Photo Credit: James Dale

This week’s Saab sighting of the week comes from James Dale, the one who recently purchased a beautiful 1993 Saab 900 CE from Swedish Motor Cars.

He’s provided us a photo of an extremely impressive “barn find” in Canada. This vehicle is a 1977 Saab 99 EMS with 55,000 original miles on it!

I guess the deal with these “barn finds” are just as legend has it, you find them in some old barn, virtually untouched and need only minor work with with extremely low mileage. I can’t believe there are still “barn finds” for Saabs here in North America as Scandinavia is another story.

Great job James! Glad that you got your Brother to buy it! Here’s the rest of the story by James:

I responded to an ad on the weekend stating There was a 1977 EMS for sale- no photo included. I answered the ad and drove about 60 miles out with my brother to see it. Met this kind gentleman who opened a barn up to reveal this gem perfectly preserved ems. He supplied his original receipt for $8,300.00 Canadian dollars off the Saab showroom floor. He bought it when he was 32. I made my brother buy it and we drove it home. We cannot believe this gem with full service records was sitting in this Barn waiting ­ 55,000 miles on it- he loved it so much he wanted to preserve it. We assured it was going to a good home. 4000.00 canadian ­ We are still pinching ourselves.

Photo Credits: Tom Letourneau

Tom Letourneau of Providence, Rhode Island, a former Saab-Scania of America employee worked for almost a decade as a district parts sales manager in Orange, Connecticut from 1980 to 1989, has kindly provided Saab History a nice account of his restored & heavily modified 1979 Saab 99 GL 2-door.

This Saab 99, had a color coordinated european air flow kit installed, then it was converted to a Saab 900S Twin Cam 16-Valve engine and 5-speed transmission in the mid nineties!

A sincere thank you to Tom Letourneau, your enthusiasm is evident and your kindness in providing this material is much appreciated.

Here is a writeup in the Providence Journal thanks again to Tom.

CUMBERLAND Tom Letourneau’s 1979 Saab 99 hardly looks its age.

In addition to its modest size and modernist design, the car is armed with a Euro AirFlow Kit that, with its lower body panels, front scoop and spoilers plus Shelby American Mag Wheels, gives it an updated tuner look.

But the AirFlow package dates back nearly 30 years when Letourneau, who worked for Saab at the time, said he and others convinced the company to import a show car.

However, Saab decided not to import the package and Letourneau acquired the car after it had done its turn as a demonstration and executive model.

Letourneau then took it a step further — after his son had blown out the engine — by installing a 16-valve twin-cam engine with a five-speed transmission that he picked up from a Saab dealer in Maine.

“George Siegmund of South County Motors helped me fabricate it,” he said in an interview at his house. “It’s the only one like it in the country.”

The Saab 99, introduced in 1969, marked a turning point for a company that had been founded in 1944 as an offshoot of Svenska Aeroplan Aktiebolaget (SAAB), or Swedish Airplane Co.

The first Saabs were remarkably aerodynamic, not surprising given the company’s origins as a military jet comp- any. But while the cars per- formed well on the rally circuits, their two-stroke engines limited their accept- ance in the United States.

The Saab 99 was revolutionary in its styling and was the first car to commercially develop turbocharging as a means of getting more performance out of a small engine.

Following three years in the Air Force in the early 1960s, Letourneau worked at various jobs in the auto industry, including a number of years with Porsche, eight years with ADP selling auto dealership computer systems, and nearly a decade as a district parts sales manager with Saab Scania of America Inc. from 1980 to 1989.

General Motors acquired half of Saab in 1990 and moved its North American headquarters to Atlanta from Orange, N.J., before acquiring the entire company in 2000 and moving its headquarters to Detroit.

Letourneau said he thought it was a mistake for a high volume manufacturer like GM to acquire a high-end niche brand. Certainly, the acquisition was not a success — Saab has made a profit only one year since 1990 — it lost $340 million last year — and recently filed for bankruptcy protection in Sweden.

Indeed, the future of the carmaker is up in the air as GM has put the company up for sale and the Swedish government has said it is not prepared to take it over.

Letourneau said it was always a bad fit. “There was no recognition or support,” he said of GM’s ownership.

Recalling his old boss Bob Sinclair who not only grew Saab’s sales but used to ask, “Are we having fun yet?,” Letourneau said GM took that spirit away.

“Working for Saab was the best part of my life,” he said. “That’s why I can’t get rid of [my Saab]. It’s part of my life. It’s going to the grave with me.”

After repainting the car and installing the new engine, Letourneau has used it extensively for one of his favorite sports, rally driving. Indeed, the passenger side of the dashboard has an extended board with such rallying essentials as a calculator, a scroll for step-by-step instructions and a stopwatch.

“They are time-speed-distance rallies,” he said, explaining that the object is to drive from one stage to another at just under the speed limit, and then enjoy a meal or tour at the end with fellow rally drivers.

It’s just one of his hobbies, because Letourneau, a tall man with a Santa Claus beard and grin, is an inveterate collector. Sharing the garage with his Saab is a green-and-cream 1961 Jaguar Mk9 sedan (“I always wanted one”) and a yellow 1988 Alfa Romeo Spider with an extended roll bar and Italian red, white and green striping that Letourneau races on hill climbs and autocross events.

There are also a number of large model airplanes, including a one-fifth scale PT19 early WWII trainer, which he flies. An ash and mahogany canoe hangs from the ceiling and in one corner is an Indian-made replica military-style Royal Enfield motorcycle, while in the other corner is a massive 1997 Honda Valkerie motorcycle.

“It’s the best touring bike,” said LeTourneau, 66, who is married with three children and four grandchildren.

Letourneau’s collecting fervor extends to his office with a collection of first edition Classic Comics, HO trains with New England railroad company colors and signage, including a number of diesel engines with the rust and brown coloring and logos of the Providence & Worcester line.

Also NHL paraphernalia — he buys shirts worn by well-known stars, gets them signed and auctions them to raise money for such charities as Hasbro Children’s Hospital. “It’s a way to raise more money than I can afford,” he said, noting that while he had paid $250 for the shirt, it sold at auction for $800.

Sitting on a table in the middle of the room sits the large fuselage of a one-third scale model WWI Sopwith Pup biplane, with its six-horsepower gas engine sitting beside it.

He said a friend had started it 26 years ago and assembled the fuselage and wings but it had then sat in his basement for 24 years. Noting the engine alone had cost $1,000, he said emphatically, “This will not crash!”

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

Please enjoy the film and post your comments below.

Saab-Scania – 22 Minutes & 22 Seconds, 1979

Photo Credit: Saab Automobile AB

I have just received a hot tip that Car Magazine is looking to vote for the best “hot hatch” of all time. In their list of nearly 50 makes and models to choose from, the Saab 99 Turbo is listed and at this point is almost holding its own with a near majority of votes.

Please visit their website and vote for the Saab 99 Turbo, to ensure it’s the winner. The poll ends February 1st, so please send this around to everyone you know!

Update: The Saab 99 is still the leader, but a close second from a Lancia Delta may take the lead, so please cast your votes between now and February 1st, to ensure that the Saab 99 makes it to the “hottest hatch’ at Car Magazine’s poll!

Photo Credit: Saab Automobile:

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

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

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

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

This model for SAAB came equipped with the following specifications:

Exterior:

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

Interior:

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

Chassis:

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

Engine:

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

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

Transmission:

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

Dimensions:

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

Global Production:

Model Year – Units

1974 MY
1975 MY
1976 MY
1977 MY
1978 MY

Photo Credit: Saab Automobile AB

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

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

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

This model for SAAB came equipped with the following specifications:

Exterior:

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

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

Interior:

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

Chassis:

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

1974 MY Braking system improvements, reinforced chassis.

Engine:

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

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

Transmission:

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

Dimensions:

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

Global Production:

Model Year – Units

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

588,643 units were produced during this time.

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

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

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

Saab History has recently acquired a 3rd installment for the Saab Film Project that was last updated on November 7th, 2007.

The Saab History film project needs your help in transferring a 1970′s Saab 99 TV Ad to digital format.

This super rare film, made for the United States features a Saab 99 titled “Ghost”that runs for 30 seconds, filmed sometime during the 1970′s. There are not many films in the 1970′s section of the Saab History film archive, so this will be another special addition to this section.

I am looking for some donations for the film production cost to have this 8mm transferred to dvd, and should have the cost figured out early next week as it’s very short. I will be using the same format of “telecine” to convert it as before, so we can ensure it’s quality is preserved in both audio and video.

This just in, the cost from the conversion company:

Here is a pricing breakdown.

Total $70.00

If everyone of you donate just $1.00, we’d have enough! Please click on this button to donate.

* Please note, you do not need a paypal account to pay, credit card works.

In the meantime, it’s really nice to be able to save another extremely vintage Saab television ad on 8mm from the trash, and keep it here on the Saab History Video Archive for generations to enjoy!

This year marks the 30th anniversary of the introduction of the first Saab 99 Turbo in 1978, so I believe it is necessary to provide us with as much information about this important milestone for the Saab Automobile brand.

I will begin by providing you summaries from the original press kit here at Saab History that includes content such as photographs, press summaries and drawings of how a Saab Turbo works and what the inspiration was behind it.

Saab Introduces the Power of the Future. The Turbo.

The Saab Turbo is an engineering masterpiece. Saab has taken the turbo power that dominates the big trucks – Le Mans and Indianapolis — and harnessed it to work at speeds you drive at everyday.

The Saab Turbo breakthrough is its ability to deliver 34% more torque at low 3500 rpm’s. More torque at low rpm’s means more power at your command in daily situations. When you have to pass, feel that surge of power shoot you ahead. Feel the take-off thrust of turbo power move you on to a highway. That’s power!

Yet, the Saab Turbo isn’t merely cold, engineering innovations. Its performance as definite psychic compensations. Here’s ow a few of the car experts have responded to driving one.

“Saab now has fetched up a model that’ll get second gear rubber and double the double-nickel any day of the week…Saab’s Turbo installation offers more pleasure per dollar than any other on the market” – Pat Bedard, Car & Driver

“One heroic blast down the highway is enough to convert anybody” – David E. Davis Jr., Car & Driver

“Saab Turbo… a genuine Fourth-of-July driving experience, full of sudden pleasure and high spirit..” – Steve Thompson, Car & Driver

“The Saab Turbo is exhiliarating to drive..it’s so much fun, the price is irrelevant…” – Road & Track

Yet, the Saab Turbo is a Lot More Than a Power Machine. Like Every Saab, it is a Consummate Road Machine.

Four-cylinder 2-liter turbocharged fuel injection engine. Te turbo-charging process captures energy normally passed out through the exhaust pipe and puts it back into the work process to obtain extra engine power.

 

Comprehensive instrumentation including tachometer and Turbo boost guage which lets you monitor and control the turbocharger.

 

Coil springs combined with Bilstein gas shock absorbers all around to keep more tire on the road.

 

The rear spoiler improves stability and reduces fuel consumption at high speeds.

 

4-wheel power-assisted disc brakes. Braking application is uniformly firm and brake fade is virtually eliminated.

 

                        

The Saab Turbo, An Exciting New Dimension In Driving.

Turbocharged engines have traditionally been reserved for powering very fast and expensive spors cars. Cars which were usually outside the reach of the average motorist.

A Turbocharged Engine Matched To a New Energy Approach

The turbocharging of engines has been known for many years. The first turbocharged engine — a diesel engine for stationary applications appeared during the 1930′s. By the 1950′s, turbocharging had matured sufficiently to be introduced into trucks and buses. The first turbo-charged car was not launched until 1961. The primary aim in the turbocharging of car engines has been to attain as high a top speed as possible.

The aim of the development of the Saab Turbo was entirely different. Our primary goal was to match the turbocharged engine to present-day demands for better fuel economy, better environment through low exhaust gas emissions, and reduced noise levels. But without compromising the performance. High performance is obviously important for safe passing — and for the joy of driving, which is the ultimate proof of the general quality of this car.

A further goal was to attain a high level of power even at low engine speeds. The Saab fuel-injected engine is designed to provide excellent low speed performance. By incorporating a turbocharger which works at relatively low engine speeds, we’ve further improved the performance of our fuel-injected engine.

The result of years of development work: our unique turbocharged engine. The singular accomplishment of our turbocharger is its ability to start delivering its extra power at low speeds. But only wheen that extra power is needed. Like when you accelerate. Or want to pass. Or Climb a speed grade. Much of the time, the turbocharger is inactive. In about 80% of normal driving situations, the engine runs as a conventional fuel injection engine – at its acknowledged low fuel consumption. But when you need power, the Saab Turbo is a your command.

The Saab Turbo represents an Entirely New Approach in Turbocharging.

We have long searched for new ways to increase the performance of the conventional fuel injection engine. But we were not prepared to accept the disadvantages of the traditional approach.

If the maximum output of an engine is raised by increasing the number of cylinders or the displacement, the weight of the engine will increase with the efficiency under normal driving or part-throttle operation will be reduced. The fuel consumptioon of, say, a six-cylinder or eight-cylinder engine is thus high under all conditions. After all, the additional pistons are always running and consuming fuel, regardless of the actual power demand.

“Tuning is another common means of increasing the performance of an engine. BUt tuning usually raises te peak engine speed and thus causes increased wear. A higher compression ratio, optimized valve timing, etc. improved the peak performance. But our main aim was to produce an engine with high torque and power at lower engine speeds, since this offers appreciably improved acceleration and, in our opinion, is a more sensible approach for today’s driving needs.

This is how a traditional turbocharger works: The turbocharger consists of a turbine and a compressor, mounted on the same shaft. The turbine is driven by the exhaust gases from the engine. The larger the throttle opening and the higher the engine speed, the larger the flow of exhaust gases. And the higher the speed of the turbine.

At Idling speeds and normal driving speeds, a certain amount of air flows through the compressor section of the turbocharger. The air is then mixed with the correct quantity of fuel and flows into the cylinders, where it is burned. The exhaust gases thus produced flow through the turbine which will rotate at a relatively low speed. The gases are then discharged through the exhaust system. At idling speeds and part-throttle, the engine runs as a conventional engine – without turbocharging. The charging pressure valve is then closed.

At exactly the same rate, the compressor delivers fresh air to the cylinders at a higher pressure than normally. The quantity of air is thus larger tan when the engine draws the air itself. This extra air and a suitably matched additional supply of fuel, generates more energy during every piston stroke. The torque will be higher and this, in turn, results in greater engine power.

We have matched the turbocharged engine to everyday needs — ahead of all other car manufacturers. We owe this primarily to the sturdiness of the standard Saab engine. Since its basic components already incorporate extra reserves of strength, turbocharging involved relatively modest modifications.

The engine of the Saab Turbo is different than other turbocharged engines. Significantly different. With high-performance sports cars, high output at high speeds is crucial. What we wanted to accomplish was to achieve high torque output at low speeds to make turbocharging effective in the range of road speeds where extra power is particularly important. So, our turbocharger comes in at engine speeds, around 1500-2000 rpm and produces maximum toruqe at 3500 rpm. This way, the excitement and joy of driving a turbocharged engine is well within the reach of the average driver. And how successful were we? Just listen to what David Abrahamson of Car & Driver has to say: “The new Saab Turbo is a genuine performance car, strong, supple, good off the line, fast through the corners, whisper smooth, and lovingly screwed together”

During acceleration and at full throttle, the gas flow through the engine increases appreciability. The speed of the turbine also increases, and the compressor raises the charging pressure. When the engine reaches 1500-2000 rpm the turbocharger begins to charge smoothly without sudden surges up to the maximum charge pressure which occurs at 3000 rpm. At this point, the charging pressure valve opens and excess exhaust gases are by-passed around the turbine.

The charging pressure valve has an important function. One a turbo engine, the turbocharging pressure must be carefully controlled. If the charging pressure is too high, the combustion temperature may also be too high, and this may result in pre-ignition and damage to the engine. The Saab Turbo is therefore equipped with a unique charging pressure valve which effectively controls the charging pressure. When the turbocharging pressure valve is open, excess exhaust gases by-pass the turbine. This ensures that the charging pressure will be maintained at the correct level throughout the engine speed and load range.

A Stunning Combination: Big Car Comfort and Sports Car Performance:

The Saab Turbo has much more to offer in terms of comfort than most other cars. An interior that gives ample comfort for five adults. Well insulated and silent, even at high speeds. Front seats which are among the most comfortable available today. And with extra adjustments for the driver’s seat . A back seat which is comfortable with a broad 60″ wide at the elbow level. A heating and ventilation system with extra capacity. A luggage compartment with a capacity of 15.4 cu ft. and which can easily be converted to a cargo space of 53 cu ft.

Add to this the sports car performance and at a top speed of over 110 mph and you have a car which is unique and pace-setting.

An interior tailored in elegant bordeaux red.

 

The back seats. Exceptionally spacious. Plenty of elbow room. And, thanks to front wheel drive, no awkward hump to push one’s legs into one’s chest.

 

The sliding steel sunroof is standard equipment.

 

When you fold down the back seat of the Saab turbo, you’ll have an enormous amount of spac. Ideal for luggage, skis, camping gear, etc.

 

Our preliminary work on turbocharging began back in the early 1970′s. WHen the 1974 oil crisis hit, and with it, the increased demand for moderate fuel consumption even for high-performance cars, we were prepared. By that time, we already had a big leg up on a turbocharger solution.

Bench tests in a sophisticated engine laboratory. We have obtained ample proof that the mechanical stresses ave not been significantly increased by turbocharging. On the contrary, the turbocharger engine has become more reliable, due to the reduced compression ratio and the waste gate concept.

High-speed tests in Germany. The characteristics of the engine have also been tested under the conditions often prevailing on te European continent. Some of the tests have been run by Swedish rally drivers, Stig Blomqvist and Per Eklund, who covered nearly 75,000 miles at speeds around 100-110 mph.

Winter tests in Canada. One of our test cars was driven over a 14-day period at Whive River, at temperatures below -40F. The tests were focused mainly on road behavior, starting, performance of the crankcase ventilation and the air preheating.

High-temperature tests in Death Valley in the USA. We chose Death Valley – one of the hottest places in the USA – to run our high-temperature tests to check the cooling system and test the general performance of the engine under extremely hot conditions. The series included testing the Saab Turbo on mountain passes at an altitude of over 6500 feet – while towing a fully loaded trailer. In other words, under extremely difficult conditions.

HIgh-altitude tests in the Rocky Mountains. Tests at very high altitudes in the Rocky Mountains revealed that the loss of power normally occuring at high altitudes is less pronounced on the Saab Turbo.

General tests on the road. Our testing has not been confined to high-speed tests on fast motorways. We have also run long-term tests on particularly difficult roads in Sweden. Test cars powered by turbocharged engines have covered a total distance of more than 930,000 miles. This corresponds to 37.5 times the circumference of the earth.

Broad tests by 100 test drivers, most of them “private motorists”. For a period of six months, 100 private individuals and profesional drivers in Sweden, Finland, Germany, Switzerland and the USA have each been given a Saab Turbo to use. The reactions have eben very favorable throughout. Not only regarding the performance of the turbocharged engine, but also the general character of the car.

Impartial, comparative tests have more to tell about the Saab Turbo

Many of the world’s leading motoring periodicals have had their say about the Saab Turbo. Many have also undertaken more comprehensive tests, which reinforce further the image of the Saab Turbo as a very lively, safe, roomy and practical car.

The Saab Turbo. The Power Of the Future.

I have just received a number of vintage Saab films over the weekend from the former New England Saab Association secretary including three extremely rare 1971 SAAB 99 television advertisements titled “Now You Need Us”. These last films of the contract were done by the advertising agency, J.M. Mathes & Co. who worked with SAAB Motors, Inc. from November 1967 – 1971 as part of the “SAAB, The Well-Build Swede” campaign.

I am extremely happy to finally have some Saab USA television ads that will compliment the 1970′s section of the Saab Film Archive.

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: Saab-Scania of America, Inc.

In 1970, SAAB-SCANIA of America, Inc. partnered with Worcester Polytechnic Institute in Worcester, Massachusetts to create the “Clean Air Saab”.

This Saab was a normally aspirated Saab 99 that was built in order to compete in a national Clean Air Car Race across the United States from August 24th through the 30th of 1970.

I managed to see this entire press kit by Saab-Scania of America, Inc. from my visit to the GM Heritage Center in Detroit, Michigan back in January, but I did not have time to get all of the details, but hopefully in time I may.

If you have heard of this Saab 99, the race and know more about it, please don’t hesitate to contact Saab History and let us know more about it! It is great to see that Saab used to work directly with Universities in the United States and not just Saab in Sweden doing this.

Here is a map of the route of the national Clean Air Race:

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

Here is the original clipping from the Santa Barbara, California News Press showcasing the police department of Vail, Colorado’s enthusiasm for their engagement with the SAAB 99 back in early 1975.

This article came from within the 1975 SAAB publication “The Printed Word”.

March 28th, 1975

VAIL, Colorado – The next time President Ford visits his favorite Colorado Ski resoort, he will be escorted to his chalet by Vail’s finest, driving their Swedish-built orange Saab 99 police cruisers.

The Vail Police car fleet of three cars has been in service for more than ten months.

The Vail police spokesman said of the changeover to Saab: “The Saab is plenty fast, no problem catching the average V-8 equipped car. Our American-made cruiser averaged 6.8 to 7.2 miles per gallon while our Saab patrol cars (even with all the idling time) average 21.8 to 25.1 miles per gallon.

“Even in 30 below temperatures, the car starts immediately, and is very comfortable – the electrically heated driver’s seat is one of the greatest innovations ever. Our Saabs are very stable in high speed pursuits in excess of 100 miles per hour. The brakes are far above average – after six months of patrol (24 hours a day, 300-400 miles per day) the brakes showed approximately 40 percent wear. Normally we would replace brakes in about three or four months on the average patrol vehicle”.

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: Saab Automobile

Simo Lampinen, a native of Finland, has had a lengthy history as a SAAB rally driver. His contributions to the SAAB marque have been numerous and it is appropriate to provide a summary of his experiences and collaboration with Saab Automobile over the years. I have provided a writeup and rally history done by the kind folks at the Flying Finns that provides this important information.

Simo Lampinen overcame what was considered a huge obstacle to a rally driver; he contracted polio at a young age. He survived the childhood disease, but it left him with a very pronounced limp. Authorities granted him a driving license at age 17 so he could get to and from school more easily, but he quickly went on to acquire a competition license. He won his first major rally, Finland’s Rally of the 1000 Lakes, in 1963 when he was only 20. He went on to win the Finnish Rally Championship that year. Lampinen repeated that accomplishment in 1964, and won the Ice Racing Championship in 1965.

Lampinen began by driving SAABs, whose front-wheel drive and two-cycle engines were well suited to the winter conditions in Scandinavia. He became part of the Finnish Saab Team, the cars differentiated from the Swedish Saab Team’s red machines by their white and blue paint schemes.

Lampinen was wooed to Lancia in 1970, and won twice that year in the Fulvia HF. He returned to driving for Saab in 1972 and won the 1000 Lakes for the third time.

In recent years, Lampinen has been active as Clerk of Course for the 1000 Lakes Rally, now known as the Rally of Finland. In 1996, he was one of the instructors for the Saab 900 Talladega Challenge, an event at Talladega Speedway in Alabama in which Saab 900s were used to set several International speed records. He also assisted Saab in their assault on Pikes Peak in 2000, when Per Eklund drove to victory in a specially prepared Saab 9-3 Viggen.

Source: Flying Finns

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

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.

The 99 Turbo Rally car was first introduced on January 16th, 1978. This vehicle had a horsepower of 240, where the stock factory model was only 145 horsepower.

Although Saab entered the 99 in the rally scene a few years earlier, the turbo charging technology helped Saab’s victory record significantly. Two legendary rally drivers Stig Blomqvist and Per Eklund that had previous experience with the Saab 96 in the rally scene, began enjoying the new experiences that this 99 turbo rally car offered such as the extra boost on demand. In 1978, Per Eklund entered the 99 Turbo in the Lobard RAC Rally with Co-driver Björn Cederberg. 1979, Per also entered the International Swedish Rally with co-driver Hans Sylvan. A notable winning in just one year after the 99 turbo rally car was introduced into the rally scene by SAAB was in 1979 when Stig Blomqvist won the Swedish Rally. This victory marked the first win ever by a turbocharged car in a world rally.

During Saab’s racing and rally competition from the very beginning, there was complete Sport & Rally workshop in Trollhättan, Sweden. This workshop specialized in building, manufacturing and maintaining the competition rally cars. The specialized performance parts and other related equipment that was being manufactured in this workshop that was installed in the rally cars were also available to the public. The public enjoyed a detailed Sport & Rally product catalog where they could order just about everything that the professionals had access to.

The SAAB 99 Turbo Rally car model ran between 1978 and 1980 until SAAB decided to leave the rally scene altogether after nearly 30 years due to increasingly prohibitive costs for the small car company.

Ajattele Talvea = Think about the winter.

Voice:

Sleet rained at night has made roads slushy and slippery and that’s why drivers
are warned because of bad driving conditions. At morning temperature drops below
zero celsius degrees and snow is raining a lot of in some places.

Think about the winter… before you buy a car in Finland. Saab.