Photo Credit: Charles Gould

Saab enthusiast, Charles Gould has recently written a rather detailed account of his “barn find” acquisition of a 1962 Saab 96.

Below is the first chapter of this incredible story.

Another Saab Story- Barn Find 1962 Saab Model 96!

Written by Charles Gould
Photos by Gabriele Isenbrand
Chapter One

I received the Craigslist ad from a friend on Friday night, even before I saw it on the Vintage Saab list, where it had also been posted. The ad said that the 1962 Saab, had been parked in this garage by a little old lady in 1978, and that it had sat there ever since. The ad confessed that the engine was stuck, and that the rest of the car’s condition was unknown, but the photos made it look fairly derelict, with all of the dust and debris which had collected on it for those thirty-three years.

Everyone on the Vintage Saab list had speculated that thirty-three years in a dark, damp New Jersey garage could not have done it well, and that between the salt air, and the obvious mice infestation, it was probably a fairly rusty candidate for restoration.

The ad stated that the little car would be sold to the highest bidder at an estate sale, which was to be held the following afternoon at 4:00 PM. There was only one problem. The estate was over 200 miles away! Although I wanted to go to see the car in person, I was not prepared to get there in time for the Saturday 4:00 pm deadline. So, I made arrangements to place a bid over the telephone, sight unseen.

I had lost three other “bullnose” “stroker” Saabs, and I did not want to lose another. One was from an estate sale in Texas, and the executor had promised to sell it to me for $4,500, and then decided to increase it to $5,500, and then decided to get it running first, and then demanded $6,500, which I was still prepared to pay, as it had a factory rebuilt engine, and a GT hood, even though it was not a true GT. He then decided to place it on EBay, where it drew close to 12K from a European buyer. Oh well, I guess it wasn’t meant to be!

So, I was very excited about this New Jersey barn find car, as I really love original cars with years of patina, and I also truly love barn find stories. I was “willing” this to be a nice original car, and although the posts on the Saab list were getting pretty discouraging, I did not give up hope.

At 10:00 am on Saturday, I decided that I really needed to see this Saab in person, and that I had to be there to bid live, and to be sure that my telephone bid did not fall through for a bad reception problem, or some other glitch. So, I called several friends and nobody was available to take the 200-mile road trip. As I was getting ready to set out alone, my friends Carter & Gabrielle called to say that they were in town and wanted to visit. I asked if they were up for a road trip, and they set out to my house, while I went to the bank to get some cash!

I debated whether to drag the trailer along, because it always seems that when I bring the trailer, the car is always a disappointment, and when I leave the trailer home, the car turns out to be great, and I have to frantically hunt down a U-Haul in the vicinity of the purchase.

I finally decided to grab the trailer from my shop on the way out, and we bolted down to New Jersey. We arrived at 3:20, and were greeted by four other very knowledgeable Saab enthusiasts, the three estate sale ladies, and some assorted customers buying other estate trinkets from inside of the home.

We were sent out to the garage behind the house, at the end of a long and very narrow driveway, which had long since been overgrown with trees and shrubs which had made the narrow access even narrower. It was obvious that this narrow driveway, and the overgrown trees and shrubs would preclude getting the trailer anywhere near the little Saab which had been tucked away thirty-two years prior.

When we finally got a chance to check it out, I was so excited to climb through the sad and lonely looking little teardrop. As someone on the list had posted, all four tires were flat, and all four wheels were stuck, so we were wondering how we were going to get it out of there if we were successful. Anyway, our investigation in that dark garage made it obvious that this was a remarkable example, even though it was covered in thirty-three years of dust and crud, and looked like hell on the surface. This was clearly a remarkably well preserved, time capsule, owned by a woman who was the original purchaser late in 1961. She had parked it here in this garage in 1978 when she fell ill, and there it sat until being unveiled again in the last thirty days!

There was almost no rust whatsoever, and what little was there, was limited to surface deterioration on the bulkhead, where the mice had nested and urinated on the metal, which contrary to an earlier post, did not penetrate through the metal, but did remove the paint and caused some pretty deep surface rust in the corner on the driver’s side.

Contrary to the earlier post, although a previous owner had bent the steel up above the battery tray to accept a larger battery, they did not cut the metal, and I figured that it could be bent back close to original. The plywood panels in the trunk were near perfect, and under the rear seat looked like brand new.

Yes, the engine was stuck, but we are always saying that mechanical stuff is easy to fix, but rust is such a headache. The upholstery and headliner were simply amazing, and even the dash pad was not cracked. The oil change stickers confirmed the mileage and dates, and contrary to an earlier post, the paint on the door seals was transfer from the door, after being closed for thirty years. There was no overspray on the door seals, although I was surprised to see both door striker mechanisms on the jamb were painted. Does anyone know if these were painted at the factory?

There appeared to be some minor repair work on one rear fender, but it was done quite well. Otherwise it was remarkably unmolested, and well preserved, and even had the optional white face Blaupunkt radio, speaker, antenna and even the grounding straps for the radio installation kit.

I decided that I really wanted this car, and when I learned that it would be a sealed bid auction, I got very concerned, as there were about three or four other knowledgeable Saab enthusiasts at the site, and three more bidding by telephone. There was also another guy who arrived carrying a 6 amp battery charger, and who had intended to plug that into the garage outlet, in the hopes that he could get the stuck engine to spin on the 6 amps of available power!

It was nerve racking to try to decide what to bid, as I really had no idea what the others would bid. Well, we all must have had a pretty good idea as to value, as four of the six bids were within $200.00 of each other, and my bid was $99.00 higher than the next lower bid! Fortunately, we were the high bidder, except for one telephone bid that had a contingency that the seller provide a title at that price, which the seller could not do.

So, now we had to decide how we were going to drag it out of that narrow driveway, and figured that we would have to call a local wrecker with a long, long winch cable. I decided to unhook the trailer and back my MDX down the narrow driveway to see if it was possible to drag it out to the street for loading. Unfortunately, I had cleaned out my MDX last week to go in for a new transmission, and I had forgotten to put my tools, air compressor or tow cable back into the truck before we left, so we had no way to pump up the tires before trying to see if any of the wheels would roll, before calling the wrecker.

Now, I have pulled literally hundreds of old cars out of barns, and I am a consummate optimist, so I was “willing” the wheels to free up, as we tied up two ratchet straps to the rear control arms, and hooked them to my trailer hitch, half expecting them to break. As we tugged gently, two wheels rolled, and two dragged for about one foot before the third freed up, and another two feet before the fourth wheel freed up and started to roll. The brakes were still dragging a little, but the wheels were rolling!

We were able to slowly drag the little Saab all the way out to the street without any real problems except that occasionally the wheels would dig in, as though the little car was holding on tight, and afraid to be dragged away. I suspect that when he went to sleep in this garage over thirty years ago, nobody collected old Saabs, and now he probably feared being dragged to a junk-yard after hiding successfully here in this garage for thirty-three years.

The trailer battery, which runs the winch, died before we could drag the little car all the way onto the trailer, but we kept letting it rest and pulling six more inches, until we got the whole car safely up on the trailer. So, within thirty minutes of having won the bid, we had the little 96 loaded on the trailer and we were ready to head off for home in Massachusetts!

One of the ladies handed us the baggie, which contained the original owners manual, service coupon booklet, and brochures for the Blaupunkt radio, as well as several period road maps of New Jersey and New York. The three ladies who were running the estate sale were really sweet, and I had a lot of respect for how honest and fair they were in handling the sealed bid situation. It was really a pleasure to deal with them.

So, we were now on the road again, and headed back to Massachusetts. We had almost 100 miles under our belt, with most of those miles spent with me sneaking peeks at the cheeky front of this barn find through the rear view mirror, when we hit a huge pothole on the road. This pothole was so big that I was just waiting to feel a tire collapse! Well, nothing seemed to be wrong, so we proceeded up to Rein’s Deli in Vernon, CT, about 85 miles from home, for dinner. Reins is a traditional stop for us whenever we return from a car retrieval in New York, New Jersey, Pennsylvania or anywhere else southwest of us here in Massachusetts!

Dinner was great as usual, but apparently we had developed a slow leak in one of the trailer tires from the pothole, and although we didn’t realize it until we left Rein’s, the tire completely blew apart three miles later on Route 84! We pulled into a small 24-hour gas and convenience store to have some light to work under, as it was now almost 9 pm.

As I had forgotten to put my tools back in my truck before we had left Massachusetts, we were stuck with no tools and no spare trailer tire. We could not get the tire off, and with the self leveling equalizer link on the leaf springs between the two right side trailer tires, there did not appear to be any way to get the dead tire off of the roadway. So, it looked like our newest acquisition would have to sit out at a rest stop overnight, until we could come back with a replacement tire and tools.

We decided to jack up the trailer suspension to bias the rear trailer tire down and the front one up, using the MDX jack. Once we had achieved the desired position, we went into the store, and carefully selected a pack of firewood, with one log just the right size and shape to jamb into the shackle mount, to hold the proper orientation for the trailer suspension to lift the front destroyed tire off of the roadway. With our custom-made hardwood suspension adjustment device now in place, we limped home the final 82 miles at a reasonably slow speed, and made it home before 11:00 pm, safe and sound!

Now with my back thrown out, and exhausted from the tension of driving that last 82 miles, while waiting for the second trailer tire to blow, we went right to bed leaving the little Saab on the trailer in the driveway overnight. Our plan was to have a closer look in the light of day, and try cleaning it up in the morning.

The following photos, which Gabrielle Isenbrand shot to document this barn find retrieval, really reveal how sad this little neglected teardrop Saab had become from being entombed in that New Jersey garage for so many years:

http://s191.photobucket.com/albums/z190/ricobirdo/1962%20Saab/?start=0

All I will say at this point is that I am delighted to have acquired this little time capsule, and I can’t wait to start on this project. Thanks to Carter Willey, for being such an amazing reference source on this car, and to Gabriel Isenbrand for documenting this barn find retrieval on her digital camera! Finally, thanks to both Carter and Gabrielle for all of their hard work, help, moral support and encouragement in chasing down this barn find dream! Please let me know your thoughts and comments after viewing the photos and whether you want me to write the next chapter of this story, and thanks for all of the support on saving this little 96!

Charles Gould
chasgould@mac.com
(617) 965-4848

Saab Enthusiast, Brandon Hollinger of Pennsylvania that I wrote about back in June, has contacted Saab History and provided us a nice little video and information about his SAAB 96 EV project as well as what inspired him!

It’s great to see a Saab Enthusiast like Brandon launch this project by seeing another person’s EV project here on Saab History! I am very happy to see another SAAB 96 saved by their owner, not ending up in a scrap heap, and now quite possibly getting better energy efficiency than many modern Saabs to this day! It’s this kind of ingenuity that inspires us to follow Saab Automobile’s vehicles. It’s almost like with all of the engineering that went into them at a given time, we feel that we can’t let that go to waste, and some of us even take it a step further and improve and modernize it themselves!

I just saw my story on saab history. you have a great great site! i’ve visited it many times over the past year to gain knowledge about all the various saab models – especially christen johansen’s. i’ve been in touch with him often and he’s shared some of his experience with me. i pursued that connection because of your website! i actually had already decided to convert the saab 96 and then i actually saw his. really odd coincidence. in terms of saabs, i only know of the 4 conversions you have listed on your site and one other 900 on youtube. oh and there’s a sonett EV in oregon but i don’t know where he got it.

thanks for providing a great website,

brandon

1970 saab 96 EV (daily driver)
1989 saab 900 turbo
1984 saab 900 turbo – deceased

Saab Automobile AB, is now officially following Saab History, or should I say Saabvideos original vision back in 2005, to promote Saab’s great history through video.

This television ad features the SAAB 96, titled “the wheel” using the basis of SAAB’s legendary front-wheel drive focus with this new model that went on to have the longest production lifetime ever of 20 years. A great ad and a first for many of who have never seen this before, myself included.

I have added this video to the Saab History video archive, now at 479 videos!

Saab History has recently received yet another incredible television ad. This ad, produced by SAAB-ANA, features the first year for the SAAB 96 in 1960.

This video is included in the permanent collection of the Saab History video archive, now totalling 477!

Photo Credit: William ‘Chip’ Lamb

The SAAB 96 Monte-Carlo 850 (MC850) was created in 1966 and 1967 to show homage to Erik Carlsson and Pat Moss for their victorious rallying circuits they won at the Monte Carlo rallies and the incredible press they provided to SAAB.

The SAAB 96 MC850 had a sport chassis and an 850cc engine as well as other appointments.

This model for SAAB came equipped with the following specifications:

Exterior: Saloon, two doors, five seats, 813kg/1,792 lbs. Long Nose, with rally lights.

Interior:

1966 MY Woolen Cloth Interior, Standard Seat Belts, Wood & Horn Ring on Steering Wheel, Larger Rear View Mirror, Raised Seats and Better HVAC, New Instrument Panel with round cluster & darker interior color, New Instrumentation including tachometer

1967 MY Woolen Cloth Interior, Standard Seat Belts, Wood & Horn Ring on Steering Wheel, Larger Rear View Mirror, Raised Seats and Better HVAC, New Instrument Panel with round cluster & darker interior color, New Instrumentation including tachometer, New 3-Point Seat Belts

Chassis:

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

Engine:

1966 MY Three-cylinder longitudinally mounted, 70x73mm, 850ccTriple-Carburretor with higher output and fuel consumption as well, Monte Carlo 850
1967 MY Same

Transmission:

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

Dimensions:

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

Global Production:

Model Year – Units

1966 MY
1967 MY

Photo Credit: Saab Automobile AB

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

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

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

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

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

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

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

1962 MY City grey and arctic ocean blue colors
1963 MY SAAB Emblem changed to Saab name and logo airplane on grille & midnight blue, brown-beight and black were included, green was eliminated,
1964 MY New Colors of Glacier Blue and Savannah Brown
1965 MY Straight Nose, eliminating bullnose & New Headlights and directionals. New Colors were Olive Green, Torreador Red, Polar White, Midnight Blue, Savannah Brown and Glacier Blue.
1966 MY New Hubcaps, stainless steel trim strips, new headlamp flasher, new external rear view mirrors, disc brakes, designated as “96 Special” with new colors such as dark grey and yellow, savannah brown and olive green eliminated.
1967 MY Hussar Blue and Silversand added as colors
1968 MY V4 De Lux with trim strips and rear windows that could be opened, windscreen had an electric pump powered washer and 7cm deeper.
1969 MY Rectangular Headlamps, chrome grille, indicators moved to front wings, US still had round headlampsm, Sea Green and Black colors added.
1970 MY Medium Blue color added and headlamps wired via ignition so lights could not be left on
1971 MY Headlight Washers Added, with electrodipping to improve rust prevention, new colors silver mink and tyrolene green replaced sea green
1972 MY New Bumpers, Wheels with air holes. Amber Yellow and Verona Green added to colors.
1973 MY All markets now had rectangular headlights except for U.S. and carolina blue and brilliant yellow replaced medium blue and tyrolene green.
1974 MY Two piece plastic grille replaced 6 piece chrome grill. Radial tires and reel-style seatbelts, all standard. Sunset Orange, Sienna Brown and Lion Yellow were new colors.
1975 MY 1975 MY Black Windscreen wipers and window surrounds, New Colors Emerald Green, Coral White and Solar Red replaced Verona Green, Polar White and Toreador Red and alloy wheels. A Special “Silver Jubilee Model” with silver metallic presented in spring.
1976 MY Energy Absorbing Bumpers now standard. These would withstand a collision of up to 8kph (5mph) and resume their original shape. New Daytime Running Lights (DRLs), topaz yellow and opal green new colors.
1977 MY Black wing mirrors now with increased glass area. Astral Blue and Antelope Brown added to colors.
1978 MY Enlarged sidelight/indicator light clusters on the front wings. Enlarged rear light clusters with reversing lights. New Rubber Trunk handle and spoiler. Emblem denoting 68hp engine. Jade Green and Laguna Blue substituted Opal Green and Astral Blue colors.
1979 MY Black Window Surrounds, colors added included Alabaster Yellow, Chamotte Brown, Midnight Blue, Solar Red and Marble White. All production moved to Finland this year.
1980 MY Final Year, finished in aquamarine blue metallic, upgraded equipment such as alloy wheels.

Interior

1961 MY Woolen Cloth Interior
1962 MY Standard Seat Belts
1963 MY Horn Ring on Steering Wheel, Larger Rear View Mirror, Raised Seats and Better HVAC
1964 MY New Instrument Panel with round cluster & darker interior color
1966 MY New Instrumentation including tachometer
1967 MY New 3-Point Seat Belts
1968 MY Brake circuit indicated, V4 De Lux with rear windows that could be opened, dash in dark grey, controls in black to suppresss reflection, rear view mirror moved from dash to top of windscreen, horn ring replaced with control on steering column.
1969 MY telescopic steering column, attachments for head restraints
1970 MY An all new interior, a new instrument panel with all meters and lamps contained within two recessed dials, a new steering wheel and new buttons for heating and lighting, rear seat belts standard and V4 delux phased out.
1971 MY New Handbrake and warm air duct to rear seats
1972 MY Electronically Heated Seats
1973 MY All Instruments modified with yellow pointers and sunvisors had black backs.
1974 MY Rear seatbelt reminder lamp
1975 MY Reel-Type seat belts standard in rear, New Tachometer & leather steering wheel for 1975B Special Model
1976 MY The Saab 96 was now designated 96L due to a new floorpan redesign which gave 5cm of legroom to rear seat passengers and, on the 95V4.. Rear Bench Seat Was removed to the relocation of a spare wheel.
1977 MY Front Seats had 99 style, including head restraints, heated rear screen.
1980 MY plush upholestery

Chassis:

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

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

Engine:

Engine Three-cylinder longitudinally mounted, 70x73mm, 841cc, compr: 7.3:1, 38hp @ 4,250 rpm, 79Nm @ 3,000 rpm, Two-stroke, aluminium cylinder head, cast iron block, 4-bearing crankshaft, downdraught Solex 4UAI or BI carburettor, fan, thermostat and pump.

1960 MY 841cc, 38hp.
1961 MY Key Activated Starter Motor
1965 MY Redesigned HVAC system & Engine Compression increased to 8.1:1 with hp to 44hp. New Hydraulic Clutch, fuel pump, exhaust system and top mounted foot pedals for clutch.
1966 MY Triple-Carburretor with higher output and fuel consumption as well, Monte Carlo 850
1967 MY New V4- Engine (1967-1978) Four cylinder in V configuration, four stroke 1498cc 65 hp, new alternator, new battery and starter, Monte Carlo 850
1969 MY Autolite carburettor, airfilter, new radiator and expansion tank.
1971 MY 1.7 Liter engine with 65hp
1975 MY Special Model fitted with 1700 V4 Engine known as 1975B
1977 MY Twin-Choke Carburettor raised horsepower to 68 hp with the designation to the model as 1977B.

Transmission:

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

Dimensions:

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

Global Production:

Model Year – Units

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

Erik “pÃ¥ taket” Carlsson, or “pÃ¥ taket” in Swedish meaning “on the roof”, was born March 5, 1929 in Trollhättan, Sweden.

The nickname On the roof, apparently originated by from the children’s book, “Karlsson pÃ¥ taket” by Astrid Lindgren. In this book,the Karlsson character lived on the roof of an apartment building. This “on the roof” name was given to Erik Carlsson because he had the infrequent habit of rolling his Saab rally car on its roof.

Erik joined SAAB as a rally driver, just after the first SAAB 92 model was produced and participated in his first rally with it, the Rikspokalen in 1955. Carlsson, married to Pat Moss on March 3rd, 1963, began a relationship that expanded well beyond the homefront. Patt Moss, a younger sister of legendary rally driver, Stirling Moss eventually became Erik Carlsson’s co-pilot through most of his successful rally career.

The early SAABs that Erik Carlsson drove were significantly underutilized two-stroke vehicles that required the driver to keep the high revolutions up while moving, which meant high speeds at all times. When driving these “strokers” at high speeds at all times, Erik Carlsson developed what was called “left foot” braking where you use your left foot to brake while in the same instance, your right foot to maintain the speed at all times.

While Erik Carlsson maintained 1st place in most of his rally circuits, the most notable rally he participated in was the 1964 Monte Carlo Rally where he was victorious.

The year following this victory, both Erik Carlsson and Pat Moss wrote a book called “The Art & Technique of Driving”.

The most recent book on Erik Carlsson’s career was published in 1999, titled “Mr. Saab”. The Mr Saab title was given to Erik “On the Roof” Carlsson by Saab Automobile as he ended his rally career to continue a public relations career for the Swedish car company.

Today, Erik Carlsson has been known to make appearances at various Saab Festivals and Saab Conventions all over the world, and with any luck maybe you will get a chance to meet this legendary Saab rally champion to thank him for all of the recognition, attention and history he has brought to the Saab Automobile brand ever since.

I leave you with his list of lifetime rally achievements.

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

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: Christen Johansen

With everyone “going green” these days, it does not surprise me when I received the following information from a colleague. Apparently, a Saab Enthusiast by the name of Christen Johansen in New York, has recently outfitted a beautiful 1972 SAAB 96 into a full on Electric Vehicle or “EV”.

This is certainly not the first Saab or vintage SAAB that has had the necessary modifications in order to run with electric power. Back in 1993, Walter Kern, a physicist by trade and also the creator of the SAAB Quantum, designed and re-engineered a 1974 SAAB Sonett III to run on electrical power.

Here are some additional videos covering this project that are of particular historic importance regarding this project: Pierson to Person, Environmental Forum, Newsbeat 53

It seems that Duke University also had an interest in also converting a 1972 SAAB Sonett III, although I am unsure if Walter Kern & Dave Hosmer’s work inspired them to do the same.

All in all, it seems that there has been a lot of interest these days in people converting their vehicles from conventional fuel systems to more economical and environmental ones such as electricity. Just look at the progress Mark Ward in Missouri has made just this week with his new generation Saab 900 nicknamed “Saabrina”.

Leave it up Saab Enthusiasts, who hold the record as some of the most intelligent and progressive automobile enthusiasts and the world and you have projects like these cropping up everywhere now.

I leave you with an informative piece written by Christen Johansen on his beautiful yet highly sophisticated 1972 SAAB 96 as depicted in the photographs:

I have avery simple system designed by Electric Vehicles of America (Bob Batson) with additional tech know how and parts from Electro-Automotive (Mike Brown). It’s basically a 96 volt traction system (16) 6 volt lead/acid deep cycle (golf cart) batteries connected to an Advanced DC motor through a Curtis controller.
The motor is mounted directly to the standard SAAB 4 speed transmission with a spacer and adapter plates with bolt patterns fitting the motor and transmission bell housing.
I do have regenerative braking, which is a wiring modification of the basic system which is transparent to the traction system until you toggle a switch on the turn signal and energize the motor field, changing the motor into a generator. The degree of braking is based on the controller’s demand (how far you depress the “accelerator” and the batteries’ ability to absorb more energy, you would not want to roll out of your hill top garage with a fully charged battery pack and expect the regen to slow you down much.

Springs and struts are upgraded as the car weighs 1,000 pounds more than the original V4 model, tire pressure is about 50 lbs all around, 6 batteries in front (straddling the motor), 2 in the back seat (I cut 13″ out of the middle of the back seat and 8 in the trunk where the gas tank and spare tire were located.
Top speed on the flat is around 65 mph, and the range is about 75 miles. It cost me about $10,000. to do the restoration and conversion. I think I spent about $3000 on the restoration and paint job.

I have been posting a lot of history about Saab Automobile’s history in the making as well as notable events and activities in the past as of late, but as your the humble host of this website, I have recently realized that I have provided very little history about my connection with the Saab Automobile.

I begin by sharing a beautiful color photo that I have recently found that is one of the only photos of our family’s first SAAB. This model was a straight nosed SAAB 96 in our old driveway in Western, Massachusetts in the seventies. I have asked around and I also understand there was a 99 EMS as well, but I have yet to locate a photo of it, hopefully that photo too will come to light.

For more information on my history with Saab, I have updated the about page that provides a good summary of my background.

Photo Credit: Saab History

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

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

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

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

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

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

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

Sources:

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

Photo Credit: Saab Automobile

2007-06-01

CONTACTS

Saab 60th Anniversary

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

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

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

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

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

Photo Credit: Saab Automobile

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

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

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

Photo Credit: Saab Automobile

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

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

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

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

Photo Credit: Saab Automobile

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

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

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

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

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

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

Photo Credit: Saab Automobile

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

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

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

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

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

Photo Credit: Saab Automobile

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

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

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

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

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

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

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

Photo Credit: Saab Automobile

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Photo Credit: Per Eklund Racing

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

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

Per Eklund
How it all started.

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

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

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

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

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

Source: Per Eklund Racing

Photo Credits: Joe Jerome

The first Saab Owners Convention took place twenty-five years ago in Galena, Illinois during the month of September. According to Tom Donney of Donney Saab in Iowa, “this location was a relatively small tourist town alongside the Mississippi River where about 75 people attended”.

In addition to the Saab Owners Convention logo you see here, I have been able to provide some wonderful vintage photography for you also thanks to Tom Donney’s friend Joe Jerome who also made it to this event.

I am looking for more information on this event, so if you have any additional material, please e-mail me so that I can add it to this posting.

This convention is also listed on the Saab Convention Archive here on Saab History.

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

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

Photo Credit: Saab Automobile USA

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

Photo Credit: Saab Automobile USA

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

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

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

Where: 60 Marsh Hill Road, Orange, Connecticut

When: 1972 – 1993

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

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

Photo Credit: Garen Photography

Photo Credits: Saab History

In August of 2005, the Saab Owners Convention took place in Stratton, Vermont from August 11th until the 14th. During the event there were vintage SAAB rides available for all participants. The owners of these vintage SAABs were very kind in offering up rides almost non-stop during the one of the days of the convention. I can recall being driven at high speed in a nice silver Sonett II. Quite exciting and nostalgic at the same time.

I hear that there is a chance that these vintage rides may also be available this year at the Saab Owners Convention in Troy, Michigan as well.

Saab Enthusiast Thor Carlson managed to put together a nice video mix complete with the classic Swedish band, ABBA, that best captures this fun experience.

This convention is also listed on the Saab Convention Archive here on Saab History.

Here is the 40-page official convention booklet below, just click on the button to download.

These photos are quite incredible and so spectacular that they appear almost like they were taken recently with a high quality digital camera. Thank you for providing these photographs for the Saab community to enjoy.

There are a lot of photos, so please be patient while they load.

Photo Credits: Bud and Martha Babcock (deceased) by Tom Donney

svgallery=1966_Saab_factory

This is quite possibly the first SAAB 96 television advertisement that has recently surfaced which was done in 1960 from what I undertand. The video is great, however there is no audio unfortunately. Enjoy.

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

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

Thank you Mark for your investigative photo journalism.

What: SAAB Cape Cod

Who: Kurt Vonnegut, Sales Manager

When: 1957 – 1961

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

Photo Credit: Mark

Photo Credit: Mark

Photo Credit: Mark

Photo Credit: Mark

Image Credit: Google Earth

I am currently looking for the years he ran SAAB Cape Cod along with any photographs of that dealership.

Update: With a few quick calls to Hyannis Saab and the local West Barnstable Library, both in Cape Cod, Massacchusetts, I have heard that no one was familiar with a dealership in that area at that time. If someone could shed some more light on this, I would appreciate it.

Here is a a quote by Bruce Turk about the event:

Special thanks to Co-Driver Seth Strait of Rutland Vermont for keeping me going in the right direction and for taking some really awesome in car video.

The video shows just a portion of one stage. We finished the rally without any mechanical problems, 20 stages, 13 hours in total. This is some hand held in car footage taken using a Cannon S3IS at rally New York. The car was the triple “0″ car or “000″ which is a … all » course opening vehicle which pre-runs the rally road prior to competitors. Top speeds of 75 mph were reached which is impressive considering the car has only a 750cc 2 stroke 3 cylinder engine with 30 or 40 hp.

You can check one out here:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Photo Credit: Saab Automobile

Anders Jensen of Saab Stickers, a consistent supporter of Saab history has done an excellent job in providing information about legendary Stig Blomqvist, so I have decided to provide you his information instead of re-inventing the wheel.

Following this writeup, I have also provided a detailed year over year rally summary of Stig Blomqvist with the SAAB automobile from 1970 until 1981.

As soon as he had his driving licence, aged just 18, he was behind the wheel of a Saab 96 -64 at a local rally event near Swedish Karlstad. Astonishingly he finished in 2nd place overall and from that moment his career took off. He drove with the Saab team in the rallies outside his home turf, which gave him his first international victory at the 1971 British RAC Rally. Over the decade he also excelled closer to home, winning the Swedish Rally in 1973, 1977 and 1979. He continued with top performances with Lancia and Lotus Talbot and at the beginning of the 80s he was one of the first drivers to introduce four-wheel drive to the rallying world, driving an Audi Quattro. Competing alongside other Rally masters such as Walter Röhrl, Markku Alén and Hannu Mikkola, he achieved five victories in 1984 and became the World Rally Champion.

His rally career was on top form in the group B car era and he showed his excellence with the Nissan, Ford and Peugeot teams. In the 90s he used his experience of two wheel drive cars to help the Skoda Motorsport team to develop the Felicia Kit Car. In what later became rally folklore, during a guest appearance at the 1996 Rally of Great Britain, he finished 3rd overall with a Skoda Felicia Kit Car 1,6.

In 2001, Stig Blomqvist, together with co-driver Ana Goni, competed in the World Rally Championship with a group N Mitsubishi Lancer Evo VI, finishing in 5th place overall in the 2001 FIA group N classification.