ‘clampshell’ hood and ‘self-repairing’ bumpers, the bold and distinctive looks of the larger Saab 99 took Saab upmarket, a process continued by its evolution into the ‘classic’ Saab 900, of which more than 900,000 were sold.

“The first production cars in jet black and cardinal red had Inca ally wheels, which were intended to symbolize the turbine of turbo, not a cheese-grater, as some people suggested,” laughs Erik. “It was, and still is, a very distinctive car. We had the ignition key between the seats on the floor and people were always surprised by that. But why not? There were valid reasons for it, to do with ergonomics and good crash impact safety. It’s like the throttle controls of an aircraft, between the seats in the cockpit. We still have it today and that’s another feature where I think we have proved the sceptics wrong!”

Photo Credit: Saab Automobile

1980s
Carlsson’s choice for the ‘Saab of the 80s’ – the Saab 900 Convertible – surprised the automotive world when it was revealed as a design study at the Frankfurt Show in the autumn of 1983. “I don’t think anyone was expecting Saab to come up with a convertible,“ says Erik. “After all, it is not the kind of car that that a Scandinavian manufacturer was expected to produce, but it turned out to be an outstanding success.”

Back in the 80s, convertibles were not as popular as they are now and Saab was to play a pioneering role in establishing the attraction of an open-top car as a practical, all-year-round means of transport. “We always had a strong soft-top which was fully automatic, quick and easy to use,” says Erik. “That was an essential requirement and we were able show people this was a car that was good to own and drive in winter as well as summer.”

Initially produced for the US market, the first 900 Convertible soon went into production for global sale. “It was a great looking car, roof up or down, and looked like a completely new car, rather than a version of the 900 three-door model,” says Erik. “I still run a Saab Convertible at different times of the year. Even in winter, when it’s cold, you can have the soft-top down with the heater going and still be very comfortable.”

Over the years, Saab has organized keynote events for the Convertible, such as driving in the Land of the Midnight Sun, a 1,500 kilometer excursion through Sweden into the Arctic Circle to North Cape, the ‘roof of Europe’. Another favorite, led by Erik, has been ‘Rally Monte Carlsson’, which follows a route from the Mediterranean beach in Monaco up through the maritime Alps to a ski resort 2,000 meter above sea level. “You can be driving in warm sunshine with the top down and a few hours later be up in the snow and ice. It’s a great demonstration of what the Convertible has to offer,” adds Erik.

Over three generations, Saab has sold more than 250,000 Convertibles. In many European markets it has often featured as the top-selling car in its class.

Photo Credit: Saab Automobile

1990s
Fixed roof motoring was recommended in 1986 when Erik had led a team of Saab test drivers at the wheel of three 9000 Turbos on the famous ‘Long Run’ at the Talladega Speedway in the United States. Over almost 20 days, stopping only for fuel, tires and routine servicing, they established a series of.speed and distance records for standard production cars. The lead 9000 covered 100,000 km at average speed of 213.299 km.

In recognition of this achievement, a top sports flagship model, the 9000 Talladega was introduced. In the UK this was known as the Carlsson edition, Erik also lending his name to a 900 series version as well. These performance models were later given their ultimate expression in the Saab 9000CS Aero of 1993, Erik’s choice as the ‘Saab of the 90s’. It set a first template for top-of-the-range Aero models that continue at the pinnacle of Saab’s product range today.

“The 9000 was a great car, very roomy and comfortable. It was a large hatchback that offered all the versatility of a wagon,“ says Erik. “With the rear seats down, you could carry a hell of lot and with the seats up it was just like being in a sedan.”

Saab was also introducing its own engine management system, Saab Trionic. With a processing capacity greater than the computers that put men on the moon, Saab Trionic was an ideal platform for the launch of the more powerful Aero. “The new 2.3 turbo engine gave fantastic torque and the Aero model was the quickest car we had ever produced at that time,” says Erik.

“The engine was extremely smooth with its balancer shafts and gave good power from very low revs. It really showed what we could do with turbocharging. You could be in almost any gear, just put your foot down and go. With the 9000 Aero, we asked everyone to ‘talk torque’ when describing what it was like to drive.

“It was a large car, but it handled very well and everyone appreciated how good the seats were. That is something Saabs has always been known for. Even the seats in my first 92 were very comfortable.”

The Saab 9000 five-door hatchback and sedan range took the Saab brand further into the premium car segment, and more than 500,000 were sold before production ceased in 1998..

Photo Credit: Saab Automobile

2000s
When he’s not at the wheel of a Saab Convertible, Erik usually drives a Saab 9-5 Aero SportCombi, but this is not a contender for his choice of a Saab for the first decade of the new millennium. That honor goes to the Saab Aero X Concept, shown at the Geneva Show last year.
With its aircraft-like canopy and a V6 BioPower turbo engine capable of running on pure bioethanol fuel, offering the prospect of zero fossil CO2 emissions, the Aero X is a concept in tune with the demands of the new century.

“Sweden has a great tradition of concern of the environment,” says Erik “And Saab was first to introduce improvements like asbestos-free brake pads and CFC-free air conditioning systems. This car follows in that tradition, without sacrificing the sort of turbo performance we all enjoy.

“Looking at the Aero X, I see how far our cars have travelled in 60 years,” says Eric, who drove Saab’s first two-seater car, the lightweight Saab Sonett in 1956.

“But I think this is a good time to be looking towards the future, as well as enjoying the cars of the past,” he adds. “The Aero X is a very modern design and it shows that Saab will be making exciting cars in the future. We did not produce a concept car until 1985, now there have been several recently, which shows the Saab spirit is strong.

“That wraparound windscreen gives it a good Saab character. It is, of course, a design concept, but I’m not sure about the opening canopy without any doors, but then my first Saab did not have a boot lid and the doors opened from the front!”

In a more serious vein, Erik agrees that when his career with Saab began, the company’s cars were almost unknown beyond Scandinavia. And he is too modest to point out that his rallying success played a major part in establishing Saab outside its home country. The brand is now a global player, selling premium cars in more than 60 markets around world. Carlsson and Carlsson’s Choice can both take credit for helping to make it happen.

Erik will be reunited with his Carlsson’s Choice – and many other favorites – at Saab’s 60th Anniversary Festival in Trollhättan, from 7-10 June, celebrating the unveiling of the first Saab car exactly six decades ago.

In what could be the biggest-ever gathering of Saab fans and enthusiasts, more than 30,000 visitors are expected to come from all over the globe to enjoy a packed program of events. (Visit www.saabfestival.se for all the details)

Carlsson’s Choice:
Saab 92 (1950)
Monocoque construction, 2-door sedan, front-wheel-drive
Two cylinder, 2-stroke, 764 cc. 3-speed gearbox
Max. power: 25 hp @ 3,800 rpm. Max. torque: 59 Nm @ 2,000 rpm
Max speed: 105 kph.

Saab 96 (1960)
Monocoque construction, 2-door sedan, front-wheel-drive
Three cylinder, 2-stroke, 841 cc. 4-speed gearbox
Max power: 38 hp @ 4,250 rpm. Max torque: 80 Nm @ 3,000 rpm
Max speed: 125 kph. 0-100 kph: 25.6 secs

Saab 99 Turbo (1977)
Monocoque construction, 3-door hatchback, front-wheel-drive
Four cylinder, turbocharged, 1985 cc. 4-speed gearbox
Max. power: 145 hp @ 5,000 rpm. Max torque: 235 Nm @ 3,000 rpm
Max speed: 198 kph. 0-100 kph: 8.9 secs

Saab 900 Turbo Convertible (1986)
Two-door convertible, powered soft-top, four-seater, front-wheel-drive
Four cylinder, turbocharged, 1985 cc. 5-speed gearbox
Max power: 175 hp @ 5,300 rpm. Max torque: 273 Nm @ 3,000 rpm
Max speed: 205 kph. 0-100 kph: 8.7 secs

Saab 9000CS Aero (1993)
Monocoque construction, 5-door hatchback, front-wheel-drive
Four cylinder, turbocharged, 2290 cc. 5-speed gearbox
Max power: 225 hp @ 5,500 rpm. Max torque: 350 Nm @ 1,950 rpm
Max speed: 240 kph. 0-100 kph: 6.9 secs

Saab Aero X Concept (2006)
Monocoque construction, 2-seater coupé, canopy opening, all-wheel-drive
V6 BioPower, twin turbochargers, 2792 cc. 7-speed gearbox
Max. power: 400 hp @ 5,000 rpm. Max. torque: 500 Nm @ 2,000 rpm
Max speed: 250 kph (limited). 0-100 kph: 4.9 secs (projected)

A thank you to Bob Sinclair for taking the time to provide this writeup in his own words, it is an honor to share this with the Saab community.

Regarding my first tenure with Saab (then known as Saab Motors, Inc., of course, and headquartered at 405 Park Avenue, NYC), I signed on as a Field Sales Representative in March of 1958. The management group at that time was as follows:

President – Ralph Millet, Exec. VP – J. Bruce McWilliams, Sales VP – John Potter, Service Manager – Bob Wehman

I don’t recall the name of the parts manager, who ran the parts depot at Hingham MA.

I was the second field sales rep hired. John Goff was the first. When I joined the company, John was assigned New England. I had all the rest. “All the rest” extended west to the Mississippi; south to the North Carolina border, as Saab was very much a regional operation in the early years. There was one service dealer at Culver City CA, Lindquist Motors run by Ingvar Lindqvist. For a year or so I covered the territory in a 93B stroker.

We then hired five more sales reps, and I was called into the home office with the title of Field Staff Supervisor. Soon after that, Harvey Janes was hired as PR Manager and Jim Dailey was hired as Advertising Manager. It turned out that he was a bit overly fond of liquid luncheons, and in due course he was released and I was asked to add responsibility for the company’s advertising. I knew literally nothing about advertising.

The first thing did was walk over to a bookstore on Park Avenue and buy a book: “The Fundamentals of Advertising.” Dissatisfied with the quality of the company’s press releases, I took up the self-appointed task of editing them before they were issued. The PR Manager wasn’t exactly thrilled by this, but I left him no choice. He eventually resigned, and I took on the PR job as well. During these times the Sales Manager, John Potter, had differences with Ralph Millet and was fired. My title was changed to Acting Sales Manager…and I continued handling advertising and PR as well. As I have often commented, “Life is a learning experience.” Those few years sure were a learning experience for me, still in my 20s.

After some time passed, the parent company sent Jonas C:son Kjellberg over to be Sales Manager; the same Jonas Kjellberg who returned to Sweden a few years later, but came back as President in 1972. Soon after that, Mr. Millet got approval to move headquarters from New York City to New Haven CT. Moving to New Haven wasn’t congruent with my personal career goals, so I resigned and joined Volvo’s eastern distributor with offices across the Hudson in Englewood Cliffs NJ. My title was Ad Manager, but I soon started handling the PR function, plus distribution and a few other activities. Basically, I because Marketing Manager of the distributorship, but my title remained Advertising Manager until 1967 when I was promoted to President of Volvo’s western distributorship headquarters at Torrance CA. In 1978 I moved back to Volvo North America headquarters, then at Rockleigh NJ, as VP Marketing. I resigned one year later to re-join Saab.

Click here to visit the interview of his later years (1979-1991)

I am extremely pleased to have received this information today and look forward to any other information that Dick Karl can provide Saabhistory for the record and our learning about the SAAB landscape in that era.

Update: Dick Karl has provided a wonderful historical writeup for our enjoyment and here it is in his own words:

1st at Karl Buick, Inc.,145 Elm Street, New Canaan, CT. . and later at SAAB of New Canaan, Inc.,43 Vitti St. New Canaan, CT Karl Brothers, Inc. was started in 1914 by Brothers John M., Stephen
E., and Joseph A. Karl. and was in the Buick business. After WW II John’s 3 sons, John B., Dick and Larry came into the Buick business. In 1957 we began thinking of adding a small car to the Buick line.

Lighthouse Motors, Inc in Brewster NY (20 miles to the north) signed on with SAAB in February of 1957 and ran adds in our local paper for this small car whose engine had only 7 moving parts. Soon there were sightings of this cute little car running about New Canaan so we called Merwin Dickens, our friend at Lighthouse Motors about SAABs. This led to a meeting with J. Bruce MacWilliams the Sales Manager of

SAAB Motors, Inc. whose office was in Manhattan. Karl Buick signed with SAAB and became official dealers on Nov. 19th, 1957. When Karl Buick went out of business at the end of 1970 Dick Karl and Anthony Mazzola ( the Karl Buick’s SAAB service specialist) were able to renew the SAAB franchise as SAAB of New Canaan, Inc.

SAAB of New Canaan, Inc. had ten good years with SAAB until our leased premises became unavailable for renewal. We closed in December of 1981.

I want to thank you for your interest.
Richard J. Karl

A special thank you for this vintage photography.

What: SAAB dealership

Who: Karl Brothers, Inc.

Where: 145 Elm Street, New Canaan, CT, USA

When: February 1957 – December 1981

This Saab Dealership section can be accessed directly from this link here

Photo Credit: Remge, 3/32 scale hand built dealership model

In an effort to uncover more information about the SAAB dealership known as SAAB Cape Cod, an individual in the West Barnstable area of Cape Cod, Massacchusetts has recently provided some wonderful present day photographs for us to enjoy.

I also understand that some vintage photography will be coming our way shortly, so please check back often.

Thank you Mark for your investigative photo journalism.

What: SAAB Cape Cod

Who: Kurt Vonnegut, Sales Manager

When: 1957 – 1961

Where: Route 6A- Main Street- in West Barnstable, Massachusetts (USA) near the intersection with Parker Street (and Plum Street).

Photo Credit: Mark

Photo Credit: Mark

Photo Credit: Mark

Photo Credit: Mark

Image Credit: Google Earth

There have been a number of Presidents that have represented the Saab brand in the United States over the years, so I thought it would be a good time to provide such historical information for your reference beginning with Ralph T. Millet, the individual that was responsible for bringing the SAAB brand to the U.S. back in 1956.

This information has been verified, but there are still some additional pieces of information that need to be included and possibly corrected at this point. If you would like to submit your additions or corrections, please add your comment to this post.

Ralph T. Millet - Dec.1956-1971, Board of Directors 1979-1987
J. J. (Jerry) Upham – 1971 (15 months)
Jonas C:son Kjellberg – 1972 – May 1979
Bob Sinclair – May, 1979 – Sept. 1991
Sten Helling – Sept, 1991 – Oct, 1991
Bill Kelly – Oct. 1991 – Feb 1994
Jim Crumlish – Feb 1994 – June, 1996
Joel K. Manby – June 1996 – Apr. 2000
Dan Chasins – Apr. 2000 – Sept. 2002
Debra Kelly-Ennis – Sept. 16th, 2002 – Mar. 2005
Jay Spenchian – Apr. 1st, 2005 – April 13, 2007
Steve Shannon – April 16th, 2007 – (October 17th, 2008* No longer President, but reclassifies position while also splitting up responsibilities by a 1/3rd with Cadillac & Hummer as Executive Director, Marketing, Premium Channel North America)) – April 16th, 2009
Mike Colleran – Sept 3rd, 2009 – Present

My father, an artist and friend of Vonnegut’s at the time, worked with him in the Saab Dealership. It was a shoestring operation, and only lasted a short time, but was located in what I think was the old West Barnstable fire station on Route 6A, which is still there

It also appears from the letterhead that is illustrated in Vonnegut’s “A Man Without A Face” novel, that SAAB Cape Cod was located on Route 6A, W. Barnstable, Massachusetts.

Now all we need are some original vintage photographs and in the meantime, a photograph showing this location at this fire station.

I just received a photograph from Saab Automobile that was done a few months ago that features the Saab Aero-X and the Draken Fighter Jet. I think the winter backdrop is quite nice. Enjoy.

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 Ã…ke 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.”