Photo Credit: Saab Automobile AB

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

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

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

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

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

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

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

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

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

Global Production:

Model Year – Units

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

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

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

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

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

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

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

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

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

Global Production:

Model Year – Units

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

I received an e-mail about a week or so ago from a Joseph Mathis who is helping a fellow Saab Club of Kansas City, member Ken Ebling, track down some much needed information for his SAAB 92b.

This process began by Mr. Mathis receiving information from Mr. Ebling that he needed to find a SAAB 92 Service manual and parts list.

He used the internet to search for such material as a starting point and ran into the Vintage Saab Club of North America’s website and contacted the President (VSCNA), Bruce Turk.

The VSCNA kindly referred Mr. Mathis to Saab History. I then recalled seeing a SAAB 92 service manual during my visit to the GM Heritage Center in Detroit and remembered that they can provide copies of such material at a rate of $50/hr for interested parties. I immediately refererred Mr. Mathis to them and in short order, a beautiful copy of the original SAAB 92 service manual arrived via FedEx to his doorstep.

In Mr. Mathis inquiry to Saab History, he brought up Lennart Lonnegren, Saab Motors, Inc. & Saab-Scania of America’s former Public Relations officer, so I had to get the two together, which I did.

Here’s what Mr. Mathis wrote me in his final message to Saab History in his own words.

“I am sure that I speak for Ken when I say thank you for your invaluable assistance in moving this project forward. Here’s to getting a piece of SAAB history back on the road.”

I leave you with our dialog as a way to indicate the level of Saab history that has been shared:

Sunday July 27, 2008

Dear Ryan,

My name is J. T. Mathis, and I am trying to help fellow Saab Club member,Ken Ebling, track down information about his car. He does not have a title and therefore the registration papers in order to put license plates on his car.

Ken is the owner of a Saab 92B with VIN 06829.

Here is some history and background on the car. Ken bought the car in 1984 from an auction which, according to Ken, Saab Cars, USA conducted. He has no title. His contact at that time was with Mr. Lennart Lonnegren, the Saab Public
Relations Director.

Do you know how to get information from Saab about the ownership of Saabs or any information about the origin of this car? Any information that would get us going in our search for this car’s identity would be helpful.

The information you sent me earlier about getting in touch with Mr. Christo Datini in Detroit paid off, and we are getting the service manual from him on this 92B.

Thanks for reading and hope to hear from you soon.
Sincerely yours,
Joseph T. Mathis

————-

From: Lennart Lonnegren
To: Joseph Mathis
Sent: Thursday, July 31, 2008 4:09 PM
Subject: Saab history

Joseph T. Mathis

Ryan Emge of Saab History has sent me a copy of your recent e-mail correspondence, hoping, with you, that I can tell you more about what I assume was a Saab 92 that I supposedly was involved in selling back in the 80′s. Unfortunately I cannot tell you much about the car, or the transaction. To be perfectly frank when I first saw the correspondence I had no recollection whatsoever of the affair.

However, thinking back, I do remember something about a Saab 92 that I believe Saab-Scania of America had somehow received, I do not recall from where or from whom. I do seem to recall that we offered it for sale and that some nice Saab fans from Missouri or Kansas were the buyers. Somehow I also seem to recall that we arranged to transport the car to the buyers at the company’s expense, but I may be mistaken in that.

(At that time the company did not maintain any collection of cars and we were not that interested in starting one, although later a very respectable collection was begun, including a very early Saab 92 that I believe we received from Sweden. The collection is today part of the General Motors Heritage Collection.)

Frankly, that is all I can remember of this event, though I recall distinctly that the convention was held at New Glarus, Wisconsin. I must have attended close to a dozen Saab owner conventions, and memories from one or the other seem to mesh together without distinction.

For your information –you got my name absolutely correct… a very rare occurence indeed — I was in charge of corporate communications, including all public relations, for Saab Motors Inc., and Saab-Scania of America Inc., from 1963 until I retired and eventually left the company in 1990. And, yes, I am still alive, as are the two Saab officials who came with me to New Glarus: Bob Sinclair, president of Saab-Scania of America; and Erik Carlsson, Saab’s famous rally driver and good-will ambassador, who came from his home in England especially for the Saab owner convention.

If you have any other questions or maybe want to try to refresh my memory, please feel free to contact me

————–

Thursday, July 31, 2008

Ryan,

Thanks to your introduction, I have now heard back from Mr. Lonnegren.

A very pleasant response. He is leaving for a trip to Europe, so I will not be able to correspond with him again, until late August. I am very pleased to have made contact with him. I plan on sending him all of the information about the car that I can, to see if it helps in restoring the history of this car.

I feel that each contact and step here is working to fill in the gaps of this car and its origin. I have been talking to Ken Ebling, the owner, and getting as much information as I can from him. Surely along the way, we will reconstruct the history of this car. Since I am retired, it has been a fun project in which to be involved.

I am currently waiting to hear from the GM Heritage Center with service manual. I spoke with the GM Heritage Center and ordered it.

Thanks again for all your help.

Sincerely yours,

Joseph T. Mathis

——————

Thursday, July 31, 2008

Ryan,

Just this afternoon, FedEx dropped off my copy of the Saab 92 service manual.

I am attaching a picture or two of what they sent. You will note that the book is rather thick. I would guess, without counting that it is at least 100 pages, both sides.

I am also attaching a few pictures for you of the car, and of the dealership in Kansas City where the car is stored.

Thank you again for all your help in securing this Service Manual.

Sincerely yours,

Joseph T. Mathis

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: Pierre Marchand

Pierre Marchand of Canada, a Saab enthusiast and proud owner of a 1992 900S since new, has acquired a beautiful 1951 SAAB 92 and has been kind enough to share some information about it on Saab History.

In the meantime, anyone have an english version of the SAAB 92 owner’s manual, accessories or anything else for this vintage beauty that you could sell him?

Here is a little background of this wonderful SAAB 92.

As promised pleased find enclosed a few pictures from my 1951 Saab 92.

According to the swedish paperwork (enclosed in the attachments), the car was built on December 12th 1951 to be registered January 4th 1952. After a short list of owners up to 1963, the car was kept as a “collector” by a swedish gentleman named Sören Johansson up until it’s sale in 2005 to a french gentleman from Paris named Gerald Favot who at the time was living in Sweden. In need of $$ and also owning an 850 Saab Monte carlo, he chose to let go of his 92 which he advertised in a french car magazine. I just happened to be in Paris for work purpose when I saw the ad and quickly managed to buy the car.

Except for the paint which has been redone a few years ago, the car is all original, from it’s interior to it’s engine. The original owner manual (all in swedish) as well as the original tools & jack came with the car. A couple of Saab blankets from the early fifties (that I’m told were bought by the original owner) also came with the car. You can get a glimpse of them on the back seat of the small picture of the interior.

Hope you’ll enjoy the pictures.

Pierre

P.S. Let me know if you hear of an english translation for the owner’s manual! I’m interested in any accessories or litterature on the 92.

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 Automobile USA

Tim Winker, former editor for Nines Magazine, who participated in the Saab 900 Talladega event as a journalist in 1996 who has recently rallied in Tom Donney’s SAAB 92 at the Elkhart Lake Rally in Wisconsin, is calling all SAAB 92 owners.

He is kindly requesting any and all information pertaining to their whereabouts, current conditions, history, present-day photography and of course, contacts for all current owners and even non owners of these vehicles.

Here is the list he is working on as we speak. If you could help him by contacting Saab History, directly, that would be much appreciated. I will forward your note to him directly.

I am working (finally!) on a story on the SAAB 92 that we ran on the Elkhart Lake Rally, Tom Donney’s #218.

Would like to update the list of all known 92s in the US. Know of any others? have any of these changed hands?

1950 92 00218 Tom Donney, Fort Dodge, IA
1951 92 01837 Saab Cars USA, Inc.
1951 92 02222 Clyde Billing, Augusta, ME
1953 92B ????? Ken Ebling, Overland Park, KS
1954 92B 10446 Garry Small, Portland, OR
1955 92B 12960 Bill Jacobson, Wilmington, DE
1955 92B 13392 Sean Tennis, Seattle, WA

Photo Credit: Saab History

During my recent visit to Garry Small Saab of Portland, Oregon, site sponsor of Saab History, I got to see their super rare 1954 SAAB 92 which was originally located in California.

The SAAB 92, was the first production vehicle for Svenska Aeroplan AktieBolaget or SAAB and was initially only available in the color “Watermelon Green“. This changed a few years later of course due to demand.

This rust-free vehicle is very unique to North America, given that the SAAB 93 was actually the first production vehicle to be delivered in the United States back in 1956 which were first delivered on the port of Hingham, Massachusetts.

Sixten Sason, was the first SAAB designer responsible for this vehicle as were a handful of other engineers including Gunnar Ljungström, as well as the Grand Father Sigmund Johansson of Peter Johansson who is the current lead engineer on the new XWD system system as well as 14 others including two of whom, did not even have driver’s licenses.

Here is a summary written by Saab Automobile USA about their own 1952 92 which is part of the Saab USA Heritage Collection.

Here is the summary:

Often described as an airplane without wings, the 92 (earlier model designations belonged to Saab aircraft) was created in the aftermath of WWII as a rugged, low-cost and practical car to safely conquer the rough Scandinavian roads of the time.

Lead by Gunnar Ljungström, the original 92 was developed by a team of 16 Saab aircraft engineers – only two of whom, according to the legend, had a driver’s license. Responsible for the exterior design was Sixten Sason, a freelance industrial designer who also gathered fame with his contributions to Hasselblad cameras.

Reflecting its aircraft heritage, the Saab 92 used a monocoque one-piece body/frame structure, yielding light weight as well as great strength. Its front-wheel drive not only delivered good traction on snow, but also a flat floor and an amazingly roomy interior – given the compact exterior dimensions.

For the first couple of years, Saab offered the 92 only in green paint, said to be left over from army supplies. The four-passenger car was powered by a two-cylinder, two-stroke engine with an output of 25 horsepower. It had a three-speed manual transmission with the shifter mounted on the steering column, saving interior space.

Produced from 1949 to 1956, the 92 exemplifies Saab’s zest for innovation and design that have become known around the world as the key characteristics of the Swedish brand.

Because Saab did not officially start its automotive business in the United States until 1956, it is fortunate to have this 1952 model 92 (serial number 1837) as the “arch father” of its Sterling Heights, Mich.-based Heritage Collection.

Photo Credit: Tim Winker

Tim Winker the former editor of Nines Magazine has just provided Saab History some recent photographs on turn 5 of the SAAB 92 racing at Road America in Elkhart, Wisconsin.

This SAAB 92, the oldest SAAB in the United States appears to have endured the historic race and the statistics will be forthcoming. Fellow Saab Enthusiast, Marty Adams had volunteered to pilot the SAAB 92 just in time for this truly historic race.

= = = = =
After a scramble to locate a last-minute replacement for the ailing Jon Davis, Marty Adams filled in as driver. Marty is a Saab dealer in Iowa (Meyer Garage and Iowa City Saab) and is quite familiar with Tom Donney’s SAAB 92.

I drove the car for a few laps at Road America. While the Corvettes and Porsches were loafing around the track, it was all I could do to push the 25 HP SAAB 92 up the famous hills at RA. The speedometer read just over 100 on the downhill slope between turns 2 and 5. (Speedometer was in KPH, of course.)

We had some trouble keeping up the speeds during the Historic Rally on the uphills and the twisties in the Kettle Morain area, but managed a good enough score to win the Vintage Trophy.

Will write more and post some photos later.

Thanks to Trio Motors in Flint, Michigan; Marty Adams for filling in on short notice; and especially to Tom Donney for allowing us to flog the oldest SAAB in America!

And thanks to the spirit of Larry Williams for riding with us all weekend and urging us on.

Photo Credit: Tim Winker

Tim Winker has just notified Saab History that his driver is unable to make it in the competition this weekend and is looking for someone to get behind the wheel of this truly vintage SAAB 92 for the Elkhart rally this weekend. If you are interested and available, please contact Saab History directly and I will forward your message to Tim.

Photo Credit: Saab History

This just in from the former editor of NINES Magazine, Tim Winker, the magazine of the Saab Club of North America.

The photo above showcases Saab Enthusiast, Tom Donney’s 1950 92 taken while attending the 2005 Saab Owners Convention in Stratton, Vermont during the “vintage rides” component of the convention.

It’s nice to see some vintage rallying, very nostalgic in memory of Saab notable, Larry “Stroker” Williams.

Historic SAAB to compete at Elkhart Lake Vintage Rally

A rare 1950 SAAB 92 is set to compete in a renactment rally in Elkhart Lake, Wisconsin, home of Road America Raceway. The driver/navigator team is nearly as historic as the car. Jon Davis of Houghton, Michigan, will be behind the wheel, while Tim Winker of Twig, Minnesota, will try to keep the team on time. The 2007 Elkhart Lake Historic Rallye celebrates the 55th anniversary of the SCCA sponsored Monte Carlo style rallies held in conjunction with open road sports car races during 1951 and 1952. The rally will be held on October 5 and 6, 2007, and includes a tour of the original Elkhart Lake race course that used public roads.

1950 was the first year that SAAB produced cars, and this is the earliest

92 known in the U.S, the 218th of only 1246 Saabs to roll off the production line in Trollhattan that year. SAAB did not begin importing cars to the U.S. until the introduction of the model 93 in 1956. This 92 was imported to the U.S. by a private owner. When it was purchased by Saab enthusiast Larry Williams of Waterloo, Iowa, it bore a small dash plaque from the 1952 Elkhart Lake Rallye.

Williams found the rusty 92 at Trio Motors in Flint, Michigan, where it had been sitting for over 25 years. He acquired it in 1991 and dragged it home. He was able to get the car’s 750cc, two-cylinder engine unstuck and even running, then went on to hand fabricate many floor and body pieces that had rusted out. The car had been repainted grey at some time in its life, and much of that was flaking off. Williams was able to get down to the original green paint on much of the car, but bare metal was sprayed with black primer. That is how the body still appears today.

Once it was safe to drive on the street, he drove it to a Saab Owner Convention in Wisconsin, a 500 mile round trip. In a true test of faith in the 92, Williams ran it around the autocross course at the convention.

After Williams passed away in 1998, the SAAB 92 went to Tom Donney, another Iowa Saab collector. He, too, has driven the 92 to Saab events, including Saab Owners Conventions in Hilton Head, SC (1998) and Troy, Michigan (2007). On a recent trip to Sweden, Donney acquired many parts to do a restoration of the 92, and intends to bring the car closer to original condition over the next few years.

= = = = =
JON DAVIS – Former SCCA ProRally Champion Jon Davis ran his first rally in 1959 in a Triumph TR3. He later switched to the more robust SAABs and took many trophies in both two-stroke and V4 SAAB 96s. When SCCA instituted the ProRally Championship in the 1970s, Davis was one of the first to get involved. He ran a very competitive Saab 99 for many years, but the car suffered regular engine problems due to aftermarket parts. Davis was one of the first to compete in the Production Class, driving a Saab 99, and captured the National Championship in 1980 and 1981, with Harry Ward as his co-driver.

TIM WINKER – Tim Winker’s rally career began when he was a student at the University of Minnesota in 1969. He competed locally for many years, and occasionally ventured across the country for a National Rally. Over the years he has also raced cars on the ice and road race courses, driven and co-driven on stage rallies, and navigated on several prestigious endurance rallies such as One Lap of America, Alcan 5000 and Targa Newfoundland.

Winker was also part of a Saab factory organized team of journalists that drove a Saab 900 to a world speed record at Talladega International Speedway in 1996, and set the fastest lap during his stint at the wheel.

Tim Winker
-=-=-=-=-=-=-=-
Vintage Ice And Gravel Rally Racing Association
[ V. I. A. G. R. R. A. ]

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)

Some of the first work that Sixten Sason was responsible for included the drawing of airplanes and other material during the Second World War while employed at SAAB. When the War was coming to an end, the company began shifting their strategies with the addition of automobile manufacturing. During this time of transition for the company, Sixten Sason was asked to contribute to the “Project 92″, that was introduced in 1947 as the first prototype for SAAB, the automobile manufacturer. This Prototype was known officially as the 92001 and later production model “92″ ,were inspired by the SAAB J21 plane. Sixten Sason contributed to a number of projects over the years including the 93, 94, 95, 96 and finally the 99 in 1967 until he passed away later that year.

The Saab 99 model went onto become a classic which saw the introduction to a number of industry leading technologies and design features including the wrap-around windshield, disc brakes, heated seats, introduction of the turbocharger and the first installment of the hatchback feature.

Sixten Sason is historically referred to as Saab Automobile’s first designer and had a major impact with his career at SAAB by the design elements that he first implemented that have now become key to Saab’s uniqueness in an increasingly complex and fast-paced industry.

Photo Credit: Saab Automobile

As a follow-up to the previous posting on Saab’s drag coefficients as early as 1947 with the Saab model 92, I have decided to provide information that covers the approaches that Saab has integrated to also successfully minimize lift.

This list is to provide additional lift-minimizing elements “outside of” the actual body design of the Saab models that I mentioned earlier on aerodynamics and drag coefficients.

If you have any additions, please post your comments to this post along with your e-mail address if you have photographs and any other relevant information.

Photo Credits: Saab Automobile

Saab 92 (1947-1956) –

Saab 93 (1956-1959) –

Saab 94 (1956 Sonett I) -

Saab 95 (1959-1978)
*Rear Roof spoiler

Saab 96 (1960-1980)
* spoiler added what year and were there variations successful or not?
* Front air dam

Saab 97(SonettII/V4 1966-1969) (SonettIII 1970-1974) –

Saab 99 (1969-1984)
* Rear spoilers for coupe and sedan respectively.

* Front Air Dam

Saab 900 (1979-1993/94)
* Rear Rubber Spoiler for Hatch, Sedan & Convertible models respectively.

* Rear Rubber tipped fiberglass Whale-Tail Spoiler for hatch models.

* Air-Flow Kit

* Front lower air dam

Saab 9000CC (1985-1992)
* Full wrap-around rear rubber spoiler 1985 only

* Standard rear-deck rubber spoiler

* Fiberglass Bridge Spoiler

* Front Spoiler

* Air Flow Kit


Saab 9000CD (1988-1993)
* Air Flow Kit

* Fiberglass spoiler

Saab 9000CS (1993-1998)
* Fiberglass Standard spoiler

* Fiberglass Bridge spoiler

Saab NG 900 (1994-1998)
* Rear Rubber Spoiler

* Rear Fiberglass spoiler with rubber tip

* Rubber Spoiler (Convertible)

* Front Spoiler

Saab 9-3 (1999-2002)
*Rear Spoiler

* Rear Fiberglass pedestal Spoiler
*Rising Spoiler (Viggen only)

Saab 9-3 Convertible (1999 – 2003, 2004- )
* Rear Spoiler

Saab 9-3 Sport Sedan (2003 -
*Rear Spoiler

*Rear Aero Spoiler

Saab 9-3 SportCombi (2005 -
* Rear Roof Spoiler

Saab 9-5 (1999 –
* Front Lip Spoiler

* Rear Bridge Spoiler

* Rear Pedestal Spoiler

Saab 9-5 SportCombi (2000-
* Rear Roof Spoiler

Saab 9-2x (2005-2006)

Saab 9-7x (2005 -

Source: Johnson, Cutnell PHYSICS: Fifth Edition Wiley, New York, NY 2001

A colleague recently mentioned that there is a website that showcases the Saab Automobile’s drag coefficients of various Saab models throughout the years including the current 9-3 model.

I have decided to provide this information to you here, properly citing the source but before I do that I should provide some information about the drag coefficient and how it is broken down.

Drag coefficient (Cd) defined:A dimensionless quantity that describes a characteristic amount of aerodynamic drag caused by fluid flow, used in the drag equation

According to the source, a drag coefficient (Cd) equal to 1, is when all fluid is that approaches an object is “brought to rest”. This is why drag coefficients are less than 1 in automobiles today where the fluid (air movement) is spread across the vehicle with very little air “resting” in any one place for a sustained period of time. If there was a force of air movement sustained on all parts of an automobile the coefficient would be equal to 1.

Source: Drag Coefficient

Here are some of the drag coefficients for the Saab Automobiles from source. If someone has additional data for more of Saab’s models that I have not been able to find, it would be interesting to see a complete year over year and model vs. model comparison of drag coefficients.

– Ursaab 92001 (1946-1947)

0.32 – Saab 92, (1949 – 1956)

– Saab 93 (1956 – 1959)

– Saab 94 (1956)

– Saab 95 (1959-1978)

– Saab 96 (1960-1980)

– Saab 97 (Sonett II 1966-1967)

0.320 – Saab 97 (Sonett V4 1968-1969)

0.31 – Saab 97 Sonett III, (1970-1974)

0.37 – Saab 99 (1967-1984)

– Saab 90 (1984-1987)

0.34 – Saab 900 (1979-1993)

0.40 – 0.42 – Saab 900 GLI (1979-1984)

0.340 – Saab 9000CC (1985-1992)

– Saab 9000CD (1988-1993)

– Saab 9000CS (1993-1998)

0.34 – Saab 900 NG (1994-1998)

0.30 – Saab 9-3 (1999-2002)

0.34 – Saab 9-3 Convertible (1999-2002)

0.31 – Saab 9-3 (Viggen) (1999 – 2002)

0.33 – Saab 9-3 (Viggen Convertible) (2000 – 2002)

0.28 – Saab 9-3 SS (2003-
0.33 – Saab 9-3 SC (2005 -
0.34 – Saab 9-3 CVT(2004 -

0.29 – Saab 9-5 (1998 – 2005)
0.31 – Saab 9-5 Wagon/ SportCombi (2000-2005)

0.29 – Saab 9-5 (2006 -
0.31 – Saab 9-5 Wagon/ SportCombi (2006-

0.395 – Saab 9-7x (2005-

.35 – Saab 9-2x Linear (2005-2006)
.34 – Saab 9-2x Aero (2005-2006)

Photo Credit: Saab Automobile USA

At the recent Saab 60th Anniversary event in San Diego, California we had the priveledge to not only see the Saab USA Heritage Collection in person, but to literally drive any of the vehicles that were available from the collection.

These vehicles that were on display at the event include the 1952 92, 1956 Sonett “Super Sport”, 1960 93F GT750, 1960 96 RAC Rally Car, 1966 Quantum IV, 1970 99, 1970 Sonett III, 1978 99, 1987 9000 Talladega, 1990 900 SPG, 1997 900 SE Talladega. The vehicles that were not present were the 1967 Sonett II, 1986 900 Turbo Convertible, 1995 900 Pikes Peak, 2005 9-2x and the 2006 9-3 Aer Convertible “20 Years Edition, #1″

Over the next few months, I will be posting a photo and press release that Saab Automobile USA has provided in their recent “60 Year Anniversary Press Kit” in the beginning of each week until I have covered the entire Saab USA Heritage Collection for our future reference of this collection.

It will also be helpful to have this knowledge of what vehicles are in the collection ahead of time, because, I understand that as part of the 2007 Saab Owner’ Convention that will be held in Michigan this year, there will be a visit to the location where this Saab USA Heritage Collection is kept and maintained for all Saab owners and enthusiasts in attendance to see in person.

Thanks to Saab Automobile, we can now enjoy not only a brilliant set of photographs of each Saab heritage model, but a detailed written description of them as well.

This week, I will start with the SAAB 92.

The Cars in the Saab Automobile Heritage Collection

1952 SAAB 92

Often described as an airplane without wings, the 92 (earlier model designations belonged to Saab aircraft) was created in the aftermath of WWII as a rugged, low-cost and practical car to safely conquer the rough Scandinavian roads of the time.

Lead by Gunnar Ljungström, the original 92 was developed by a team of 16 Saab aircraft engineers – only two of whom, according to the legend, had a driver’s license. Responsible for the exterior design was Sixten Sason, a freelance industrial designer who also gathered fame with his contributions to Hasselblad cameras.

Reflecting its aircraft heritage, the Saab 92 used a monocoque one-piece body/frame structure, yielding light weight as well as great strength. Its front-wheel drive not only delivered good traction on snow, but also a flat floor and an amazingly roomy interior – given the compact exterior dimensions.

For the first couple of years, Saab offered the 92 only in green paint, said to be left over from army supplies. The four-passenger car was powered by a two-cylinder, two-stroke engine with an output of 25 horsepower. It had a three-speed manual transmission with the shifter mounted on the steering column, saving interior space.

Produced from 1949 to 1956, the 92 exemplifies Saab’s zest for innovation and design that have become known around the world as the key characteristics of the Swedish brand.

Because Saab did not officially start its automotive business in the United States until 1956, it is fortunate to have this 1952 model 92 (serial number 1837) as the “arch father” of its Sterling Heights, Mich.-based Heritage Collection.

At 8:00am sharp, Jan-Willem Vester, communications manager of Saab Automobile USA, welcomed us and began a product presentation on the new lineup of Anniversary vehicles in the 9-3 and 9-5 range. It was at this presentation, that the 9-5 Aero SportCombi was touted as the “enthusiast car” which was probably why the writers, journalists, bloggers and other individuals that had the opportunity to drive the 9-5 SportCombi, stayed with their vehicle during the entire duration of the route.

Following the product presentation, we were given a route orientation and instructed on where to drive and what kinds of situations we could expect to run into throughout the designated route. During this orientation, it was indicated that as a precaution, there will be a vehicle recovery truck following our caravan at all times in case of any emergency whatsoever.

Once we got our orientation, we were escorted out onto the parking lot behind the hotel to see a fleet of the Saab Anniversary vehicles to drive. The decision on what vehicle to choose from the lineup was probably the hardest decision many of us invited to the event had to make all day. Fortunately, I had the priveledge to secure a 9-3 SportCombi in “ice blue” as the vehicle of choice and also have the honor to have former President of Saab-Scania of America (1979-1991), Robert J. Sinclair as my co-driver. Prior to departing, I offered Mr. Sinclair the keys, but he kindly asked for me to enjoy myself while he helps me navigate.

Once we got the signal from the parking lot attendant, we were off and the journey began. The route as planned for us to drive was quite incredible and in many instances breathtaking. This was my first time driving through Southern California and with the deserts that were scattered throughout, we really had quite the experience to say the least, this early on in the route. From the very well banked hair-pin turns to the twisty spins through the mountains, I believe we got a very realistic and thorough experience in the Saab Anniversary test vehicles.

The long straight roads on the highways we drove were surreal and the few drivers on the road, made for a very satisfying experience on that sunny day. What made the driving experience even more pleasurable was the handling characteristics of the 9-3 SportCombi. In the 9-3 SportCombi anniversary edition, I felt in complete control at all times and fully aware of the road conditions through the suspension and steering systems facilitating the connectivity of the driver to the road. I was also fortunate to have had Mr. Sinclair, who is a very knowledgeable about many things, particularly the local geography and culture to chat with during the driving experience in the San Diego region.

Our first stop on the route was at a state park called Stelzer County Park. At this stop, we had the chance to switch driver’s, vehicles and co-drivers, however I did not see too much alternating vehicles, especially with those that started out in the 9-5 Aero SportCombi that I mentioned earlier where it was mentioned in the morning presentation as the “enthusiasts car”. At this stop, I managed to snap a few photographs, grab a fresh bottle of water, an apple and chat with other journalists about their experience so far. You will see the tailgate in this photo of one of our utility vehicles that had a continual abundance of fresh fruit and choices of water, soda and juices to make the experience even that much more pleasant. This early in the route, I continued to see other journalists smiling even more, and exhibiting a feeling of enjoyment and also appreciation on how well the event was planned and executed.

Our next stop was at the Julian Pie Company, another 30.3 miles away. At this stop, we all sat down outside and enjoyed some home made pie a la mode in the company of others while discussing their experiences so far. There was certainly some value in being in the first wave, having to experience the trip for the first time with everyone including our gracious hosts, the individuals at Saab Automobile. I also saw value in appreciating where we were as well as others by visiting some of the significant local venues throughout the route such as the Julian Pie Company in our built-in breaks. These opportunities gave us a chance to get a bite to eat, drink and switch vehicles and converse with others about their driving experiences with the Anniversary Edition models. At this second stop, I looked again for a 9-5 sedan or SportCombi variations, but they were gone as quickly as they arrived. Without hesitation, I hopped back into the 9-3 SportCombi with Mr. Sinclair, zeroed our trip odometer and like that we were off again to our third stop, the Warner Springs Ranch Airport which was about 16.6 miles away.

The drive to the airport again gave us some of the most breathtaking horizons that I have ever seen. One of the professional photographers from Saab Automobile was ahead of me in a 9-5 SportCombi and made multiple stops alongside the highway for quick snapshots, so we followed suit and did the same, and we’re glad we did because the views were worth every second. I started to wonder if we would ever make it to our next destination given all of the unique photo opportunities we had. At that point, we were the last vehicle in the pack, closely followed by our recovery vehicle that also pulled over each time. I bet that the folks in the recovery vehicle were initially wondering if the two of us had flat tires already, this close to the airport. After the three to four stops we both made for these opportunities, the folks in the recovery vehicle must have realized that we were in good shape, just in awe of the landscape.

Upon arrival at the airport which was completely secluded and nestled in the mountains, I was overwhelmed when I saw the Saab Automobile USA Heritage collection all lined up on the taxiway at the airport. When we drove in, parked and got out of our vehicles, we saw non other than Erik “On the Roof” Carlsson aggressively driving his Saab 96 RAC rally car in the parking lot and then onto the runway at high speed. At this point, I was thinking to myself how lucky we are to get to see legends behind the wheel again for us all to see and enjoy.

Surprisingly, the next vehicle I saw following Erik Carlsson’s 96 Rally Car, was Seth Bengelsdorf, Editor of Nines Magazine behind the wheel of the Saab Sonett I, and then it hit me, we were not only going to be able to see these cars again, we would actually be able to drive them! I was in such disbelief, until I got behind the wheel of just about every vehicle in the heritage collection. This aspect of the Saab 60th Anniversary program was the highlight of everyone’s trip including my own from what I have heard. The first vehicle I got behind the wheel of was the Saab 99 Turbo from 1977. Initially the lack of power steering, meant that a surprising amount of energy had to be used to get the vehicle out onto the runway, a technology that today we take for granted. Once the Saab 99 got out onto the straight runway, it was an extremely solid ride and the Turbocharger was strong and unwavering right up until the runway began to quickly come to an end. I had the opportunity to have vehicle line director, Jörgen Nylén of Sweden as my co-driver in this experience and all future driving experiences.

The next vehicle we drove was the 1990 900 SPG Talladega in also “Talladega Red”. In comparison to all other heritage vehicles, this one was the quickest, most exhiliarating experience on the runway. From the sound of the burping exhaust note on the taxiway to the Turbo rush on the runway, I was in a permanent state of nostalgia and I believe Mr. Nylén felt the same. It was difficult to let go of this Saab model, but in the same breath, I was interested in jumping into another vehicle before we broke for lunch.

The other Saabs from the heritage collection that we got to enjoy included the 1986 9000 Talladega, the 1970 Sonett III, and the RAC Rally Car. These vehicles were quite fun to drive, once you were able to quickly adapt to the huge differences in shifting on the column from the floor and back again. It was clear to me that all of the vehicles in the heritage collection were museum cars and with that, I managed to operate them with that understanding that they were not my own. I was however quite surprised by their mechanical strength and durability and that every component operated exactly as it should just like they were brand new.

The final Saab that I experienced was the 1956 Saab Sonett I, also known as the Sonett Super Sport model 94. It was initially a pleasant experience until the spark plus started fouling out again, evidently the spark plugs were fouling out for some of the earlier drivers and again with me, so I am fortunate for the memorable time.

As I wrapped up my final test drive, I retired into the extremely well decorated aircraft hangar for lunch where I was treated to another fine luncheon experience with other writers, journalists, bloggers, notables and hosts from Saab Automobile.

The outside of the hangar was flanked by two 2007 9-3 Anniversary Edition Convertibles protected underneath with Saab tents. The Saab tents that looked familiar to some, were also seen in the “Born From Jets” campaign at various Air Shows during the summer of 2006. The welcoming entrance of the hangar was well received after having a great morning of Saab experiences with the current and past Saab models.

The inside of the hangar was decorated with black curtains as a backdrop with a few aircraft staggered along with professional large format photographs on easels of the various Saab models from the heritage collection. These photos are part of the 60th anniversary media kit we received when we arrived at the airport on the first day in print and electronic format. There was also some nice ambient music piped in the background which made the experience just that much better. The lunch was very special and I will never forget the intimate setting and atmosphere and especially all of the hard work that Saab Automobile put into the program.

As the lunch came to an end, we moved out and I continued with the 9-3 SportCombi as there were no 9-5 Sportcombis in sight. Mr. Sinclair and I invited Jörgen Nylén of Saab Automobile, Sweden to accompany us, this time as my co-driver with Mr. Sinclair in the back seat. The dialog that we had between the three of us covered a lot material from Saab Automobile’s years from 1979 until the early 1990′s. I was extremely excited to hear both Mr. Sinclair and Mr. Nylén discuss their most memorable experiences from their long history with the Saab brand.

On our final leg, the curves around the mountainside along with an increasing amount of well engineered hair-pin turns gave us all the quintessential driving experience in the 9-3 SportCombi that we all came to expect with the Saab brand. At our last pit-stop before we arrived back at Tower23, we managed to change up the drivers where Mr. Sinclair became co-driver with another individual from Saab Automobile for the last leg. The last leg was also a memorable one with Mr. Nylén, a very well seasoned and spoken individual for Sweden. I think that he appreciated my persistence to talk Swedish whenever I had the opportunity, although we did speak english for most of the drive back to the hotel.

When we arrived back at the Tower23 hotel, we had about an hour before our rides picked us up for a reception and dinner at a new modern restaurant in San Diego called “Jack of La Jolla”. The service and food at the restaurant was impressive to say the least and the intimate one-on-one dialog I believe everyone had with Erik Carlsson, Bob Sinclair, Jay-Spenchian, Jan-Willem Vester, Leane Wandoff, John Libbos, Jörgen Nylén and the rest of the Saab team was memorable and hard to put into words. The nearly 3 hours we spent at the restaurant went by in a turbo rush, and like that we were greeted by our driver’s outside of the parking lot to return to the hotel.

Upon arrival, many of us were asked to join Jay Spenchian for a nice recap of the the 60th Anniversary program, review of 2006, future product development in the hotel lounge before calling it a night. We even got a chance to see the PÃ¥ Taket Award, presented to Saab USA employees internally for going above and beyond which was a red SAAB 96 scale model flipped upside down as indicated here on Trollhattansaab recently.

The following morning I was picked up in a 9-5 SportCombi, and dropped off at the airport for my flight back to Washington, D.C. Having the 9-5 SportCombi as the departure vehicle was an appropriate and poetic conclusion to the 60th Anniversary program.

I enjoyed my time, meeting everyone that I did and thank Saab Automobile and all of their support team including the staff at Tower23 in making this a truly memorable event.

Click here for day 1.

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

This video is approximately 38 minutes long, enjoy.

The video is approximately 16 minutes long, enjoy!

Here are some important dates in time for Sweden’s aircraft and automotive industry.

In 1914, the Swedish Aircraft industry began as Södertalje Werkstäders Aviatikavdelning
In 1921, Swedish Aero was formed in Lidingö, Sweden.
In 1932, Swedish Aero was bought out by what is known as Aktie Bolaget Svenska Järnvägsverkstädernas Aeroplanavdelning (ASJA) and formed in Linköping, Sweden.
In 1937, Svenska Aeroplan Aktie Bolaget (Swedish Aircraft Company) known as SAAB was formed in Trollhättan, Sweden and Linköping, Sweden, dissolving ASJA. (Aircraft operations formed)
In 1947, SAAB began making automobiles after World War II in Linköping, Sweden, then Trollhättan, Sweden (Automobile operations formed)

The First SAAB Aircraft that went into production was known as the B17 and was made in Trollhättan and Linköping, Sweden

Photo Credit: SAAB AB, Linköping, Sweden (1969)

The First SAAB Automobile that went into product was known as the 92A and was also made Linköping and in Trollhättan, Sweden.

Photo Credit: Saab Automobile AB, Trollhättan, Sweden (1969)

This film is narrated by non other than Erik Carlsson by describing how SAAB came into the automobile business. Erik “On the Roof” Carlsson begins describing the SAAB model 92, followed by the 96 and with help from,Stig Blomqvist, the model 99.

The film as well as the others, would not be possible without the gratious donation of films by former Saab Cars USA employee, John Moss.

Another special thanks to those that gave financial donations towards the project for making this possible by turning the 16 millimeter film into digital format.

A memorable donation to the Saab community all of you, thank you.

John at Elkparts.com
Anders Jenson of SaabStickers.com
Carl Levine of Granite Embedded Systems, maker of the Saab AudioTroll
Lester Ewing, President of the Saab Club of North America

I look forward to working with anyone else in the future on the remaining 3 films we need to convert, to complete the project. I will be providing a poll in the coming days on what you would like to see next.

The film below has taken a long time to get to this stage, but the content is well worth every minute of your time. Enjoy!

The Saab Palette continues to expand into new colors along with the growth of the brand.

When one thinks back to some of the colors that stood out over the rest, do you think of Monte Carlo Yellow with the 1992 900 Convertible or Odoardo Grey with the SPG or is it Watermelon Green being used as the color by default with the SAAB 92?

I have developed with the help of my peers, a series of charts representing the paint names and codes used for every Saab model that has ever existed (minus concept cars) The objective of this project is accuracy, completeness and clarity.

Finally, a comprehensive color palette listing that includes the names, codes as well as real-life examples of what these colors look like on the year and models they were used on.

It seemed appropriate to finally release this project in-lieu of being complete so that the public can get a chance to see it and hopefully contribute to the project with additions, modifications and real-life photos of their Saab for those examples of the colors in application.

Please take a look at the new Color Palette section on the right-hand column and contact us with your contribution to the list, enjoy!

Don’t forget to also check out the three official saab rally history films. These films cover the Swedish RallyCross in 1980, the Swedish KAK Rally in 1971 and the Finnish 1000 Lakes Rally in 1977 that are now stored permanently in the saab videos archive.