The film you are about to see is certainly a unique mix featururing footage of Scania, SAAB Aerospace as well as SAAB Automobile. The variety of footage of these industries that were all a part of Saab-Scania AB at the time include manufacturing, testing, development, design, promotional clips, out takes and a number of other bits that I think you will find particularly unique and rather interesting.

Please enjoy the film and post your comments below.

Saab-Scania – 22 Minutes & 22 Seconds, 1979

Photo Credit: Saab Automobile

The Saab 900 continued the legacy of the 99 as a Combi Coupé / hatchback and was first introduced in 1979 and was produced for 15 years until it came to an end in 1993.

The 900 was designed by Saab designer, Bjorn Enväll and was produced in Uusikaupunki, Finland, Arlöv, Sweden, Malmö, Sweden and Trollhättan, Sweden

The Saab 900 became known as the classic 900 when it rolled off of the production line on March 26th, 1993 in an Imola Red 900 Aero, which was subsequently driven directly to the Saab Museum in Trollhättan.

This model for SAAB came equipped with the following specifications:

Exterior:

Combi Coupe / hatchback, three and five doors, five seats, 1,174kg/2,583 lbs, flip up forward hinged clam shell like hood, wrap-around windshield, hockystick shaped c-pillar, painted grille, rear rubber spoiler on turbo models, halogen headlights, bumpers from Saab 90 on all models up until 1986.

1979 MY GLI, EMS, with air filter.
1980 MY New Grille & Tail Lights, TRX Wheels
1981 MY 3-door, and now Four Door Sedan Offered, shown at Geneva Motor Show, larger side mouldings, all models reduced in U.S. to just 900 for base and 900S for EMS and 900 Turbo.
1982 MY Central Locking on GLE (900S & Turbo models), wie angle rear view mirror now available, 400 limited edition 25th Anniv. models Added with Two-Tone Blue/Grey, alloy wheels, 25th anniv steering wheel emblem.
1983 MY Front Parking Lights, Rear Fog Lights and electrically operated sunroof, leather was an option on Turbo models.
1984 MY New Silver-Grey Grille with slightly rounded corners, and 900 (GLE), 900S (EMS) and Turbo had three spoke steering wheel,SPG Prototype launched
1985 MY 900, 900S, 900 Turbo, SPG added, Saab-Scania Emblem on Hood, trunk and steering wheel, four door turbos had rear spoiler
1986 MY 900, 900S, 900 Turbo, SPG Side Indicator lights added to front fenders
1987 MY 900, 900S, 900 Turbo, SPG New Facelift on all models, 900, 900S, 900 Turbo, SPG that included bumpers, bumper extensions front and rear, new grille, headlights and corner markers with integrated spoiler on front bumper for turbo models
1988 MY 900, 900S, 900 Turbo, SPG New Wheels To account for new hubs & brakes, same as 9000, window strips black, handles, decor plate and tinted windows.
1989 MY 900, 900S, 900 Turbo, SPG Third Brake light mandatory for U.S. Models, although this was present back in 1987 MY as campaign recall.
1990 MY 900, 900S, 900 Turbo, SPG Light Pressure Turbo 145hp introduced (LPT) in all markets, except for U.S. where 900S was Normally aspirated (ie. N/A), fuel tank increased from 63 to 68 litres.
1991 MY 900, 900S, 900 Turbo, SPG
1992 MY 900, 900S, 900 Turbo
1993 MY 900, 900S, 900 Turbo, 325 900 Commemorative Editions.

Interior:

Curved Instrument & Dash board panel, telescopically collabsible steering column, center mounted ignition switch and pollen filter.

1979 MY New Instrument Panel.
1980 MY New Seat with vertically adjustable head restraint.
1981 MY New Rear Seats, Electric Windows, larger fuel tank & trunk, spare tire under floor.
1983 MY Tachometer
1986 MY Center Armrest added
1991 MY Electrostatic compartment air filter added, same seats as 9000 with electrically adjustable driver’s side seat

Chassis:

Unitary construction, independent front suspension, wishbones, coil springs, rear solid axle, Panhard Rod, coil springs, telescopic shock absorbers, Front disc brakes, vacuum servo rear, twin circuit braking, rack and pinion steering, 58 litre fuel tank, 165SR15 tires, 5″ rim.

1983 MY Asbestos free brakes.
1988 MY New Brakes & Wheel Hub configuration, handbrake worked with rear wheels now, opposed to front.
1992 MY ABS (Anti-Lock Braking System) included.

Engine:

Engine Four-cylinder longitudinally mounted, 90x78mm, 1985cc, compr: 9.2:1, 118hp @ 5,500 rpm, 167Nm @ 3,700 rpm, Overhead valves, four cylinder, two valves per cylinder, ohc valve gear, one chain driven ohc, aluminium alloy cylinder head, cast iron block, 5-bearing crankshaft, Bosch CI injection, water cooling, viscous fan.

1979 MY GL 100hp engine, GLS 108hp twin carb, GLi, GLE, EMS Fuel Injected 118hp, Turbo 145hp
1981 MY Lighter & Stronger H Engine, GLE offered in only four door sedan
1982 MY Automatic Performance Control (APC)
1983 MY Five Door 900 GLi model with 118hp offered in Sweden.
1984 MY 900 T16S Aero Available in certain markets in Black or Silver, 900 SPG “Prototype” offered, LH Fuel Injection
1985 MY 900 base model had 100hp, 900i fuel injected 118hp, 900 turbo had 145hp, 900T16S 175hp (SPG in U.S. market)
1986 MY Intercooler added to existing eight-valve turbos, hydraulic engine mounts added to 16valve engines
1987 MY Catalytic Converter Added
1988 MY Water Cooled Turbo added
1985 MY 16 Valve 2.0 Liter Turbo & N/A Engine, 175 hp
1991 MY 16 Valve 2.1 (2,119cc) Liter Normally Aspirated Engine

Transmission:

Front-wheel drive, four and five speed transmission.

1980 MY Five Speed Transmission optional on EMS & Turbo models.
1991 MY Upgraded 5-Speed Transmission

Dimensions:

Wheelbase 252.5cm/99.4″
Front Track 142cm/55.9″
Rear Track 143cm/56.3″
Ground Clearance 15cm/5.9″
Turning Circle 11.25m/36’11″‘
Length 473.9cm/186.5″
Width 169cm/66.5″
Height 142cm/56.25″
Performance Max Speed 105 mph/169 kph
22.5 mph/36.1 kph @ 1,000 rpm
Acceleration 0-60 mph 13.3 secs
Standing Mile 18.2 secs
Average Fuel Consumption 24.5mpg

Global Production:

Model Year – Units

1979 MY – (U.S. Import 11,297)
1980 MY – (U.S. Import 12,906)
1981 MY – (U.S. Import 7,759)
1982 MY – (U.S. Import 16,946)
1983 MY – (U.S. Import 22,777)
1984 MY – (U.S. Import 31,638)
1985 MY – (U.S. Import 38,720)
1986 MY – (U.S. Import 36,973)
1987 MY – (U.S. Import 36,194)
1988 MY – (U.S. Import 28,321)
1989 MY – (U.S. Import 24,490)
1990 MY – (U.S. Import 24,490)
1991 MY – (U.S. Import 14,561)
1992 MY – (U.S. Import 14,829)
1993 MY – (U.S. Import 9,936)

908,817 Saab 900s were produced globally from 1979 to 1993.

Photo Credit: Saab Automobile:

The Saab 99 Combi Coupe or Wagonback as it was initially referred to in the U.S. arrived in 1974 following the Saab 98 prototype while it took on the additional characteristics of the 99.

The Saab 99 Combi Coupe was designed by Bjorn Envall and was produced in Uusikaupunki, Finland as well as Trollhattan, Sweden.

The Saab 99 Combi Coupe was a hatchback and known as the Wagonback in the U.S. and was Saab’s first designer, Sixton Sason’s final project of the 99, to be produced.

This model set the history books as the first true “hatchback” for Saab and the first model is on display today at the Saab Car Museum.

This model for SAAB came equipped with the following specifications:

Exterior:

1974 MY Combi Coupe / hatchback, three and five doors, five seats, 1,174kg/2,583 lbs, flip up forward hinged clam shell like hood, wrap-around windshield, hockystick shaped c-pillar, rear rubber spoiler on turbo models, halogen headlights
1976 EMS Version Added
1978 MY Inca wheels added to Turbo models, front and rear spoilers

Interior:

1974 MY New Front seats with integrated head restraights, new HVAC, new door skins, EMS included center armrest.
1976 MY Electrically heated rear window and adjustable rear view mirrrors and tinted windows.
1977 MY Turbo model included luxurious interior

Chassis:

Unitary steel body/ chassis with tubuar reinforcement to pillars, independent front suspension, coil springs and wishbones, rear tubular dead beam axle located by twin longitudinal arms and panhard rod, coil rear springs, telescopic shock absorbers, ATE Disc brakes, twin diagonal circuit braking, rack and pinion steering, 46.8 litre fuel tank, 155×15 tyres, 4.5″ rim.

Engine:

Four-cylinder longitudinally mounted, 83.5x78mm, 1,709, compr: 9.0:1, 80hp @ 5,200 rpm, 131.42Nm @ 3,000 rpm, Overhead valves, two valves per cylinder, ohc valve gear, overhead camshaft, chain camshaft drive, two-stroke, aluminium cylinder head, cast iron block, 5-bearing crankshaft, Stromberg CD type 175 carburettor, water cooling with thermostat controlled fan.

1974 MY Had a new 1,985cc 100hp engine with increased fuel tank, 99 EMS had Bosch Continuous injection system capable of 118hp.
1978 MY 99 Turbo introduced99 Turbo Engine introduced
1979 MY Larger Fuel tank made of polyetheylene, stronger rear axle, upgraded front suspension, semi metallic brakes, same bumpers as 900 models.

Transmission:

Front-wheel drive, four-speed gearbox, spiral bevel final drive, 4.22:1, automatic option (1970)

Dimensions:

Wheelbase 252.5cm/99.4″
Front Track 142cm/55.9″
Rear Track 143cm/56.3″
Ground Clearance 15cm/5.9″
Turning Circle 11.25m/36’11″‘
Length 473.9cm/186.5″
Width 169cm/66.5″
Height 142cm/56.25″
Performance Max Speed 105 mph/169 kph
22.5 mph/36.1 kph @ 1,000 rpm
Acceleration 0-60 mph 13.3 secs
Standing Mile 18.2 secs
Average Fuel Consumption 24.5mpg

Global Production:

Model Year – Units

1974 MY
1975 MY
1976 MY
1977 MY
1978 MY

Photo Credit: Saab Automobile AB

The Saab 99 debuted at the New York Auto Show in April of 1969 as the successor to the 96. The 99 was initially designed as a larger 96, however over the time this model became the initial signature design and inspiration for future Saab designs of today.

The 99 was final vehicle that the first Saab designer, Sixten Sason’s designed. However, this design was collaborated with Bjorn Enväll and was produced in both Trollhättan, Sweden as well as Uusikaupunki, Finland.

The production of this model began as a 1969 model year and continued until 1984.

This model for SAAB came equipped with the following specifications:

Exterior:

Saloon, two doors, five seats, 955kg/2,105.4 lbs.

1969 MY 99 Colors included red, white, blue, green black and beige.
1970 MY 99 Four Door Launched, Colors included Polar White, Silver sand, Toreador Red, Savannah Beige, Sea Green, Black and Medium Blue.
1971 MY 99 Headlight washer/wiper system, new double rectangular grille.
1972 MY 99, 99 EMS Impact Absorbing Bumpers Added, larger indicator/parking lights, round headlamps for U.S. eliminating wash/wipe for this market. EMS Model available in copper coral metallic, alloy wheels
1973 MY 99, 99L, 99 EMS Side Impact Protection, matt black grilles and halogen headlights, again except U.S. with round headlights, plain wheels,
1974 MY 99, 99L, 99 EMS, 99 Combi Coupé which was a hatchback and known as the Wagonback in the U.S.
1974 MY 99, 99L, 99 EMS, 99 Combi Coupé
1976 MY 99, 99L, 99GL, 99 GLE, 99EMS, 99 Combi Coup̩ Р99 GLE added with 118hp, auto and power steering, double headlamps.
1977 MY 99, 99L, 99GL, 99 GLE, 99 EMS, 99 Combi Coupé all had larger headlamps with side reverse lights. Sedans had larger rear lights and larger glass areas. All models were pre-wired for radios and speakers.
1978 MY 99, 99L, 99GL, 99GLE, 99 EMS 2-door and 3-door, 99 Combi Coupé, 99 Turbo introduced in pearl white with inca wheels, front and rear spoilers.
1979 MY 99GL, 99GLE and 99 Turbo, other 99 models were eliminated with the new 900, 2-door 99 turbo available in marble white and acacia green metallic sold to Swedish, German, Swiss and Dutch markets.
1980 MY 99GLS, 99 GLi, 99GL, 99 Turbo Low side mouldings added
1981 MY 99 had wing mirrors adjustable from inside.
1982 MY New Grille, side mouldings and wheels.
1983 MY New Bumpers from 900, larger mouldings, new grille same as 900, new fog lights, asbestos free brakes and sunroof option for 5-speeds.
1984 MY Final Year.

Interior:

1968 MY 99 Ignition Between The Seats
1970 MY 99 Improved lighting with clock, lighter and ashtrays, three point seatbelts.
1971 MY 99 Rear View Mirror Added anti-glare attachment, dash instruments updated.
1972 MY 99, 99 EMS Heated Seats, EMS had leather steering wheel, tach
1974 MY New Front seats with integrated head restraights, new HVAC, new door skins, EMS included center armrest.
1976 MY Electrically heated rear window and adjustable rear view mirrrors and tinted windows.
1980 MY 99 had same seats as 900
1981 MY 99 had both front and rear seats from 900, new steering wheel, 99GL had electrically adjustable mirrors and tinted windows.
1983 MY New Center Console
1984 MY Breakerless ignition system, more headroom, and automatic electric heating.

Chassis:

Unitary steel body/ chassis with tubuar reinforcement to pillars, independent front suspension, coil springs and wishbones, rear tubular dead beam axle located by twin longitudinal arms and panhard rod, coil rear springs, telescopic shock absorbers, ATE Disc brakes, twin diagonal circuit braking, rack and pinion steering, 46.8 litre fuel tank, 155×15 tyres, 4.5″ rim.

1974 MY Braking system improvements, reinforced chassis.

Engine:

Four-cylinder longitudinally mounted, 83.5x78mm, 1,709, compr: 9.0:1, 80hp @ 5,200 rpm, 131.42Nm @ 3,000 rpm, Overhead valves, two valves per cylinder, ohc valve gear, overhead camshaft, chain camshaft drive, two-stroke, aluminium cylinder head, cast iron block, 5-bearing crankshaft, Stromberg CD type 175 carburettor, water cooling with thermostat controlled fan.

1970 Aluminum exhaust
1971 MY 99 1,854cc engine delivered 86hp,or 95hp with electronic fuel injection (99E)
1972 MY 99, 99 EMS 88hp 1.85 engine or 97hp fuel injected engine, with auto or standard, no more freewheel, EMS had new 1985cc engine with Jetronic electronic fuel injection.
1973 MY 99L had a 1.85 litre engine, 99 EMS had a 1,985cc engine, V4 engine available for Scandinavian markets.
1974 MY Had a new 1,985cc 100hp engine with increased fuel tank, 99 EMS had Bosch Continuous injection system capable of 118hp.
1978 MY 99 Turbo Engine
1979 MY Larger Fuel tank made of polyetheylene, stronger rear axle, upgraded front suspension, semi metallic brakes, same bumpers as 900 models.
1980 MY 99GL had 100hp engine, 99 GLS had 108 twin-carb engine, GLi auto had 110hp and 99 Turbo had 145hp.
1981 MY 99GL had single carburettor, with special eddition of 1,600 with 118hp. GLi had a special options for Scandinavian markets.

Transmission:

Front-wheel drive, four-speed gearbox, spiral bevel final drive, 4.22:1, automatic option (1970)
1971 MY 99 Manual transmission for 1.7 liter engine and auto for 1.85 engine.

Dimensions:

Wheelbase 247.65cm/97.5″
Front Track 139.7cm/55″
Rear Track 140.35cm/55.25″
Ground Clearance 16.5cm/6.5″
Turning Circle (L) 9.6m/31.5′, (R) 9.45m/31′
Length 434.4cm/171″
Width 167.5cm/66″
Height 142.9cm/56.25″
Performance Max Speed 90 mph/145 kph
17.7 mph/28.4 kph @ 1,000 rpm
Acceleration 0-60 mph 15.2 secs
Standing Mile 20.2 secs
Average Fuel Consumption 26.6mpg (test)

Global Production:

Model Year – Units

1969 MY – ?
1970 MY – ?
1971 MY – ?
1972 MY – ?
1973 MY – ?
1974 MY – ?
1975 MY – ?
1976 MY – ?
1977 MY – ?
1978 MY – ?
1979 MY – ?
1980 MY – ?
1981 MY – ?
1982 MY – ?
1983 MY – ?
1984 MY – ?

588,643 units were produced during this time.

Photo Credit: Saab Automobile AB

The SAAB 96 debuted in 1960 as a successor to the 93F.

The 96 was made famous by notable legendary Saab Rally Champions Erik “On The Roof” Carlsson as well as his wife, Pat Moss.

The 96 was built in the Trollhättan, Sweden factory due to capacity in and the V4 models began production in Uusikaupunki, Finland factory.

This model had the longest run of any Saab in history at 20 years, where it went until 1966 when it was converted into model equipped with a V4 engine in 1967 that carried it all the way until 1980.

On the 8th of January, 1980 the last Saab 96V4 rolled off the production line in Finland. The last 96V4 off the production line was driven by rally legend Erik Carlsson from Finland direct to the Saab Museum at Trollhättan where it is on display today.

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

Exterior: Saloon, two doors, five seats, 813kg/1,792 lbs.

1962 MY City grey and arctic ocean blue colors
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 “96 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 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. A Special “Silver Jubilee Model” with silver metallic presented in spring.
1976 MY 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. Enlarged rear light clusters with reversing lights. New Rubber Trunk handle and spoiler. Emblem denoting 68hp engine. Jade Green and Laguna Blue substituted Opal Green and Astral Blue colors.
1979 MY Black Window Surrounds, colors added included Alabaster Yellow, Chamotte Brown, Midnight Blue, Solar Red and Marble White. All production moved to Finland this year.
1980 MY Final Year, finished in aquamarine blue metallic, upgraded equipment such as alloy wheels.

Interior

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 The Saab 96 was now designated 96L due to a new floorpan redesign which gave 5cm of legroom to rear seat passengers and, on the 95V4.. Rear Bench Seat Was removed to the relocation of a spare wheel.
1977 MY Front Seats had 99 style, including head restraints, heated rear screen.
1980 MY plush upholestery

Chassis:

Internal steel body shell, independent front suspension, coil springs and wishbones with anti-roll bars, beam axle, coil rear springs, telescopic shock absorbers, hydraulic drum brakes, single circuit braking, rack and pinion steering, 39.78 litre fuel tank, 5.00/5.20×15 tyres, 4″ rim.
Dimensions

1962 MY “Saab Sport Chassis”, 1962 MY Interference suppression,vacuum conrolled ignition setting
1963 MY “Saab Sport Chassis”
1964 MY “Saab Sport Chassis”, Diagonal split brakes
1965 MY “Saab Sport Chassis”
1969 MY Servo assisted brakes

Engine:

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, downdraught Solex 4UAI or BI carburettor, fan, thermostat and pump.

1960 MY 841cc, 38hp.
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, Monte Carlo 850
1967 MY New V4- Engine (1967-1978) Four cylinder in V configuration, four stroke 1498cc 65 hp, new alternator, new battery and starter, Monte Carlo 850
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
1977 MY Twin-Choke Carburettor raised horsepower to 68 hp with the designation to the model as 1977B.

Transmission:

Front-wheel drive, three-speed gearbox, hypoid bevel final drive, 5.43:1. Four-speed gearbox, Saxomat.

Dimensions:

Wheelbase 248.9cm/98″
Front Track 122cm/48″
Rear Track 122cm/48″
Ground Clearance 17.8cm/7″
Turning Circle (L) 10.29m/33.75′, (R) 10.74m/35’25″
Length 402.6cm/158.5″
Width 157.5cm/62″
Height 147cm/58″
Performance Max Speed 75.3 mph/120.88 kph
Acceleration 0-60 mph 25.6 secs
Standing Mile 23.6 secs
Average Fuel Consumption 32.3mpg (test)

Global Production:

Model Year – Units

1960 (2 Stroke) – ?
1961 (2 Stroke) – ?
1962 (2 Stroke) – ?
1963 (2 Stroke) – ?
1964 (2 Stroke) – ?
1965 (2 Stroke) – ?
1966 (2 Stroke) – ?
1967 (2 Stroke / V4) – ?
1968 (V4) – ?
1969 (V4)- ?
1970 (V4)- ?
1971 (V4) – ?
1972 (V4) – ?
1973 (V4) – ?
1974 (V4) – ?
1975 (V4) – ?
1976 (V4) – ?
1977 (V4) – ?
1978 (V4) – ?
1979 (V4) – ?
1980 (V4) – ?

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.

I have just received the 1974 Saab 99 Television ad from the United Kingdom titled “Ghost”, enjoy!

A thank you for everyone who has contributed to getting this film converted for others to enjoy as part of the “Saab Film Project” here on Saab History.

This ad brings the total Saab History video archive to 438 total films!

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

Photo Credit: Building Design & Construction

I have recently received an article from the Building Design & Construction publication dated, October of 1974 that describes the unique building design and signage of former Saab-Scania of America, Inc. headquarters at 60 Marsh Hill Road in Orange, Connecticut.

This headquarters was first occupied in 1972 and that continued until 1992 when the staff relocated to Norcross, Georgia.

I wonder if the same architectural firm that was contacted again, when the signage was installed that read “SCANIA” on the other side of the building, flanking the SAAB sign which was added some years later (year presently unknown). The font looked slightly different.

Here is the original article republished with permission from the publication. Enjoy.

Billboard building – Before it received the design contract for the new Saab-Scania U>S. headquarters building in Orange, Conn., New Haven architects Orr, deCossy, Winder & Associates never had worked with metal systems. With its lease nearly up, Saab decided it wanted its own building. And it wanted a distinctive building in very short order. So Russell Santora decided to try metal systems for the two-story building. Realizing the owner wanted a bold identity, Santora did not want to resort to other materials to dress up the factory-made components. Instead he approached the deisgn using the concept of “billboard as a piece of architecture. We used metal supergraphics because the building is viewable only for a few seconds from a major highway.” Santora said. Through the cooperative effort of project architect, owner, and contractor, the 96,000-sq-ft. building was completed in five months.

Source: Building Design & Construction

Photo Credit: Saab-Scania of America, Inc. – 1979

As a follow-up to the Saab collaboration with the Aspen Police Department, I have recently acquired a vintage photograph within a rather large donation to Saab History.

This photo depicts three brand new 1979 Saab 900 GLE Combi Coupes and was taken at exactly the same location where the previous photo was taken at the base of the mountain in downtown Aspen, Colorado.

In 1960′s SAAB had a dealership in Keene, New Hampshire the same city where the New England Saab Association Saab Club also began. SAAB’s first dealership actually began in Keene with Robertson Motor Cars on 124 Main Street, Keene, New Hampshire, then another dealership was added just South of the downtown area on a major route (Rte 12) and ideal for visibility by the name of “Taylor Imports”, selling SAAB 96′s & SAAB 99′s.

This past weekend, I passed through this route, where I spotted a beautiful silver Saab 9-3 SportCombi with Vermont plates. In the photos you see below, this building that is currently occupied by Sam’s Outdoor outfitters was the SAAB dealership “Taylor Imports” in 1975 which was the only dealership in the city at this time as Robertson Motor Cars wrapped up business in 1972 as the former owner has indicated to me most recently in a telephone interview.

The wonderful couple that I met who owned this Saab 9-3 SportCombi had apparently just bought it at P.J.’s Saab in Burlington, Vermont and have recently moved to Keene, New Hampshire. During our discussion, I asked them what they enjoyed most about their Saab and their response was that the “Heated Seats, the Cargo area to take their dog around with them, plus the front wheel drive and safety aspects were the big selling points”. When I indicated to the couple that the parking lot where we were currently standing used to be a SAAB dealership, they said that is interesting and would be really helpful if it was still a dealership today because of their proximity to a Saab dealership for servicing at the present time. Currently, they understood the nearest Saab dealership for them was Pioneer Saab & Volvo in Deerfield, Massachusetts at 34 miles from Keene, New Hampshire. I indicated that there is actually another Saab Dealership by the name of Tracy Banks Saab in the state’s Capital in Concord, New Hampshire that was a bit closer that the former and they were very thankful for the help.

What began as a simple Saab Sighting turned out to be a wonderful experience from the conversation about the overall happiness about this couple’s recent Saab 9-3 SportCombi purchase to the trip down memory lane standing on the original site of the former SAAB dealership in Keene, New Hampshire.

If you have a story that relates to Saab’s history anywhere in the world that would be interesting, be please send your content and photographs to info @ saabhistory.com and I will happily communicate it in the best possible way for our visitors.

On Friday, the 8th of June, 2007 at the Saab Festival, the legendary Per Gillbrand also known as “Mr. Turbo” who was responsible for introducing the turbocharger in 1977 ran a seminar on the combustion engine inside of the Saab Museum.

While the seminar itself was entirely in Swedish, some of the visuals were interesting for photographs, I declined to film it due to the global audience that visits Saab History would require English as the international language standard.

I have however provided an informative film done in 1979, two years after the turbocharger was introduced into production models that shows Per Gillbrand explaining in an interview just how a Turbocharger works.

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

CONTACTS

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)

Photo Credit: Per Eklund Racing

Per Eklund, a legendary Saab rally driver and native to Sweden, continues to expand on his long history of rally driving behind the wheel of the SAAB 96 V4 in the early days to a Saab 9-3 Sport Sedan today.

I have included a well written bibliography of Per Eklunds rally history referenced from his website as well as a historical rally history timeline that will act as an evolving work in progress as Per Eklund’s history continues to be written.

Per Eklund
How it all started.

Per Eklund began competing in local rally tournaments three weeks after his 18th birthday for it was only then when he could get a drivers license. Before his eighteenth birthday he rode as a co-driver/navigator for his father Torsten and his brother Lars. Those first years Per competed in cars that he found and could afford. His very first competition car was a Volvo PV 544, it was his fathers driving school car.

The first car which he owned himself was a used 1955 Volkswagen. His second car was a Saab 93 with a two stroke motor. In 1967 he bought a new Saab V4, with which he competed in the district Championship in rally. Up until 1968 Per belonged to a small but promising group of young drivers who got to purchase race cars direct from the Saab factory in Trollhättan. He won his first big race in a Saab 96 V4, during the 1969 season (Norska Vinterrallyt).

The year following he received additional support from Saab and was included in the Saab Factory team until 1979. Among Per’s victories during these years some of the greater placements were first place in the World Championships race in the Swedish Rally (Svenska Rallyt) in 1976, another two wins in Norway (Vinterrallyt 1971 and Firestone 1972) as well as victories in the Dutch Texaco Rally 1972. During his days with Saab Per Eklund also made some good placements in the World Championships races in Finland (Tusen Sjöars Rally), Austrian Alp rally and Great Britain RAC-rally.

At the same time that he drove Rally Per also began to drive Rallycross on both national and international levels. His Rallycross career thus began even as the sport was introduced in 1971. Per had already tried Rallycross in 1969 in a Dutch competition where he drove a specially tuned Saab (this car had belonged to Pat Moss-Erik Carlsson). Per also won the very first Swedish Rallycross tournament 1971 in Hedemora.

He and his teammate Stig Blomqvist were during the following year a main attraction in the Dutch TV-broadcasted Championships as well as in the European Championships in Rallycross. When Saab stopped their participation in the World Championships in rally, Per Eklund was immediately offered a place on many of Europe’s rally teams. His first assignment was to develop and compete in a Fiat Ritmo for the Italian carproducer. Per had similar assignments with Volkswagen, which launched Golf GTI at that time. British Triumph as well as Japanese Datsun/Nissan and Toyota also became one of Per’s employers during the 1970′s and 1980′s.

Source: Per Eklund Racing

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)

The main reason behind the relocation & consolidation was that current President of SAAB Motors, Inc. Ralph T. Millet believed that “SAAB desired a good port of entrance to the East coast and wanted to stay in the North East which proved to be good sales region”. It was then decided to consolidate the headquarters in New York City as well as the distribution operations at Hingham, Massachusetts as well as Carteret, New Jersey. On September, 6th, 1961 SAAB Motors, Inc. franchise company SAAB Overseas, Inc. signed a contact to consolidate both of these import operations to this new location as well as a 10 year-year lease on the location with New Haven Terminal, Inc., the owners of the property.

This four-story building that is still standing today that was built at some time before World War I, includes the administrative offices on the top floor, parts & accessories on the second and third floors and final assembly and distribution on the main floor including the rear of the building.

It is important to note that the New Haven Chamber of Commerce was instrumental in securing the building and the 2-acres of land nearby for the storage of SAABs as an alternative to the year and a half search that included the Bridgeport, Connecticut area that was also considered, but turned town in comparison to what the 100 Waterfront Street location in New Haven could provide.

This location proved to be successful as a one-stop-shop housing the aforementioned administrative offices, technical school, parts supply, and warranty service

Saab Motors, Inc. operated at this location for 10 years before moving to their new headquarters to 60 Marsh Hill Road in Orange, Connecticut in 1971.

Photo Credit & Caption: New Haven Register – September 9th, 1961 : Main Facade of 100 Waterfront Street

Photo Credit & Caption: New Haven Register – September 9th, 1961 : Rear Parking lot of 100 Waterfront Street

Photo Credit & Caption: New Haven Register – September 9th, 1961 : Fourth Floor Administrative Offices

Photo Credit & Caption: New Haven Register – September 9th, 1961 : Main Floor Final Assembly Workshop

Photo Credit & Caption: Saab Automobile USA – 1962 : Main Floor Final Assembly Workshop

It was on October 1st, 1961 when the first Saab models began arriving at this new location in New Haven, Connecticut by freighter. The first year there were approximately 11 shipments of roughly 450 Saab models that would be delivered that totalled 5,000 Saabs a year at this location. Another 1000 SAABs would be imported into the port at Jacksonville, Florida as well.

Photo Credit & Caption: New Haven Register – October 3rd, 1962 : Freight Ships unloading SAAB cars by crane at facility

Photo Credit & Caption: New Haven Register – October 14th, 1964 : Freight Ships unloading SAAB cars by crane at facility

Here are some photographs of the facility today taken on 6.29.2007.

Where: 100 Waterfront Street, New Haven, Connecticut

When: 1961-1971

What: Occupied by SAAB Motors, Inc.

Photo Credit: Google Maps

Saab-Scania of America, Inc. operated at this location for approximately 21 years (1972 – 1993) before they relocated to 4405-A International Boulevard, Norcross, Georgia to begin operation in 1994.

Caption: SAAB-SCANIA of America, Inc. 25th Anniversary in the United States – 1981
(L to R) Ralph Millet, a Saab Dealer and Bob Sinclair

Photo Credit: Saab Automobile USA

Caption: SAAB-SCANIA of America, Inc. 25th Anniversary in the United States – 1981
(L to R) Bob Sinclair & Bertil Roos and his patented Slide Car.

Photo Credit: Saab Automobile USA

Thanks to Saab Automobile USA for the digitizing of the photos from their photo archive as well as Bob Sinclair and Lennart Lonnegren for the information on the dates as well as the caption details.

Also, special thanks to Steven at Baker Properties in New York who has managed to provide us the birds-eye photo of this facility below.

Note: I am looking for anyone who has additional photographs of this building, specifically dead on shots that show the entire front facade of the building. Rumor has it that there was a time and I am unsure what year, but there was a SAAB Aircraft that sat on the front lawn of this facility as a reflection on the company’s long history of aircraft inspired design. If you have any photographs of the building at this time, that would be a great addition. It has also been mentioned that this entire facility including the jet were completely visible from both North & South routes of Interstate 95 as you can see in the photograph below.

Where: 60 Marsh Hill Road, Orange, Connecticut

When: 1972 – 1993

What: Occupied by Saab-Scania of America, Inc.

Caption: SAAB-SCANIA of America, Inc. 60 Marsh Hill Road, Orange, Connecticut – 1985

Photo Credit: Garen Photography

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

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

I am reposting this film again so that the site can obtain the remaining $90 in order to convert this film. This is the final 16mm vintage Saab-Scania film that needs to be converted. This film was done in July of 1979. I did not get a chance to get any video clips of this one, but I have managed to scan a scene from one the reel’s frames using my scanner. I don’t have any more information the film other than this.

I would like to get donations moving for this film at this time so we can wrap up these reels and get to the most recent footage that was submitted. We should see the light blue bar graph on the left-hand side grow to over $436 including shipping ($450) to ensure that this film can begin processing.

If you would like to contribute towards this effort, please click on the paypal button below to submit your donation.

* Note you do not need a paypal account to make a donation as the site allows secure payments from credit cards and debit cards as well.

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

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.”

Millet, a graduate from the Massachusetts Institute of Technology founded SAAB Motors, Inc. in 1956 in New York City. Mr. Millet’s first import into the United States was the SAAB model 93 and it first debuted at the New York Auto Show with the Sonett “Super Sport” (94). A year after the 93 was introduced, it was showcased at the Great American Mountain Rallye in Northern New England in 1957.

The SAAB 93 hauled off ships from Gothenburg, Sweden into the port of Hingham, Massachusetts (near the old location of the Shaw Saab dealership). As a result of Mr. Millet’s work and diligence, SAAB Motors grew and eventually moved to New Haven, Connecticut in 1961. In the the 1970′s the heavy harbour traffic in New Haven’s ports rerouted automobile transport boats to full operating ports across the United States and as a result, SAAB Motors, Inc. moved to Orange, Connecticut in 1972. During this time, Ralph Millet retired SAAB Motor’s Inc. became SAAB-SCANIA of America, Inc. Following retirement, Mr. Millet served on the Board of Directors of Saab-Scania of America from 1979 until 1987. While serving on the Board, he also became an industry relations export on government related issues in Washington, D.C.

Ralph T. Millet continued his support of the Saab community by his participation in numerous Saab Owners Conventions and other events. Mr. Millet passed on December 20th, 2002 in Middletown, Connecticut and I have provided you his obit written by longtime friend and colleague, Lennart Lonnegren.

Ralph T. Millet, 85, of Old Saybrook, CT., the man who brought the Swedish Saab cars into the United States, and was president of the Saab importing company, and who became a highly respected spokesman for the imported car business in the United States, as President and Chairman of the Automobile Importers of America, a group representing most of the companies importing automobiles to the United States, died Friday, Dec. 20, 2002, at Middlesex Hospital in Middletown, CT.

When the Saab automobile was first introduced into this country in 1956, it was a quite different automobile from those generally sold here. The car’s origin and the management of its importing company, were also somewhat different than what is common in the US auto business.

The first Saab cars were powered by an unorthodox two-cycle engine that required the addition of oil to the gasoline every time the fuel tank was filled; and in difference to most other cars the engine propelled the front wheels, instead of the rear wheels, As to its origin: it was manufactured by a company called Svenska Aeroplan Aktiebolaget (abbreviated Saab), that had previously been solely engaged in the manufacture of military aircraft.

Heading the US operation was not exactly your usual “car guy” but an aircraft expert. Ralph Turner Millet had had no previous experience in the automotive field, but would eventually become the representative for almost all of this country’s automobile importers, and steer his adopted company and its unorthodox product through more than 15 years of business ups and downs.

Ralph T. Millet, as a matter of fact, saw the little Saab car become something of a cult car, as well as one of the leaders in the field of automotive safety, before he relinquished his position as head of the importing company, to become a consultant to the company, and its spokesman in safety and environmental matters.

As Mr. Millet recalled it, the actual origin of the entry of the Saab into the US auto market, came at a dinner in Minneapolis, Minn., where the head of Saab, after a meeting with aircraft component suppliers, turned to Mr. Millet, at the time, a purchasing agent for Saab, and said that since Americans were buying Volkswagens, maybe they would also buy Saabs. Mr. Millet said that he seriously doubted the viability of selling a car with a two-cycle engine in the US, but the next day, back in New York, the Saab president persisted.

“He told me to reserve some space at the next New York Auto Show. He would send some cars over, and we would see what reaction they got. Then we would decide about selling the cars.”

A few months later four Saab 93 sedans and a prototype sports car arrived in New York, just in time for the 1956 New York International Auto Show. At the show itself, the reaction of both public and press was quite positive, and several auto dealers expressed their interest in representing the new Swedish make. One even bought a car for resale. Ralph T. Millet was about to change careers, from a specialist in procurement for the aircraft industry, to the job as head of the country’s newest imported car company.

That dinner meeting in Minneapolis was not really Ralph T. Millet’s first encounter with the Saab cars. Born in Boston on August 21,1917, Mr. Millet was educated at the Boston Latin School and received a degree in aeronautical engineering from the Massachusetts Institute of Technology in 1940, just in time to join the US Army Air Corps, where he reached the rank of lieutenant colonel. After the war he started a firm handling procurements for different corporations, one of them Swedish Saab. During his first visit to Sweden, in 1946, he heard of the company’s plans for a small car, and one of his earlier assignments for Saab involved the purchase of body presses for the new car. In 1948, he recalled, an early prototype car was sent to the US, and Mr. Millet had some discussions with the Willys Overland company about building the car. One early problem for Saab, however, was the shortage of suitable steel for the car bodies, It wasn’t until 1950 that the first Saab car was built sold, and not much was thought of exporting it until production reached adequate levels.

But after the 1956 New York Auto Show, Saab Motors Inc. was ready for business. The fist shipment of cars for sale to dealers arrived just before Christmas 1956 at the port of Hingham, Mass., where Saab had established a warehouse and make-ready facility. Fifteen dealers were signed the first year, and sales reached all of 2,200 units in 1958. “We made money in 1959,” recalled Mr. Millet, “but the next year the bottom fell out, when Detroit’s big three introduced their own small cars.”

In 1961 Saab Motors moved all of its operations to New Haven, Conn., leaving only a small aviation purchasing office – the operations Mr. Millet had originally started – in New York City.

The safety reputation of the Saab car has helped sell Saabs throughout the years, as the cars have gradually evolved, first by replacing the original two-stroke engine with a more acceptable four-stroke, and later with newer and larger model cars. Today the company, now Saab Cars USA Inc., and owned by General Motors, sells two distinct lines of cars, the 9-5 and the 9-3.

Safety has always been a major feature in Saab’s marketing efforts, and is something that has been the subject of Mr. Millet’s interest for many years. When the government stepped into the field of auto safety in the late 1960’s, Mr. Millet was one of the first representatives of the auto industry to be appointed to the new Highway Traffic Safety Advisory Council of National Highway Traffic Safety Administration. At about the same time, the first trade organization for the imported car industry was founded and Mr. Millet, after originally just representing Saab, eventually became president and chairman of the Automobile Importers of America. As spokesman for the imported auto industry, Mr. Millet was for many years a frequent testifier before congressional and other legislative bodies on matters relating to imported cars, remaining the Saab representative with the trade group, today called the Association of International Automobile Manufacturers, until quite recently.

In 1982 Mr. Millet was named to the Board of Directors of the successor company to Saab Motors Inc., Saab-Scania of America, Inc., which by then was involved not just in Saab automobiles, but also built and marketed Scania trucks and buses. Mr. Millet was heavily involved in establishing the Scania business in the US, initially in assessing the market possibilities for the Scania products, and later in helping set up marketing and manufacturing operations in the US. During the 1980’s, Scania operated a complete assembly operation in Orange, Conn. making city busses for a number of different US municipalities.

Always interested in Saab doings even after his retirement, Mr. Millet has been a frequent visitor at Saab dealer functions, as well as at Saab owner conventions, both in this country and overseas. Most recently he and his wife, Gunlog, attended the dealer preview of the all-new Saab 9-3 cars in Sweden this past summer, and the August Saab owner convention in Cincinnati, Ohio.

An active churchman, Mr. Millet was a life-long Episcopalian, and was Senior Warden Emeritus, as well as treasurer of the Grace Memorial Church in Old Saybrook, CT.

Ralph T. Millet resided in Old Saybrook Connecticut. Besides his wife, he leaves four children, Francis N. Millet of Clinton, CT; Charles G. Millet, of Dedham, Mass.; Mrs. Ronald Bearse of Alexandria, VA; and Miss Kristine R. Millet, of Dedham, Mass. He was predeceased by another son, Ralph Millet, Jr., and by his first wife, Elsie Johnston, who died in 1959.

A Memorial Service will be held Thursday, December 26, 2002, at 11 a.m. at the Grace Episcopal Church, 338 Main Street., Old Saybrook, CT. Contributions in the memory of Ralph T. Millet may be given to the Grace Church Memorial Fund, care of Grace Episcopal Church, 338 Main Street., Old Saybrook, CT 06475.