1993 marked the final year of the classic Saab 900 Hatchback (1979-1993) and during that year there were 325 “commemorative edition” models introduced to the market.

Thanks to Ric DiDonato and his website, http://www.saabce.com, I have been able to provide you some images as well as some specifications and additional information about this special commemorative models.

He has also provided an up-to-date registry list as well on the 1993 900 Commemorative edition Saabs, so please if you have one of these add it to the list!

1993 Saab 900 Turbo Commemorative Edition

The 900 Commemorative Edition Turbo Coupe was offered in the US market in the spring of 1993. This model was only available as a three-door turbo with a manual transmission. It had a 185 Hp engine which made it the highest performing 900 ever. The extra horsepower was achieved through the modified “red box” APC, a 2.8bar fuel pressure regulator, and a special distributor with enhanced vacuum advance. It also offered an improved suspension. You could get it in any color you wanted; as long as that color was black with tan interior. At the time, it was considered the quintessential Saab 900 Turbo. Only a limited number were produced (literature states 325 but it appears only about 314 were actually built). All included leather interior, a burled walnut instrument panel facia (the first Saab 900 to get this treatment), a leather gear knob and boot, and special directional alloy wheels with polished outer lips and metallic gray centers.

Each 1993 Commemorative Edition came with a special 3.5″x 1.5″ engraved brass plaque to be mounted on the floor console in front of the shifter. The plaques showed each car’s specific number in the series (xx of 325). The plaques were not mounted on the cars when they were built and may not reflect the cars actual build number. The plaques came in the owner’s packet for each car and were to be installed by the dealer or by the owner. They were mounted with double-face tape and often came off, or perhaps were never installed, so some CE’s may not have their original plaque.

To find out if you have a Commemorative Edition, go to carfax.com and enter your VIN. It will not cost you anything. If it is truly a Commemorative Edition, it will have that description in the model name. I have also compiled a master VIN list in PDF format. Series numbers are matched with build numbers as owners with plaques register their cars.
Specs
ORIGINAL RETAIL PRICE:

$32,605
ENGINE:

Four cylinder; 2.0-liter engine. Breakerless electronic ignition system. Electronic fuel injection. Turbocharger with water-cooled bearing housings and integrated waste gate. Intercooler: Saab APC system for continuous boost pressure control. Double overhead camshafts. Four valves per cylinder Power rating: 185 bhp at 5500 rpm. Peak torque: 201 ft. lb. at 2800 rpm.
TRANSMISSION:

Front wheel drive. Five-speed manual gearbox.
CHASSIS:

Front: Double wishbones, with pivot-mounted, progressive action coil springs and gas shock absorbers. Stabilizer bar Rear: Lightweight, beam-type rear axle with coil springs, gas shock absorbers, two leading and two trailing arms and a Panhard rod. Power-assisted rack-and-pinion steering.
BRAKES:

Disc brakes all around, ventilated in front. Asbestos-free pads. Saab Anti-lock Braking System.

WHEELS:

Asymmetric wheels, grey with polished lip. 5.5j x 15″ light alloy.
TIRES:

195/60 VR15 high-speed, low profile steel belted radials.
LUGGAGE COMPARTMENT:

Capacity EPA Cargo Volume Index with the back seat raised, 21.9 cu.ft. (621 liters). Total Cargo Space with the back seat folded down, 56.5 cu.ft. (1600 liters).
STANDARD EQUIPMENT:

Lowered chasis. Electrically operated sunroof. Air-conditioning. Electrically operated front seats. Electrically adjustable door mirrors. Electrically operated windows. Cruise control. Driver’s side air bag. Burled walnut instrument panel. Leather upholstery. Removable AM/FM stereo cassette and compact disc player/7-band graphic equalizer with CD changer controls.
COLORS:

(EXTERIOR/INTERIOR) Black/Tan

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 USA

The convertible idea was conceived by Bob Sinclair, former President Saab-Scania of America, Inc. and the engineering was conducted by Steven Rossi & American Sunroof Company.

The Saab 900 Turbo Cabriolet prototype in 1983. was unveiled to the crowd at the Frankfurt Motor Show that Saab in 1983.

A year later, this vehicle was also featured in the Saab Olympics which took place in Los Angeles in 1984.

The first production model of the Saab 900 Convertible arrived in 1986 of which there were 400 made that year and was built in Uusikaupunki, Finland.

The final year for the production of the convertible took place in 1994, a year after the 900 ended production.

This model for SAAB came equipped with the following specifications:

Exterior:

1986 MY 900S, 900 Turbo
1987 MY 900S, 900 Turbo, New Facelift on that include bumpers, bumper extensions front and rear, new grille, headlights and corner markers with integrated spoiler on front bumper for turbo models
1988 MY 900S, 900 Turbo window strips black, handles, decor plate and tinted windows, Springtime in Sweden model. with spg side skirts and wheels.
1989 MY 900S, 900 Turbo Third Brake light mandatory for U.S. Models, although this was present back in 1987 MY as campaign recall.
1990 MY 900S, 900 Turbo Normally aspirated (ie. N/A), fuel tank increased from 63 to 68 litres.
1991 MY 900S, 900 Turbo, Special Edition in Platana Grey, with spg side skirts and wheels.
1992 MY 900S, 900 Turbo, Special Edition in Monte Carlo Yellow, with spg side skirts and wheels.
1993 MY 900S, 900 Turbo
1994 MY 900S, 900 Turbo, 900 CE, with side skirts, etc.

Interior:

1986 MY Center Armrest added
1991 MY Electrostatic compartment air filter added, same seats as 9000 with electrically adjustable driver’s side seat
1992 MY CD Player

Chassis:

Semi 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.

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, 90×78mm, 1985cc, compr: 9.2:1, 175hp @ 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.

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
1991 MY 16 Valve 2.1 (2,119cc) Liter Normally Aspirated Engine

Transmission:

Front-wheel drive, four and five speed transmission and automatic transmissions.
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

1986 MY – 400
1987 MY – ?
1988 MY – ?
1989 MY – ?
1990 MY – ?
1991 MY – ?
1992 MY – ?
1993 MY – ?
1994 MY – ?

There were 48,888 were convertibles 1986-1994

Photo Credit: Saab-Scania

The Saab 900 notchback sedan was first shown at the Geneva Motor Show in 1981. That year, the models traditional 3-door & 5-door hatchback model lineup was expanded to include sedans which featured a new body style known as the “notchback”, which effectively eliminated the hatch leaving a trunk.

This new body style was included in not only the initial sedans, but between 1985 and 1986, it had a 3-door model people refer to as the “notchback”. It’s design continued through the years until 1993, and it even served as the basis for the Saab 900 convertible in 1986.

This model for SAAB came equipped with the following specifications:

Exterior:

1982 MY Central Locking on GLE (900S & Turbo models), wide 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, Saab-Scania Emblem on Hood, trunk and steering wheel, four door turbos had rear spoiler
1986 MY 900, 900S, 900 Turbo Side Indicator lights added to front fenders
1987 MY 900, 900S, 900 Turbo 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 window strips black, handles, decor plate and tinted windows.
1989 MY 900, 900S, 900 Turbo 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 Normally aspirated (ie. N/A), fuel tank increased from 63 to 68 litres.
1991 MY 900, 900S, 900 Turbo
1992 MY 900, 900S, 900 Turbo
1993 MY 900, 900S, 900 Turbo

Interior:

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, 90×78mm, 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.

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 and automatic transmissions.
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

1981 MY – ?
1982 MY – ?
1983 MY – ?
1984 MY – ?
1985 MY – ?
1986 MY – ?
1987 MY – ?
1988 MY – ?
1989 MY – ?
1990 MY – ?
1991 MY – ?
1992 MY – ?
1993 MY – ?

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.

I have recently received the 1981 Saab USA Press Kit featuring a full lineup of 900 models. I have provided the 6 press releases below, for your viewing pleasure, enjoy!

SAAB TURBO HATCHBACK FOR 1981

SAAB OFFERS REDESIGNED, LIGHTWEIGHT ENGINE FOR 1981

SAAB 900 FOR 1981

NEW SAAB INTERIOR FOR 1981

SAAB 900 NOTCHBACK SEDAN FOR 1981

SAAB TURB0 SEDAN FOR 1981

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

It’s been a little while since I’ve made a post up here, but given the disappointment as of late, I felt it was time to talk a bit about a concern I’ve been having.

I’ve been driving Saabs for ten years and the majority of that time was spent at the helm of the quintessential Saab, the 900. As with any aging populous of car model made between 1979 and 1993, the number of Saab 900s on the road have decreased naturally for some time. However, it seems that as of maybe the last 5 years, more and more 900s have fallen into the hands of people who, for all intents and purposes, shouldn’t have had one.

Today, I went on an excursion with my good friends Ali (escalator guru for all the forum-goers out there) and her fiancé Brian to look at what appeared to be a very nice 1984 Saab 900 Turbo. Complete with Uncle Bob’s “Special Black” as indicated by its facsimile Monroney sticker and a clean bill of legal health from CarFax, it looked like we had a great day lined up that would end with a C900 coming south in the coming week. We drove 80 miles north from where I live here on the coast of New Hampshire to a town in the White Mountains to examine this spectacle. Gas prices being what they are, we had to really trust the Craigslist ad for what it was worth, as well as the email correspondence from the seller. There was a claim of a “rusty rocker panel”, and that was about it.

That was not the only issue with the car. We rolled up and saw it parked about 30′ away, to which I jokingly uttered my catchphrase “It’s good from afar, but far from good”. There is truth in every joke, however. The car had been repainted, badly. Where that paint job had failed, mainly as a result of improper surface preparation and the ensuing rust bubbles, the paint was “repaired” with a tube of touch-up paint. That’s all well and good for a little chip, but there were spots easily 2″ in diameter that were brushed in. The seller greeted us and showed us around the car. Upon opening the driver’s door of the car, the “rusty rocker panel” was visible. Honestly, had the rust been fixed right the first time and not slapped together with Bondo, it wouldn’t have crumbled upon contact like the asbestos pipe coatings they had in the old Jr. High school I went to ages ago. The man snapped at me, ordering me not to touch it. I promptly snapped back and said, “how else can I determine if this can still be fixed?”. He then grudgingly started the car, which sounded awesome. I asked him about the warm-up regulator, knowing full well that an 8-valve Saab will start poorly with a malfunctioning one. He had replaced it… with one from another one of his old 900s.

I was getting a really bad vibe about this guy, so I called for a team meeting outside the little boys room in the guy’s workshop. The rust seemed fixable, but it would take some exploratory work to determine the full extent. We asked to take a test drive, and then to use the lift in the shop afterward to inspect the undercarriage. Ali and Brian took the first drive and I stayed behind and chatted with the guy. “You know,” he said, “this is the first time I used Craigslist to try and unload a car and I got like 50 responses. I should dust off my other old 900s in storage, fix ‘em and sell ‘em off too!” I just sort of gave him the boilerplate “Yeah, everyone wants fuel economy these days” line and waited for the duo to return. Upon their arrival, I climbed into the driver’s seat and strapped in. There was no dealer plate on the car, so we were only limited to the industrial park we were in. Nevertheless, I took it out to the road and slipped into 2nd gear… the boost slowly creeped into the first third of the yellow as a haunting sound that I hadn’t heard in nearly five years came from the motor. Rod bearing failure was enough for me to say “*four letter word* this, we’re outta here” but being behind the wheel and 200′ away from the person holding the checkbook, I had to save face for a minute or two.

I pulled back up out front and left it running so the dude could pull the car in and show us the rest of the disaster. While he did that, I pulled Ali and Brian aside and said “We need to walk, this car is on its last legs and is an absolute piece”. For some reason, we decided to stay around and see the undercarriage and that sealed the deal. The four of us stood under the car speechless for a second and I yelled out “THIS THING IS HOLIER THAN JESUS!” Not only that, the catalytic converter was long gone — much to the joy of the sketchy technician. So here was a guy, buying up rotten old 900s that were never really dealt with properly in the early days and passing them off as reliable transporation. I made a remark about the rod knock… “OH! That’s pinging, all Saabs do it. I’ve been working on Saabs for 40 years and I know ping when I hear it! YOU MUST HAVE BEEN OVERBOOSTING!!” I was genuinely insulted at this point and said, “No, that was rod knock — same sound my 1987 900 Turbo made in its dying days. That car never got a third of the way into the yellow. Guys, let’s go!”

We walked.

So what is the moral of this story? Classic 900s are an endangered model. A-Arm rust, dead transmissions, rusty bodies, blown head gaskets, my generation’s affinity for the Turbo and SPG models… all these factors have played a part in the disappearance of the 900. Another trend, which has me all fired up right now, are these people stripping the cars for parts when there was a very small issue to begin with. Instead of buying the $60 head gasket set, a case of beer and taking a Sunday afternoon to get down and greasy, they write the thing off as junk, part it and send another 100-hour’s worth of 1980s Swedish labor to the crusher.

Kids, these cars WILL NOT EXIST in a few more years if this keeps up. I saw my little 18-month old nephew (Sister’s friend’s kid, they still call me Uncle Carl) today and I got sad for a minute thinking that if he didn’t have an Uncle Carl to educate him, it’s not very likely he’d ever know what a Saab 900 is by the time he’s old enough to care.

Henceforth, I am issuing this decree as a long-standing member of the worldwide Saab community: Stop parting out potentially good-running 900s! I don’t care if they are 8V Automatic 4-door sedans or Commemorative Editions, they’re all special and worth saving regardless of how they came equipped from the factory.

]]> http://www.saabhistory.com/2008/06/23/the-endangered-saab/feed/ 6 http://www.saabhistory.com/2008/04/27/springtime-in-sweden-limited-edition-convertible-1988/?utm_source=rss&utm_medium=rss&utm_campaign=springtime-in-sweden-limited-edition-convertible-1988 http://www.saabhistory.com/2008/04/27/springtime-in-sweden-limited-edition-convertible-1988/#comments Sun, 27 Apr 2008 00:59:12 +0000 Ryan http://www.saabhistory.com/2008/04/27/springtime-in-sweden-limited-edition-convertible-1988/

Photo Credit: Larry West

In 1988, Saab-Scania’s Saab Car Division, presented during a “Springtime in Sweden” event, a limited edition Saab 900 “Springtime in Sweden” convertible.

The following are the specifications on this limited edition Saab 900 convertible:

Production: There were only 288 Springtime in Sweden or SiS models produced during this time.

Distribution: These vehicles were specifically designated for each Saab dealership in the United States at that time.

Engine: 2.0 Liter Turbocharged engine

Transmission: 4 were Automatic, 284 were manual transmission.

Exterior: All of the vehicles were painted black, included a matching black convertible top, all badges were removed, and included SPG wheel arch mouldings, SPG body panels and the SPG three-spoke alloy wheels.

Interior: The interior included buffalo grey leather seats rounding out with a commemorative badge indicating that it is a “Springtime in Sweden” edition shown below.

Existing owners of this vehicle take pride in knowing that they own a true limited edition Saab convertible.

*There has been talk of a registry to list current owners and locations in the United States, so if there has ever been a good time, perhaps we can begin one here:

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Image Credit: New York Times

The New York Times has recently posted a piece about a computer game that could make you a safer driver. It is interesting to note that this game called “DriveFit” features two classic Saab 900s prominently displayed.

I have also done some “virtual” test driving of the Saab 9-X (2001), Saab 9000 (1988), and SCANIA truck and I think that as a result, my driving has improved. Let’s hope so given the results from those videos here.

It goes to show that when it comes to driving safety, the Saab Automobile is the preferred choice.

Image Credit: Saab History

As a follow-up to the posting I made back in November of 2006 on the logo history, it is about time that I compliment this information with the following on the correct capitalization and nomenclature of the models of the Saab Automobile brand. I hope this sheds some more light in our dialog about Saabs, SAABs and all of the great products that have been developed over the years.

I have provided a fairly well written piece already done on Wikipedia that I would like to articulate if I may regarding the correct capitalization and model nomenclature as a guide.

It is my hope that as a result of this posting, others will be able to better articulate their writing and speaking when referring to all of Saab’s products from 1947 until present. I also think that this posting will help to end search criteria that is typically entered in Google as follows: (SAAB 93 XWD, SAAB 92 ABS, Saab 94 Ski Rack, 2001 SAAB 95, 1999 93, etc.) If this search criteria was taken literally, as it should as google can only do just that, we would have had Cross Wheel Drive available in the late 1950′s, ABS in the late forties, and two long production runs for the SAAB Ninety Five and Ninety Three. Let’s hope that this clarifies this naming and model nomenclature once and for all.

1947-1969 (Svenska Aeroplan Aktiebolaget)

The Company: When referring to the company in both written and oral communication where the products were produced between 1947 and 1969, it is proper to use SAAB in all capital letters to refer to these vehicles.

The Models: When referring to vehicles model nomenclature in both written and oral communication that were produced during this time, they are written and pronounced as 92 (Pronounced: Ninety Two), 92 (Pronounced: Ninety Three), 94 (Pronounced: Ninety Four), 95 (Pronounced: Ninety Five), 96 (Pronounced: Ninety Six), 97 (Pronounced: Ninety Seven)

1970-2000 (Saab-Scania)

* Note: Although the merger took place in 1990, the original products continued. (excluding NG900, 9-3 & 9-5)

The Company: When referring to the company in both written and oral communication where the products were produced between 1970 and 1990, it is proper & acceptable to refer to them as Saabs in lower case letters or Saab-Scania vehicles, also in lower case letters.

The Models: When referring to vehicles model nomenclature in both written and oral communication that were produced during this time, they are written and produced as 97 (Pronounced: Ninety Seven), 98 (Pronounced: Ninety Eight), 99 (Pronounced: Ninety Nine), 90 (Pronounced: Ninety), 900 (Pronounced: Nine Hundred), 9000 (Pronounced: Nine Thousand), 9-5 (Pronounced: Nine Five), NG900 (Pronounced: New Generation 900), 9-3 (Pronounced: Nine Three).

2001 – Present (Saab Automobile / General Motors)

The Company: When referring to the company in both written and oral communication where the products were produced between 2001 and the Present, it is proper & acceptable to refer to them as Saab in lower case letters and/or Saab Automobile / GM vehicles.

The Models: When referring to vehicles model nomenclature in both written and oral communication that were produced during this time, they are written and produced as 9-X (Pronounced: Nine X), 9-2x (Pronounced: Nine Two X), 9-3x (Pronounced: Nine Three X), 9-3 (Pronounced: Nine Three), 9-4x (Pronounced: Nine Four X), 9-5 (Pronounced: Nine Five), 9-7x (Pronounced: Nine Seven X)

I leave you with a brief summary from Saab Automobile’s entry from Wikipedia.

Saab / SAAB Correct Capitalization and Model Nomenclature:

While Saab is in fact an acronym, and, as with many other manufacturers, the word “SAAB” appears in all-capitals within the corporate emblem and in on-vehicle badging, the current correct capitalization of Saab when in print is “Saab,” and not “SAAB.”[citation needed] Other manufacturers such as Volvo, Toyota, Lexus, Acura, and Chevrolet employ the use of all-capitalized vehicle badging, but they are still considered proper names and capitalized as such when written. Likewise, Saab is treated as a proper name and not an acronym, despite its origins..”[citation needed]

Furthermore, all current Saab vehicles are badged with a large 9 and a smaller 3, 5, or 7x following the 9, such as “9³”. However, the digits are considered separate, and are spoken as, for example, “nine three,” and written as “9-3.” Nearly every Saab model ever produced has begun with the number 9 (Saab 600 being an exception), and Saab’s two models became 9-3 and 9-5 in the late 1990s, which was likely a marketing attempt at positioning the vehicles as direct competitors to the BMW 3-series and 5-series, respectively.

Source: http://en.wikipedia.org/wiki/Saab_Automobile

Photo Credit: Saab-Scania AB

I have located the original photograph in my archives from the Frankfurt Motor Show that Saab used in their press release to showcase the original Saab 900 Turbo Cabriolet prototype in 1983. This vehicle was also featured in the Saab Olympics which took place in Los Angeles in 1984.

Here is the caption from the photograph as I am still looking to obtain this original press release:

SAAB 900 TURBO CABRIOLET — The Saab Turbo Cabriolet is a design study based on the Saab 900. The prototype presented at the 1983 Frankfurt Motor Show in West Germany is powered by the Swedish automaker’s 175-horsepower third generation turbocharged engine with four valves per cylinder and intercooler. Top speed is in excess of 125 miles per hour. No decision has been made about production.

Photo Credit: Mike Parris / Winding Road

Winding Road has recently reviewed the 1986 Saab 900 Turbo Convertible that is part of the Saab USA Heritage Collection which is managed and safely and securely stored at the GM Heritage Center.

This vehicle marks the first year of the Saab 900 Convertible and is quite a nice review that I suggest you read. I also suggest you watch my recent interview of Robert J. Sinclair, the former CEO & President of Saab-Scania of America who was the visionary behind the convertible, ultimately leading to its success.

The year after this, a promotional film was made titled “Snap Your Fingers” that I encourage you to also watch.

The Year 1986 was a good one for fans of the iconoclastic Saab 900. From its introduction in 1978, the 900, especially in turbocharged trim, had provided drivers with a potently practical mix of offbeat styling, first-rate ergonomics, and mannered performance. But it wasn’t until the mid-Eighties that Saab managed to infuse the 900 with the pure joy of lidless motoring.

Starting life as a design exercise at the 1983 Frankfurt Motor Show, the 900 convertible was rapidly adopted as the way forward for expanding model sales, especially in the U.S. Shortly after the concept appeared, Saab answered the overwhelmingly positive response to the car by green-lighting convertible production at its Valmet facility in Finland. The first examples rolled off the line in the spring of 1986.

For the rest of this four page review, please visit the link here.

Whether your experience with your Saab was long ago or more recent, both Saab Automobile USA as well as Saab History want your Saab stories!

Saab Automobile USA has recently launched a page on their site called Saab Stories where they are encouraging people to post their stories onto their site, which I hope will be used, especially the videos for a future advertising campaign that includes a good amount of customer testimonials and positive feedback about their Saab experiences.

I have also started a Saab stories section, originally posted on the New England Saab Association website, back in 1997 of which I have recently ported over to the Saab Stories section here on Saab History. I am also continuing to solicit more Saab stories for the Saab stories section, so please contact me with your information, photographs and/or videos!

While there are arguably some great Saab stories at both Saab Automobile USA’s website as well as Saab History’s website, my favorite video has to be the one by Marc Schwarz posted about a year ago featuring his classic 1993 Saab 900.

“My Saab Story by Marc Schwarz”

This film involved of course Marc Schwarz produced by two producers, Rob Travalino and Harry Kafka, and a resilient classic Saab 900.

Marc recently provided me some insight into how and what inspired the film, with some great ideas that I hope the people at Saab Automobile USA will think about with their “Saab Stories” sourcing project.

Here is a bit about the film by Marc in his own words:

The Inspiration: My personal experience is unique, but me love for the car is universal amongst all 900 owners.

The Script: With the help of Rob, the director, they crafted this loosely scripted true story of my experience, set it to some original tunes Rob created, and came up with 2 minutes and twenty seconds of video that every Saab owner can relate to.

The Equipment: I am not sure of the Camcorder used for this. I seem to remember the director saying it was a pretty average camera. The MP4 format was done by the editor who uses top of the line AVID systems for the feature film and commercial editing that he does. Harry, the editor, actually dumped about 3 hours of tape into the AVI.

The Compensation: This gives you an idea of just how lucky I am to work with talented guys like this, who literally gave a ton of their time (Rob actually flew from New York to Los Angeles with all of his equipment to shoot this – my cost was a couple of cups of Starbucks at the end of the day!) and expertise all because they were rallying around a really cool idea and believe most importantly that it is a story that should be told.

The Dream: My hope is that Saab sees this and decides to run it as an online campaign, maybe even a contest, where Saab owners globally submit their “Saab Stories” to Saab and the top 3 videos, as judged by Saab and the public, win a Saab lease or something. I think it would be a great way for Saab to bridge the gap from the old guard 900 series purists to crossover to the new Saab of today. Just a thought…..Take care.

Thank you Marc for sharing, I hope your project inspires more people to get out their video cameras and do more of this.

On September 10th, 2001, a whole six years ago today, I spent the day as the President of the New England Saab Association, walking the tarmac at Burlington International Airport of Burlington, Vermont. My how times have changed.

Below is the original article I wrote including photographs above.

Saab Friction Tester – Burlington International Airport

On September 10th, 2001 while I was visiting Burlington, Vermont I decided to finally stop by at the Burlington International Airport to see this widely spoken of “Saab Friction Tester” (SFT). To my amazement, the stories stood true to form as I found out that the airport did have a 1986 Saab 900 Turbo which has been in good working order since it was brand new. Once I got got this message from the receptionist at the airport administrative office, I eventually got the opportunity to meet the Airport Facilities Manager who graciously showed me the SFT inside and out! The overall condition of this Saab, combined with my sheer amazement that I was actually able to examine it was just a dream come true! From popping the hood to opening the trunk, this was one experience I will never forget!

To start with in introduction to the Saab Friction Tester I should inform you that and I quote “it is a sophisticated measuring deviced designed to measure surface friction on airport runways. It may be used for both operational testing, as an aid to ongoing air traffic; and for friction maintenance purposes.”

When not being used for testing purposes, the Saab Friction Tester may be operated as a general purpose airport vehicle.

The Saab Friction Tester is composed of three basic elements — the rear axle assembly, the computer panel, and the watering system

Rear Axle Assembly : The Saab Friction Tester is equipped with a special measuring wheel mounted behind the rear axle. The measuring wheel is connected to the rear axle through a chain drive which is geared to maintain a constant 12% slip on the measuring wheel vs the speed of the vehicle.

The raising and lowering of the measuring wheel is controlled from the driver’s control panel and is operated hydraulically. When the wheel is lowered onto the pavement surface, the forces acting on the wheel are transferred to the chain drive, which passes over the torque sensor.

As the friction forces from the pavement vary, the tension on the chain varies, creating varying pressures on the torque sensor. The electrical currents passing through the strain guages within the torque sensor are affected by measuring these variations in the electrical current and converts the analog signals into “coefficient of friction” readings.

Computer Control Panel: The computer control panel is located on the console in the driver’s compartment. In addition to providing a variety of control switches, the panel also houses the electronic circuit boards which control the function of the friction measuring equipment; performs calculations and provides digital and printed output of the system.

Watering System: The watering system is made up of a 105 gallon water tank, water pump, nozzle and pressure gauge. The watering system provides a controled layer of water ahead of the measuring wheel for friction maintenance testing. (The watering system should not be used at temperatures near of below freezing)

In addition to the the SFT being used with with a Saab 900, it also currently being used on a Saab 9000, Saab 9-5 Sedan, Saab 9-5 wagon and trailer unit.

Once the grand tour was over, I got a chance to take a look at some of the literature from the Saab Friction Tester which included ample time to read through the official SFT workshop manual which is where a great deal of the aforementioned material came from.

The best part about the experience with the SFT was that while checking out the instrument panel, guages, computer control panel, I noticed that the Saab 900 had only 16,563 miles on it!

If I had the opportunity, I would love to purchase the vehicle since it is quite a rare Saab and it is in beautiful pristine shape throughout. One would only hope that when the 20 year contract with Saab runs out soon with the Burlington International Airport, they will decide to purchase another Saab Friction Tester because this one has lasted quite some time and isn’t showing any signs of going away anytime soon.

New England Saab Association

Contact Information
New England Saab Association
Post Office Box 119
Keene, New Hampshire 03431

E-mail info@nesaab.org

This film is a mix of a variety of films such as Saab Suite, Saab Aircraft Suite and other footage.

I find the promotional film kind of funny to watch, but I do appreciate the good footage of the Saab models it includes. Enjoy.

This film can be found permanently in the Saab Film Archive within the “1990″ section.

This 1985 Saab 900 Aero model is showcased on a beach where a bmw owner witnesses a Saab Enthusiast polishing the Saab, asks for a test drive around the beach with the owner, then goes into the dealership the next day to look into trading in the bwm for a Saab.

This film has been added to the film archive in the “1990″ section, but feature older models like the 1985 900 “Aero” as well as the first appearance of the 9000 that came without side-marker lenses as well a wrap-around spoiler.

I like this promotional video because I think that it shows that a Saab Enthusiast can offer quite a bit to the Saab Automobile brand. I think us Saab Enthusiasts can do an even better job for the Saab Automobile than we do today, by using real metrics when it comes to how we promote Saab with regards to actual sales and other important areas. If we are able to start measuring our success in promoting Saab, we would be able to show exactly how we contribute to the growth of Saab Automobile, leading to a win-win for both Saab and their large following of growing enthusiasts worldwide.

Enjoy the video and lets start brainstorming!

Saab 900 “Aero” Promo Finland – 1984

This video is the first in a series and features the 1985 model year 900i “notchback”, with a finnish voiceover. Enjoy.

Saab 900i Promo Finland – 1984

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.

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.