Saab 900i

Wednesday 11 December 2019
The Saab 900 is a mid-sized automobile which was produced by Saab from 1978 until 1998 in two generations. The first generation from 1978 to 1994 is known as the "classic" and the generation from 1994 to 1998 is known as the "new generation".

The "classic" Saab 900 was based on the Saab 99 chassis, though with a longer front end to meet U.S. frontal crash regulations. The 900 was produced in 2- and 4-door sedan, and 3- and 5-door hatchback configurations and, from 1986, as a cabriolet (convertible) model. There were single- and twin-Zenith carburettor, fuel injected, and turbocharged engines, including both Full Pressure Turbo (FPT), and, in European models during the early 1990s, Low Pressure Turbos (LPT).

The Saab 900 is a front-engined, front-wheel-drive compact car with a longitudinally mounted, 45-degree slanted, inline four-cylinder engine, double wishbone front suspension and beam-axle rear suspension. It was originally introduced in May 1978, for the 1979 model year. Like its predecessor the 99, the 900 contained a number of unusual design features that distinguish it from most other cars. First, the engine was installed "backwards", with power delivered from the crank at the front of the car. Second, the transmission, technically a transaxle, bolted directly to the bottom of the engine to form the oil pan (albeit with separate oil lubrication). Thus, power from the crank would be delivered out of the engine at the front, then transferred down and back to the transmission below, via a set of chain-driven primary gears. In similar fashion, Minis also had their gearbox mounted directly below the engine; however, the Mini gearbox and engine shared the same oil, whereas the Saab 900 (and 99)
gearboxes contained a separate sump for engine oil.

Refined over several decades of two-digit Saab models, the 900's double wishbone suspension design provided excellent handling and road feel. The rear suspension comprised a typical beam axle design, stabilized with a Panhard rod. However, the attachment points between the axle and chassis made up an unusual configuration that, in essence, consists of two Watt's linkages at either end of the axle: A lower control arm attaches the axle to the bottom of the vehicle, while an upper link attaches at the top but faces towards the rear, unlike a typical 4-link design with both lower and upper links facing forward.

Early models did not have sway bars; they began appearing on certain models in 1985, and, in U.S. and possibly other markets, became standard on all trim levels by the late 1980s. The sway bars decreased body roll, but at the expense of some ride comfort and when driven aggressively, increased inside wheelspin. The front and rear bars' diameters were unchanged throughout the model's run.

The 900 utilized a deeply curved front windshield, providing the best driver visibility, calling attention to the marque's aircraft legacy. Also underscoring their aircraft lineage, the 900's dashboard was curved to enable easy reach of all controls and featured gauges lit up from the front. Saab engineers placed all controls and gauges in the dashboard according to their frequency of use and/or importance so that the driver need only divert his gaze from the road for the shortest possible time and by the smallest angle. This is why, for example, the oft-used radio is placed so high in the dashboard. In keeping with the paradigm of its predecessor, the 99
model, the 900 employed a door design unique in automotive manufacturing, with an undercutting sweep to meet the undercarriage, forming a tight, solid unit when the door was closed. This feature also eliminated the stoop in the cabin at the footing of the door, as seen in automobiles of other manufacturers, thereby preventing water and debris from collecting and possibly entering the cabin or initiating corrosion, as well as enabling passengers to enter and exit the cabin without need to step over several inches of ledge.

The 900 underwent minor cosmetic design changes for 1987, including restyled front-end and bumpers that went from a vertical to a more sloped design; sheetmetal body parts were unchanged. Being a small car factory, for economic reasons, Saab kept the basic undercarriage more or less unchanged throughout the 900's production run. The Saab 900 could be ordered with different options. One highly sought-after option was called the Aero or, as it was known in the U.S. "Special Performance Group"(SPG). The Aero/SPG incorporated (depending on the market and model year) a body skirt; Engineered by Martin Freestone (me) a sport-suspension (1987+) that included shorter, stiffer springs, stiffer shocks, and swaybars; leather seats; premium stereo; and air conditioning. Each of these features could, of course, be ordered independently from Saab's Accessories Catalog for fitment to standard models. Another desirable UK option at this time was the fitment of very distinctive Minilite alloy wheels. Initially these had the words 'Minilite' and 'Saab' cast in raised lettering. Saabs had a remarkably similar copy but made by Ronal). Power output varied by model year and market but 900S and 900 Turbo models produced after 1985 were fitted with a 16-valve engine, while the basic 900 kept the earlier 8-valve engine.

A 1989 Saab 900 SPG owned by Peter Gilbert of Wisconsin, was driven over a million miles, before being donated to The Wisconsin Automotive Museum. Peter Gilbert claimed a million miles out of the turbocharging unit in addition to the engine itself. Saab gave Mr Gilbert a Saab 9-5 Aero.














Technical data:
- engine: S4
- capacity: 2000 cc
- horsepower: 118 HP
- gearbox: 5+1
- top speed: 170 km/h

Saab 9000 CS

Tuesday 26 August 2014
The Saab 9000 is a large executive car that was produced by the Swedish company Saab from 1984 to 1998. Representing the company's foray into the executive car scene, the 9000 remained in production until it was replaced by the Saab 9-5 in late 1999.
Saab designed the 9000 as part of the Type Four platform in conjunction with the Italian automaker Fiat Automobiles. Fiat retailed similar derivative versions as the more basic Fiat Croma, the luxury-themed Lancia Thema, and the sports-oriented Alfa Romeo 164. Unlike the 164, which shares only the chassis, the Croma and Thema are outwardly similar to the 9000. As such, much of the bodywork appeared interchangeable between the 9000, Croma and Thema; for example, the doors. However, because Saab fitted heavier side impact protection they will not fit. Only seven different parts are actually interchangeable. The 9000's body was designed by Giorgetto Giugiaro and Saab designer Björn Envall.
Despite being shorter overall than the 900, the 9000 had a longer wheelbase and greater interior space, and was the first Saab vehicle imported to the United States to be classed as a "large car" by the EPA.
Saab presented an updated version of the liftback body variant in 1991 for the 1992 model year with the "CS". Featuring a lowered front fascia with new headlights, grille and a substantially redesigned rear-end. Both the "CS" and better-equipped "CSE" editions were available with a 2.3-litre inline-four—either turbocharged or in normally aspirated tune. The "CS Turbo" was equipped with a low-pressure turbocharger setup producing 127 kW (170 hp), while the "CSE Turbo" sported a full-pressure turbocharger with 149 kW (200 hp). Both systems used the same Garett T25 turbocharger with a base boost pressure of .4 bar (6 psi) but the full pressure turbo is equipped with a boost control valve that is manipulated by the ECU. This allows the boost pressure to be increased as the ECU sees fit. Maximum stock boost on a full pressure turbo varies from .7 to 1.02 bar (10 to 15 psi) depending on the year and transmission.
In European markets, a smaller 2.0-litre engine was offered in normally aspirated form 97 kW (130 hp), light-pressure turbo 112 kW (150 hp) or full-pressure turbo 130 kW (175 hp). The "CDE" model was offered initially with only the 149 kW (200 hp) turbocharged engine, and later the 3.0-litre V6.
In 1995, a 3.0-litre B308 V6 engine with 157 kW (210 hp) was introduced as standard for the "CDE" sedan and optional for the "CSE" liftback. The V6 was discontinued in the United States after one year along with the "CDE" model, but continued on in Europe until 1997. In some European markets, a high-spec "CDE Griffin" model was offered with numerous luxury appointments. After the 1995 model year, naturally aspirated four-cylinder engines were discontinued in the United States.


Technical data:
- engine: V6
- capacity: 3000 cc
- horsepower: 210 HP
- gearbox: 5+1
- top speed: 220 km/h

Saab 99 Combi Coupe

Thurdsay 5 September 2013
The Saab 99 is a compact luxury car produced by Saab from 1968 to 1984.
On April 2, 1965, Gudmund's day in Sweden, after several years of planning, the Saab board started Project Gudmund. This was a project to develop a new and larger car to take the manufacturer beyond the market for the smaller Saab 96. This new car became the Saab 99, designed by Sixten Sason and unveiled in Stockholm on November 22, 1967.
The first prototypes of the 99 were built by cutting a Saab 96 lengthwise and widening it by 20 centimetres (7.9 in); this created the so-called Paddan (The toad), which was a disguise for the new project.
After that phase, also as a disguise, the first 99 body shell was badged "daihatsu" as that name could be made up out of letters available for other Saab models.
The 99 was built by the Finnish Valmet Automotive in Uusikaupunki; five years of this production (from 1969) was alongside the Finnish built version of the Talbot Horizon, which shared a similar high quality velour upholstery to the 99.
Although Saab engineers liked the two-stroke engine it was decided that a four-stroke engine was necessary and the choice was a 1.75 L (later 1.85 L) engine from Triumph, the same Triumph Slant-4 engine used in the Triumph Dolomite, but the Saab version was fitted with a Zenith-Stromberg CD carburetor developed specially for Saab. Forty-eight Saab 99s were equipped with a Triumph Stag V8, but the idea to use a V8 was later dropped in favour of a turbocharged engine.
A three-door station wagon (estate) version was planned from the start, but never made it into production. In 1971 (with thoughts about a combi coupé) the work on a station wagon was restarted, this time as a five-door.
The first engine used in the original 99 was a four-cylinder in-line engine that was tilted at 45 degrees. The 1709 cc Triumph-sourced engine produced 87 PS (64 kW; 86 hp) at 5500 rpm. The engine was water-cooled, but unlike most cars of the time it had an electric cooling fan. Triumph soon upgraded the engine to 1.85L: the appearance in February 1971 of the 4-door Saab 99 (99CM4 series) coincided with the adoption of the bored out 1854 cc unit. Saab experienced reliability problems with Triumph sourced engines and decided to bring the design home. From September 1972 the 1985 cc Saab B engine was used; during the lifetime of the 99 model, several subsequent engine developments took place including the incorporation of fuel injection for some versions. The engine was fitted 'back to front', with the clutch at the front.
The bonnet (hood) was forward-hinged and the panel extended over the front wheel arches. The windscreen (windshield) was wrap-around and very deep for the era. The A-pillar had a steep angle, providing excellent driver visibility. Writing in 1968, the English test-driver Archie Vicar wrote in Mass Motorist magazine: "The little 99 has been given a striking and wholly rational appearance. It gives the flavour of an aeroplane on four wheels."
Due to the American sealed beam headlamp requirement in place at the time the USA models had a special front fascia with two round headlights instead of the single rectangular unit it had in other markets. The "US front" then became an item for car customisers in Europe, and vice versa.
Early 99s carried over the freewheel transmission from the Saab 96, but the freewheel was removed with the introduction of the 1.85 L engine, likely on account of the extra power that the apparatus would have to transmit.
The handbrake was on the front wheels.
The car was wide and low and the suspension gave it handling that was very good for the time. The Cw value was 0.37 while other cars of the time had 0.4 to 0.5. The chassis was also designed for secondary safety.
The 99 was Saab's last rally car, first in EMS guise and later as the Turbo version. The Saab 99 turbo was one of the first "family cars" to be fitted with a turbo after the 1962-63 Oldsmobile Turbo Jetfire; other contemporary turbocharged automobiles were very "specialised" vehicles and were difficult to drive. Popular Mechanics lists the Saab 99 Turbo as number two on their top 10 list of turbocharged cars of all time.
The UK's "Mass Motorist" magazine (1968) summarised their view of the 99 as follows: "That the 99 is comfortable, well-made, satisfying to drive and well-equipped ought to mean that other makers should take heed. The BMW 2002 and Alfa Romeo Giulia are the Saab 99's main rivals. I would contend here that Saab has the advantage of them, and should Saab choose to fit an even more powerful motor, the 99 could be a class leader in a short space of time."
Wheels magazine wrote in a July 1978 road test of the 99 Turbo, "Compare the top gear times and you'll see that the Turbo is almost as fast between 60 km/h (37 mph) and 160 km/h (99 mph) in fourth gear as any five-seater in the world". Modern Motor of August 1978 wrote; "It is necessary to drive the car to believe that such a seemingly endless surge of strong acceleration is possible from a 2.0 L engine in a far from lightweight car".
A police version of the 99 was also built. The hood/bonnet of the 99 (and also the 900) caused problems for the police livery team. Since it wraps around, covering the wheel arches, the paint had to be extended up onto the hood panel and not restricted to just the fenders as on other cars.
A detail on Saab 99 (sedan model) was that it had a heating duct leading to the rear window. With a lever between the front seats the airflow could be controlled to help defogging the rear window. No rear wiper was needed as the airflow would clear the window. Another Saab feature that has been used even on later models is that the ignition lock is on the floor. Unlike most cars, where the steering wheel is locked by the ignition key, this car locks the gear stick. It has the side effect that the driver would always have to park the car with reverse gear activated (except for automatic versions). It was supposed to be safer, since the anti-theft lock would not affect safety if forced or at malfunction. However, car thieves discovered that it was very easy to force the lock and for that reason Saab was a very popular brand for car-thieves. The system has been improved on later models (Saab 9-3 and Saab 9-5), and nowadays an electronic lock is included.
In 2012, the Saab 99 Turbo was featured on the popular British Top Gear television show. Jeremy Clarkson and the other presenters reviewed Saab's history and shared their own experiences with Saab models, arguing the company had always striven for safety and innovative features.


Technical data:
- engine: 4 cylinders
- capacity: 2197 cc
- horsepower: 60 HP
- gearbox: 4+1
- top speed: 135 km/h

Saab Sonett III

Saturday 8 August 2009
The 1970 redesign of the Sonett V4, named the Sonett III, was initially undertaken by Sergio Coggiola but then altered by Gunnar A. Sjögren to fit the existing chassis without expensive manufacturing line changes. A hinged rear window glass replaced the Sonett II/V4 rear compartment hatch door. With the mandate for a "bulge-less" hood, the engine compartment opening evolved into a small front popup panel, resulting in more limited access than in the Sonett V4. Extensive engine work required the removal of the entire front hood section.
The replica comes out of Universal Hobbies Saab collection.

Technical data:
- engine: V4
- capacity: 1700 cc
- horsepower: 55 HP
- gearbox: 5+1
- top speed: 165 km/h

Saab 9.3 Aero & Viggen

Saturday 8 August 2009
The first generation 9-3, a substantially improved 'new-generation' of Saab 900 was launched in 1998 for the 1999 model year. Over 1,100 changes including suspension in an attempt to tighten up the handling characteristics of its predecessor, the Saab 900 (1994-1997 model). It featured slightly sleeker styling with some models sporting a black rear spoiler and removed Saab's trademark centrally-mounted "snow flap". It was available as a three or five-door hatchback, and as a two-door convertible. It was the last small Saab to use the company's H engine. Notable improvements over the Saab 900 were improved ride and handling and substantially improved crashworthiness with standard side impact airbags with head protection and active headrests. The Saab 9-3 along with the Saab 9-5 and the Volvo S70 were the first cars in the world to earn the maximum score in a side impact augmented by a pole test based on Euro NCAP testing. The 9-3 continued the Saab safety tradition of performing a Moose test. The Viggen (three-door hatchback) and Aero (two-door convertible) are the special editions of the 9-3 model. The Aero replica is made by Yat Ming and the Viggen comes from Hongwell. Both are poor quality.

Technical data:
- engine: 4 cylinders
- capacity: 2300 cc
- horsepower: 225 HP
- gearbox: 5+1
- top speed: 250 km/h

Technical data:
- engine: 4 cylinders
- capacity: 2000 cc
- horsepower: 185 HP
- gearbox: 5+1
- top speed: 215 km/h