What I knew nothing of, however, was the story behind the trailer – which is the story that John’s passed on for sharing here at TS.

I just love original projects like this. Enjoy.

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Saab and a half……Or Clifford and Harvey (halfy) as my daughter prefers.

My daughter named our 1991 T16S convertible Clifford as he’s red, has a name tag (the Clifford alarm plate) after the children’s cartoon character Clifford the Big Red Dog, and Harvey, well, let me explain about Harvey.

Last year we went on holiday to Albas in the Lot region of France, and after many an evening enjoying the good food and very good wine, we bemoaned the fact we had flown, which severely limited the amount of wine we could take home.

After one particularly long day enjoying the fruits of the region and several hours evaluating the possibility of resurrecting our guests’ VW Karmann Ghia Conv from the boathouse, our guests knowing we had a passion for Classic 900’s suggested we drive down the following year and bring a trailer to allow us to take home as much wine as we liked. After a few more glasses, the plan became more contrived and it was sort of agreed that a Saab trailer would be created to be towed behind our T16S Conv.

Unlike other silly late night discussions, this one carried forward to the next morning, and got more meat on the bones. My wife Julie thought it was just like me, but as the 900 we were planning on driving down in the following year was hers, she contributed that as long as it was the same colour, had the same body kit and alloys, then why not? Let’s do it!

After a few months of planning I began looking for a suitable donor vehicle that was cheap and eventually I found a 2-door 8 valve Turbo that was good and solid for £150 and collected him from S.Wales. Jon Saab in Poole kindly helped strip him down to a carcass, and distributed the engine, gearbox and other usable items to the needy cars of the region while I found help to get the oxy scalpel to work.

Andy, John and the guys at New Milton Motors initially thought we were bonkers but agreed to fabricate the chassis, cut the donor vehicle in half and mount it on the frame. I have to admit it was a very strange sensation drawing cut lines on pillars and the floor pans like some mad surgeon, but the deal was done, torches were lit and the 900 became half a Saab. The roof became the front panel, a heavy duty hitch was bolted on and phase one was complete and ready for a road test. The very strange looking appendage towed like a dream, but did create some amusement to the pedestrians we passed.

Next the trailer went to Kustom Kolors, the previous year they had done a good job in stripping down and re-spraying Clifford and were intrigued by the challenge of making a slightly rusty half a Saab look like a fully fledged trailer. It was decided we would line the trailer space with aluminum checker plate with the individual plates being seam welded, cap various holes created during the creation, fit an S kit post-spraying and work out how to fit a tonneau cover at a later date. A few months and a lot of part searching later Harvey was rolled out of the workshop and smiles the size of the Grand Canyon appeared on the faces of all who had been involved in creating it.

The last 2 parts of the jigsaw still remained, tonneau cover and alloys. The trailer went to a friend of Kustom Kolors called Gary (a vehicle upholsterer and roof manufacturer) who worked out the best way to match in the mohair and fit a cover that wouldn’t blow off while eating up the French motorway miles to Albas. This just left the alloys, Clifford has curly alloys but the trailer was born from a 1985 2-door leaving me with a slight problem to a problem, the axle stubs are different sizes which would mean acquiring a replacement axle for the trailer and fitting it in the 2 weeks left before holidays, so with great disappointment new wheel trims were fitted and that was that, to be honest it didn’t make that much difference, and did leave me with something to do next year.

Clifford was serviced, a new gearbox (many thanks 2stroke) and clutch was fitted in preparation for the journey and off we went. I can honestly say having been to several classic car rallies and shows that the combo definitely attracted more attention than envisaged. Clifford and Harvey were photographed endlessly on the motorway, at the services with many an interested party engaging in discussion about how long it took, how much it cost but all in all everyone was very positive and complimentary on the Saab and a half.

We arrived in Albas at Justin and Robin’s, a Saab friendly holiday destination where the initial idea was born, and the story of Harvey is complete. Needless to say many a vineyard visit later we returned home fully laden, very relaxed with great memories.

No breakdowns, 1700 miles later, averaging 30mpg empty and 26.5mpg loaded up, this years holiday was much more fun that simply getting on a plane, with the bonus of having made lots of new friends because of the Harvey the trailer. We thought we would share the experience with you.

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A few more photos follow. As always, the photos are enlargeable with a click.

My thanks to John for passing on this great story.

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I’m very pleased and priveleged to host this article, written for readers of TS by Lance Cole.

My enduring thanks to Lance. Enjoy.

This article has also been cross-posted at The Spirit of Saab

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Old aeroplanes smell, every classic aviation enthusiast knows that. Sit in a Spitfire or a Messerchmitt 109 and the patina of leather, aluminium, bakelite plastic, oil, grease, and canvas, lends a tangible reek, an actual smell.

The same whiff pervades the interiors of Catalina flying boats, Lancasters, Douglas DC 3s and just about any old aeroplane. Even old, first generation jetliners have a smell – think Boeing 707 or Comet or Caravelle or VC10.

When it comes to cars however, the smell thing seems less defined.

Yes, classic 1930s race cars reek, so too do 1960s Alfas, Lancias and Morris Minors. But some cars have no smell at all – not even old ones; when did you last scratch and sniff a 1980s Honda or a plastic lined Ford hatchback – you didn’t because they don’t pong.

All of which begs the questions – why do old Saabs have that unique, special, Saab-only smell – and what is it? And is it something to do with aviation?

To answer the questions, I took my mind way back to days of yore, When Saabs were Saabs and Abba were gold.

My first car was bought in 1981 and was a 1968 early model steel bumpered, Saab 99 two door (well it would be for 1968). It had that lovely cockpit style fascia with a top roll coaming that arced back into the door side panels. The clock was off a 96 and there was chrome detailing on the seatbelt buckles and some very fungal vinyl in the cabin.

Above all, there was the smell: The car had this really strong pong – and it smelt just like my grandad’s Auster light aircraft – a sort of vintage eau d’ armpit mixed with stale canvas, cigar, oak, horsehair, alloy and an air of classic French polished woodwork.

The Saab smelled.

It was not an off putting odour, but it was a definite pong. My mate had a 96 V4 – a white one, and we both suddenly realised that both cars smelt the same.

We could not work it out so we just put up with it.

I sold the Saab for a fat profit and (somewhat idiotically) bought a Citroen GS. The Citroen was brilliantly designed, had a flat four engine, strong hull, and like all Robert Opren designs, caught the light beautifully. Needless to say it disintegrated in front of my eyes, but when it worked, it was truly a spaceship of a car.

Years later we had a dog poo brown 1976 Saab 99 and that also had a smell. And even more years after that I owned my classic 900 five door GLI in blue with blue trim. And you guessed it, that smelt too.

But along came a NG 9-3 and an early 9-5 – and the smell was gone.

I have always wanted to know why my Saabs smelt and what the smell was. On visits to Sweden, no one at Saab knew what the smell was, but they all knew that Saabs had a smell – “Oh yes, definitely Saabs smell,” they would say in lovely sing song Svenksa speak- but “No, we do not know what the smell is.”

Tak, mate!

So what was that smell?

The answer, I believe, partly lies in a mix of low tech glues that were used to stick trim in all cars and aircraft up until the late 1970s. From the 1920s to 1970s, seats and trim were put together in the same way- stuffed, padded, tied, strung, and stuck. And the interiors of cars and aircraft were made of alloy, tinplate and mild steel – even dashboards were metal – albeit covered in lovely rubbery vinyl (kinky stuff I know).

And then there were veneers of wood, of fake wood, and more spreads of the marmalade of glues that were car (and aircraft) interiors before slush moulded, toxic lumps of dashboards and trims, were bunged into post 1980 cars and began their leach of nasty chemcial compounds into your car and your body.

The glues used in old cars and old Saabs would have been animal based – and let us hope they were organically fed! – and interiors had bare metal, plastic vinyls, chrome, carpets and seats that may well have contained horsehair and fibre glass in a combined heady mix, topped off by the whiff of ancient Bakelite (younger readers will have to look Bakelite up…).

Even the last Saab to smell –the 900 Classic with its moulded trims, new dashboard and that headlining monster, combined some of the old world craft of interior trim artisanship.

Throw in the effects of damp and, the fact that even the late model 900 Classics had wooden panels in the back end of the cabin – plywood for something’s sake – and the smells created a list of ingredients just like a 1950s Saab! The plywood has got be the secret ingredient in the fragrance.

I reckon the mix of the above, all brought together as only the Swedes can, is the reason why Saabs smell.

Newer Saabs have none of this – it’s all moulded micro pores and polycarbonates – with no bare metal to stroke and nothing organic to smoke.. Which is why they do not smell like Saabs.

So there you have it, my theory on why old classic machines, and notably old classic Saabs, smell. It is a wonderful, nostalgic mix of animal, metal, mineral, all blended and smeared together to create an aura like no other.

All we need now is a Saab aftershave of the same smell – one that can be dripped from a dispenser into the air vents, and then we can all go back in time.

There is only one problem. Volvos from 1960 to 1970 and 1980, were built in the same country using the same techniques- but they did not smell!

Called to odure, as they say…

It sounds pretty rudimentary, but sometimes it’s the simple things that get overlooked.

After writing the recent editorial piece at The Truth About Cars and after thinking about Bell Springsteen’s follow up piece a little, there was something he wrote that resonated with me:

I read Trollhattansaab.net in order to explore the main question that Mr. Wade often contemplates on his site. How does a brand that currently sells under 160k vehicles a year attract enough passionate owners that Trollhattansaab.net receives well over 5k unique visitors per day? Why is it that Saab drivers are so passionate about being Saab drivers?

Firstly, being the pedant that I am, I need to clarify those numbers. Saab sell around 130,000 vehicles per year. last year was their best ever at around 134,000. Also, sadly, this site attracts more like 4,000 individuals per day on average. It serves around 6,000 pages to those individuals, but there’s not as many as mentioned.

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Onwards then, to the crux of the matter.

What gives this brand it’s mojo? Why do we Saab drivers love being Saab drivers? And is that in danger?

There’s lots of little answers to this question, but there’s one big one. That one big answer is because the cars are Swedish. I can’t recommend highly enough the adventure that is going to Trollhattan for the Saab Festival. Because of your support, I was fortunate enough to get there this year and the connection between these cars and their home country is undeniable.

They do things different over there. They consider things a lot longer and in more depth there than what I’d ever experienced here in Australia. It’s pretty hard to nail down, but as much as early Saabs were different because they sprang from an aviation background, they’re also different because they sprang from the Swedish mindset.

This is just me, but I love the Saab brand, the culture and the cars primarily because of the history of the brand. And you can’t separate that history from their homeland.

I love an underdog that does incredible things, one who punches well above their weight. Saab’s innovations and motorsport history speak of a much bigger company.

I love how well thought out their early cars were (well, except perhaps for the whole no-trunk thing on the 92, that could have been done better, maybe. it looks smooth, but not entirely functional).

I love the way their looks get under your skin. How an ugly duckling base model 900 can be linked to a 1,000 pound gorilla of a tuned 900 Aero T16 S.

I love the fact that as I look back, there’s a whole lot of history there. Distinct history. History that few others could claim in terms of individuality and identity.

I love the whole hatchback thing. And I always have, even before a knew what a Saab was. Back in my redneck Holden days I actually yearned for an LH Torana Hatchback. And the XC Falcon GT’s always made more sense to me than the XY’s, even though the XYs would sell for a whole lot more and the XC’s weren’t really hatches at all, just coupes. Neither sedans or wagons never really did it for me. The hatch was a sports car without the problems or limitations of a sports car.

And yes, I do love the fact that Saabs aren’t mainstream.

It’s no big revelation that Saab’s distinctiveness has faded in recent years. And it’s not all down to GM, either. Saab went for a sedan as far back as the 99 in the 1970s, though they didn’t focus on sedans as a mainstream model until the 9000 and subsequent 9-5 models of the late 1980s and early 1990s.

But prior to 2003 there hadn’t been a Saab lineup completely devoid of a hatch variant since the advent of the combi coupe in 1974. The all-sedan/wagon lineup of the post-2002 era has now been complimented with the 9-3 SportCombi, which is as close a hatch as we’ll get for a few years. It’s a great car, too.

Is Saab’s Swedish heritage under threat?

Recent reports that the Trollhattan plant’s capacity might be reduced actually sent shivers down my spine. The 9-3 and 9-5 are already planned for a move to Germany. Trollhattan is scheduled to get production of GM’s Delta-based vehicles as a replacement and this will include any coming Saab 9-1 on that platform. The reduction in space is a matter of efficiency and from a business point of view, it’s understandable.

What’s of concern to me is whether or not there will come a day when Saab won’t have a manufacturing presence in Sweden. Their design area has already moved to Russelsheim and aside from manufacturing, all that’s left in Sweden is a brand centre and some administration. The technological development centre is across the road from the factory, but no doubt they consider themselves a GM facility now, rather than a Saab facility.

What’s of concern to me is that a brand, or company, as distinctly identifiable as Saab has to maintain strong roots with it’s origins. If Saab aren’t Swedish anymore, if they’re not true to their core values of design, safety, innovation and responsible performance, then they’re just another car company. You can’t just inject Swedishness, as one GM executive espoused a few years ago. Thankfully, I think they know that now.

Why do we Saab nuts love owning and driving Saabs? I think part of it is because even though the recent ones lack some of the distinctiveness of the older ones, they’ve still been designed with those core values at heart. They’re still Swedish. And GM needs to realise that Saab have to stay that way – distinct and true to their origins.

BMW can make some vehicles in the US and elsewhere because a) they’re mega-successful, and b) those vehicles are still very much BMWs. They make Minis in England. As they should. Alfa Romeo have been through more ups and downs than I care to mention but they’re still unmistakably Italian. Cadillacs should be huge American behemoths, not small and comparatively downscale wagons.

Every successful and aspired-to brand that’s going around today has a strong identity, be it national or sporting, or both. GM need to make sure that Saab’s identity is built not only on outstanding vehicles for the future, but with a strong and visible link to where they’ve come from.

I’d suggest that a strong and loyal following is riding on it. Though maybe they figure they can build up a new following without us?

I hope not.

Most of the visitors to the festival are able to book into a short factory tour on either Thursday or Friday. This will be an hour-long affair with no cameras allowed and minimal opportunity to ask questions.

Today, I was a guest at Saab, and toured the factory with their Media Relations Manager, Christer Nilsson.

This is Christer, and as you can see from the sign he’s pointing at, there’s no cameras allowed beyond that point. Thankfully, I was allowed a little grace in this area and was able to bring my camera along and capture some of the processes to share here on the site.

Click on most of the following pictures to enlarge.

Ladies, gentlemen, and all in between – your car starts here:

These giant rolls of aluminium come in by train. The biggest ones weigh in at around 25 tons. They’re stored here until required, at which time they’re put through a rather large machine that unwinds them and most importantly, ensures that the metal is completely flattened.

Below is an image of the huge press that is used once the sheet metal is flattened and cut to size. The actual machine is a too big for me to fit in the lens of my little point and shoot camera, so this image will have to do.

This is the biggest pressing unit in the factory. It’s huge and we spent a considerable amount of time watching it in operation. There’s a whole bunch of dies that are used with this press to push out panels for the 9-3 and 9-5 variants, as well as the BLS sedan and wagon.

In this image, they have finished the production run for that particular set of dies, so the press opens up on one side and these dies come out. The dies for the next run are loaded in from the other side and work begins again.

As you can see, above, the dies are enourmous and there’s literally stacks of them behind the press. Modern technology means that the dies now take about 10 minutes to change from one run to another. It used to be around two hours.

The dies are lifted from this ‘exit’ position back into the storage area (see image below).

The press has around 3200 different sensors in it to ensure that everythings working smoothly. After the dies are changed, the first few panels are checked manually. They’re rubbed down to ensure that they’re smooth and free from defect. After everything’s given the OK, the run continues. I forget the number, but manual checking is done once again a little later on once a certain number of panels have been pressed.

Below are the stacked dies awaiting their next use:

The sequence below shows how the pressing process works. The first picture shows the sheet metal after its flattening and initial cut. The subsequent photos show the metal after each stage of the pressing process. Each stage forms a new shape and trims excess material from the sheet metal. Fascinating stuff.

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This is the final panel, ready to use. The 9-3 and most other modern vehicles use this technique, which is called a mono-side panel. Producing the side in one big piece possibly makes for a crash repairer’s nightmare, but in terms of production and the final product, it means better, more consistent fittings and resuced noise.

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The various panels and parts produced from these presses are then stacked in racks, and the racks stacked for future use.

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The area where all of this raw metal work is done is called the “body in white” area. The cars are yet to be painted and are pieced together. There’s minimal human content in the work here as most of the work is done by robotics. When you see the robots working on these it really is a curious sight. The precision involved is fascinating and the engineering behind all this is quite remarkable.

Organisation is key principal here. From the big things like on-time parts delivery (50 trucks a day) and making sure the dies come in in the right order to smaller things like having ancillary equipment like brooms, bikes and protective clothing in the right place. They’re all contributing factors to meeting the day’s production targets (they were six ahead when I left at the end of the first shift at 2pm).

Safety is also a big issue and they’ve had 380+ days so far without an incident. Christer and I were actually pulled up by one of the foremen on the floor for not having long sleeves.

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This car has a minor issue with the pillars. It’s been picked up during one of the various quality control inspections.

As you can see, there’s a heck of a lot going on in the body-in-white section. All of the large panels are fitted together with the smaller panels. It’s a very involved process given the number of pieces involved, all of which contribute to Saab’s high safety level in the 9-3 and 9-5.

The cars move from the body-in-white section through to the paint shop (no pictures) and then on to general assembly. In general assembly, there’s a whole bunch of things going on prior to the body getting ‘married’ to the rest of the car.

This body (below) has come from the paint shop and is about to begin its fit-out. The first thing that’ll happen is the removal of the doors. This makes it easier for employees to gain access to the interior. The doors continue on a different production line where they’re fitted with skins, windows etc and then later on, they’re married back to the original car they were removed from.

The car below is an Anniversary model and these are obviously quite popular as there was plenty of them getting made today.

Below you can see a dashboard coming together. They are suspended and move along an assembly line where various employees attach differrent pieces until the full unit is constructed at the end of the line.

Here’s the dashboard and front carpeting after its initial installation:

For many of the components, such as fuel tank etc, the car is flipped 90 degrees to allow for easier installation. This guy’s thinking “I didn’t sign up to be photographed!!”

A view from the other side…..

Meanwhile, on the other side of the world….

This is a 9-3 Re-axs rear axle being pieced together. This picture actually shows it a fair way along the line, but it’s pieced together from scratch. Completed axles then join the rest of the drivetrain assembly on the main drivetrain line.

I asked Christer if he could ship this one to Tassie for me to slot into the Viggen….

It’s a 2.3 BioPower engine for a 9-5 that’s being assembled today. The engines come into the factory in a basic form and are completed along this assembly line. Again, they’ll join up with a bunch of other bits (technical, eh?) on the drivetrain assembly line.

This is an almost complete drivetrain unit getting ready for its marraige to the body from the other assembly area. Both areas are separate but prepare specific cars in the same order so that when they’re married up everything’s OK.

And here’s the drivetrain and body coming together.

If you’ve ordered a RHD SportCombi recently (fusion blue) then this could be your car!!!

After everything’s married up, the car is fired up and taken outside for a lap on the short test track. This ensures that everything’s fitted and working OK.

After that, the car comes in for final preparation for delivery. In this image below, a 9-5 sedan is getting spacers fitted to the front springs for transport. Many of the cars are also covered in a special material to protect the paint during delivery.

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I hope you’ve enjoyed this quick look through the Saab factory. I’m no technical guy and am relying on memory from this afternoon for a lot of the detail here. I’m pretty sure all I’ve written is correct. The only problem will be the things I’ve omitted.

As photography and access to the factory is usually restricted, I owe an enormous debt of gratitude to Christer Nilsson and Saab Sweden for allowing me the opportunity to bring all this stuff onto the website for you to see.

It was a fascinating tour.

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Did you know that…. James Bond, special agent 007, drove a Saab 900 Turbo? Or that Grand Prix driver Sir Stirling Moss once navigated for Saab rally legend Erik Carlsson? And that Saab not only produced aircraft, but also a series of ultra-light caravans?

Whatever your interest, we hope you’ll find this review of Saab’s first 60 years entertaining, informative, and even a little surprising in places – just as you would expect from the Saab brand.

The first Saab car was revealed to the automotive world on 10th June 1947 in a staff canteen at the aircraft company’s Linköping headquarters in Sweden. Such humble beginnings marked the birth of what has become a major international brand, now represented in more than 60 countries all over the world.

In celebration of our upcoming diamond jubilee, we’ve assembled a potpourri of 60 little ‘gems’. It’s intended to express something of the passion and tradition for innovative, independent thinking that continues to inspire the Saab brand and the development of its products today.

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1. Greta Molander, a Swedish-born woman who began rallying in 1929, was the first driver to win a prize for Saab on the Monte Carlo Rally. She took the Ladies Cup in 1952, driving a Saab 92, ten years before Erik Carlsson achieved the first of his two Monte Carlo victories.

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2. Saab once considered going into boatbuilding. In 1944, as war was drawing to a close, Saab the aircraft maker was looking to diversify into other products during peacetime. A number of aluminum-hulled boats, including some with hydrofoils in the bows, were built but, in the end, automobiles were considered to be a better bet.

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3. It was back pain suffered by a senior Saab executive that prompted the development of the heated driver’s seat, an innovation from Saab in 1971. The pain was particularly bad on cold, frosty mornings and a colleague devised a means of heating the driver’s seat to minimize the discomfort. As the result was so effective, and also so popular, the solution was put into production.

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4. A 1:10 scale model of an early Saab 92 prototype was tested in an aircraft wind tunnel in 1946. Such testing was very unusual for a production car manufacturer of the time but very much second nature for an aircraft maker. The final prototype’s 0.32 co-efficient of drag was exceptionally low for a production car of time and would still be competitive today.

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5. Rather like the first T-model Ford, you could have an early Saab 92 in any color you liked – as long as it was bottle green. The paint was readily available in surplus army supplies left over from the war. Saab did not offer a color choice until 1952.

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6. In 1993, Saab adopted a feature commonly found in aircraft cockpits when it introduced ‘need to know’ instrument and information illumination on the new Saab 900. The innovative ‘Night Panel’ feature on Saab cars allows the driver to eliminate potential distraction by switching off main fascia displays, except the speedometer and essential warning lights.

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7. Saab engine guru Dr Per Gillbrand – often described as the father of the production turbo – has a very simple explanation for his commitment to turbocharging. “All engines have an oil pump, a fuel pump and a water pump”, he said. “So why not an air pump, which is all a turbo really is? I think it’s odd that all engines don’t have one!”

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8. Saab staged what is probably the world’s highest car launch when it presented the Saab 9-5 Aero Wagon in 2000. At an airstrip near a New Mexico ski resort in the United States, 2,650 meters (8,700 ft) up in the Rockies, journalists were invited to carry out acceleration runs with the new Saab and other high-powered cars from premium class competitors. The results demonstrated how Saab Trionic engine management was able to maintain the turbo engine’s performance, despite the thinner air of high altitude, while the other cars that were left behind.

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9. In 1966, to keep the arrival of the upcoming Saab 99 secret, endurance testing of prototypes was carried out inside an old aircraft hangar. Non-stop runs were conducted as the prototypes circled round and round for several days at a time to test driveshaft durability.

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10. The best selling Saab of all-time is still the first generation ‘classic’ 900. A total of 908,817 were built between 1978 and 1993, of which 48,888 were Convertibles. Widely viewed as one of the most charismatic Saabs, many 900s are still seen on the road today, 13 years after production ceased. Some are treasured by collectors, but most are used for regular daily transport. Saab reliability and durability has enabled them to clock up extremely high mileages.

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11. In 2006, 20 years after its launch, total sales of the Saab Convertible passed the quarter million mark, confirming Saab’s prominent position in Europe’s premium soft-top segment. In many markets, the Saab convertible has been the best-selling model in its class.

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12. When the cameras roll and the action begins, it is the Saab Convertible that often gets the part. Jack Nicholson (As Good As It Gets), Matt Damon (The Bourne Supremacy), Richard Gere (Final Analysis), Paul Giamatti (Sideways), Jerry Seinfeld (Seinfeld TV show) and Reese Witherspoon (Sweet Home Alabama) have all appeared in a Saab Convertible on screen.

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13. As early as 1952, Saab set an industry standard in locating the Saab 92’s fuel tank low down, between the rear wheels – for good impact protection and improved weight distribution.

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14. In 1991, Saab set another industry design standard by introducing handy, under thigh, storage pouches on the leading edge of the front seat squabs on the new Saab 9000CS. This feature has now been commonly adopted by other manufacturers.

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15. The smooth, choreographed action of the Saab 9-5’s cup-holder so impressed a UK journalist from the Times newspaper, he likened it to watching a Saab Gripen fighter rolling out of formation and lowering its undercarriage before coming into land.

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16. Saab engineers love to ‘talk torque’ when discussing turbocharging, referring to the effortless, tidal wave of pulling power that is on tap without needing to ‘rev’ the engine hard. In fact, the long, flat torque ‘curve’ of a typical Saab turbo engine has frequently been likened to the plateau-like profile of Ayers Rock in Australia.

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17. Gunnar Ljungström, the aircraft engineer who led the Saab 92 project, maintained a spirit for innovation long into his retirement. In his 80s, he designed a wooden chair that converted easily into a step ladder for elderly people in the home. It was produced for a time by a firm in Trollhättan, Saab’s home town.

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18. There are several good reasons why the ignition in Saab cars is traditionally placed between the front seats. Good ergonomics, inherited from the cockpit design of Saab aircraft, dictated an easy-to-use location adjacent to the handbrake and gearshift lever. This position also reduces the risk of knee injury in a crash impact. And it is no coincidence that the central console is where most controls can be found in aircraft.

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19. In 1985, long before green energy became an agenda item, Saab’s first concept car, EV-1, featured solar roof cells to power a ventilation fan to keep the interior cool when parked in hot temperatures. It also included integrated, self-repairing bumpers and an instrument ‘Night Panel’ facility, both features to appear on later production cars.

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20. The design of the innovative rear cargo tracks on the Saab 9-5 SportCombis was inspired by the seat-mounting rails used in the cabin floors of passenger aircraft. The tracks are strong enough to support the entire weight of the car, as once demonstrated at a 1998 UK press launch, when the complete vehicle (minus fluids) was suspended on a crane from just two hooks in the tracks.

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21. The stunning 2006 Aero X concept car draws on Saab’s aviation heritage to provide the driver with a clear, 180° field of vision by adopting an aircraft-style canopy to completely eliminate the need for windshield pillars – and even doors. Inspirational design that won US Autoweek magazine’s ‘Best in Show’ honors on its world debut at Geneva and Autocar’s ‘Concept Car of the Year’ award in the UK.

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22. The brand name ‘Saab’ is an acronym for Svenska Aeroplan Aktiebolaget, Swedish Aircraft Company Limited, founded in 1937. A stylized aircraft wing, a feature of early Saab car badges, can still be seen in the grille design of today’s cars as homage to Saab’s unique aircraft heritage.

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23. According to popular myth, none of the 16-strong project team behind the first Saab car had a driving license. While that is not strictly true, most of them did not, as they were originally trained as aircraft engineers. We are certain only project leader Gunnar Ljungström and test driver Rolf Mellde had a car license.

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24. The ‘92’ model designation was chosen for Saab’s first car as the number was next in sequence for what had until then been civil aircraft projects. The Saab 91 was a two-seater training aircraft and the Saab 90 a 24-seat passenger plane.

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25. Sixten Sason, the designer of the early Saabs from the original 92 to the highly innovative 99, was a leading exponent of the emerging discipline of industrial design. Working as a freelance, he also designed the first Hasselblad camera, Husqvarna motorcycles and Electrolux domestic products.

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26. The basement of a house in Trollhättan, Saab’s home town, has wall paintings of Nordic scenes, including a large sketch of the Saab 92, signed by Sixten Sason. The mural is dated 1955 and believed to been painted by Sason during a party at the house.

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27. The ‘four dimensional’ Saab 9X concept – unveiled at the 2001 Frankfurt Motor Show – was voted Best Concept Car in the 2002 European Automotive Design Awards by Designers (Europe) members among car manufacturers, design studios and suppliers. The 9X’s innovative design offered coupé, roadster, wagon and pick-up body formats within one versatile architecture.

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28. The Toppola Camper is an extraordinary accessory, popular in Sweden among hatchback Saab 99 and ‘classic’ 900 owners. It converts their cars into an instant ‘campervan’, complete with cooker, heater, rear standing room and a double bed. The entire module, resembling an automotive ‘rucksack’, is fitted by removing the car’s rear door.

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29. The steel body panels of the first Saab prototype (92.001), built in 1946, were pummeled into shape by panel-beaters working on wooden benches standing in horse droppings. Apparently, this cushioned surface gave them just the right responses and feel for their work. An earlier full-scale wooden mock-up was covered in shiny, black shoe polish instead of paint.

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30. The ‘unknown’ Saab models numbers – 94, 97 and 98 – were each used for car projects, one of which went into commercial production. Project number ‘94’ was a two-seater sports car, Sonnet 1, of which six prototypes were built in 1956. ‘97’ was assigned to what became the Sonett II and III sport coupés, produced from 1966-74. ‘98’ was a prototype designed in 1974 as a hatchback version of the 95 wagon. Anticipated sales volumes were considered insufficient to justify commercial production.

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31. Erik Carlsson earned his nickname ‘On The Roof’ for early rally exploits in Sweden. It was also inspired by the ‘On The Roof’ Karlsson character in Astrid Lindgren children’s books. And he could even have earned it for a novel ‘roll-over’ technique he developed with co-driver Gunnar Palm to get their car out of the mud on another Safari rally.

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32. Sten Wennlo, Saab’s Managing Director in the 70s, was a key supporter of turbo engine development. After a secret night-time turbo test drive, he stopped at a hot dog kiosk and phoned the engineering department to give the green light for production. The kiosk owner later became Saab’s first turbo customer.

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33. In 1957, a press advertising photograph illustrating the versatile ‘beddable’ attributes of the Saab 93 caused controversy in Sweden. It showed a young couple settling down for the night on flat-folding seats inside the car – but the woman was clearly not wearing a wedding ring. This caused public objections and a ring was hastily drawn in on the woman’s finger.

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34. In 1986 and again in 1996, a fleet of Saabs stormed the high speed Talladega Speedway in United States, setting a string of speed and endurance records for standard production cars. In 1986, the lead 9000 turbo covered 100,000 kms (62,140 miles), stopping only for servicing, fuel, tyre and driver changes, at an average speed of 213 kph (132 mph). Ten years later, the fastest 900 turbo covered 40,000 kms (24,800 miles), achieving an average speed of over 226 kph (140 mph).

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35. ‘78 Saab’ is not another ‘missing’ Saab model designation, but the name of a popular Australian ‘soft rock’ band formed in June 2005. The name was adopted because one of the members owned a 1978 Saab when they were thinking of a catchy title for the band.

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36. In the early 70’s Saab moved into international sponsorship by backing promising young Swedish athletes, helping to set tennis player Björn Borg and skier Ingemar Stenmark on the road to international stardom. Under the umbrella ‘SuperSwedes’, these two also helped launch the Saab 99 Turbo.

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37. James Bond, special agent 007, drove a Saab 900 Turbo in the first three novels written by James Gardner in 1981-85, following the death of Bond creator Ian Fleming. A ‘replica’ of 007’s so-called ‘Silver Beast’ was built by Saab for promotional use and is now displayed in the Saab Car Museum. It features developments such as a built-in mobile phone with text messaging and tear gas ducts.

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38. Erik Carlsson is the brother -in-law of GP legend Sir Stirling Moss, who was co-driver to Erik on the 1965 Safari Rally. They got lost and had to retire, but it was not Stirling’s fault – the navigation equipment was faulty.

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39. In 1980, Saab produced an innovative promotional video featuring tennis star Björn Borg and rally ace Stig Blomqvist ‘doing each other’s jobs’. It showed Borg coaching Blomqvist at tennis and Blomqvist teaching Borg the finer arts of car control. Afterwards, Björn said it was the most nerve wracking experience he had ever had. But he was far better at rally driving than Stig was at trying to play tennis.

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40. During the 60s, Saab produced a small caravan – the SAABO – in limited numbers. Light and simple, yet extremely versatile, several of these have survived and are valued among collectors. SAABOs are often seen at classic Saab gatherings, adding to the spirit of camaraderie among owners – and helping them save on hotel bills.

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41. Senior Saab executives are currently participating in user trials of Saab’s AlcoKey, an innovative ‘alco-lock’ device that immobilises the car if the driver’s breath sample reading is found to be over the limit. The Saab volunteers are part of a 100-strong trial program underway in Sweden. The device has already won the Swedish Automobile Association’s 2006 award for innovations that contribute to improvements in safety or the environment.

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42. Saab’s core real-life safety philosophy is born from its aviation heritage, where pilot and crew safety is always paramount. Saab’s current database of more than 6,100 real-life road accidents involving Saab cars goes right back to 1948, the first entry relating to an accident experienced by a Saab test driver.

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43. The fastest production Saab ever is the current 9-3 Sport Sedan with a 250 hp, 2.8V6 turbo engine, also available in SportCombi and Convertible bodystyles. This sophisticated powerplant represents the state-of-the-art in turbo technology, drawing on Saab’s vast experience accumulated over almost 30 years since the launch of the first 99 Turbo.

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44. In 1982, Saab was the first car manufacturer to take advantage of new materials to replace asbestos, introducing asbestos-free brake and clutch linings. In 1991, it also led the industry in eliminating CFC’s from in-car air conditioning systems.

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45. In 1996, a Sonett 1 sports car from the Saab Museum – with Erik Carlsson at the wheel – set a new Swedish speed record of 159.4 kph (99 mph) for a 750 cc road car, exactly 40 years after it was built. All six Sonett 1’s that were produced still exist today, two of which are at the Saab Museum.

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46. The Saab 9-5 BioPower is the only bioethanol-fueled car in the world to give the driver increased engine power and performance – as well as lower fossil CO2 emissions. That’s because its turbocharged engine allows Saab to exploit the higher octane rating of E85 fuel. Flex-fuel cars are able to run on gasoline and/or a renewable fuel, such as E85, which is 85% bioethanol and 15% gasoline.

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47. For good roll-over protection, the windshield pillars and header rail on the current Saab 9-3 Convertible are strong enough to support a total weight of 3.5 tonnes, equivalent to 2.2 times the weight of the car.

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48. A Saab car is designed to help you survive hitting a wild moose. Saab’s simulated moose crash test, developed in the mid-80s, involves the car striking a 350 kg (770 lbs) dummy moose head-on at 70 kph (43 mph). Hitting one of these large animals is a relatively common occurrence on rural roads in Sweden and the introduction of this demanding test is typical of Saab’s real-life safety approach.

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49. In order to win his third RAC Rally in the UK in 1962, Erik Carlsson left a Saab 96 owner rather upset after ‘stealing’ a rear suspension component from his parked car to replace a broken piece on the rally car. The two became good friends afterwards.

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50. The most ‘extreme’ development of the Saab 9-3 Sport Sedan is Per Eklund’s 550 bhp entry in the European Rallycross Championship. With all-wheel-drive, it can accelerate from zero to 100 kph (62 mph) in 2.2 seconds, as fast as a Formula One car.

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51. Saab’s real-life safety philosophy is also demonstrated by the development of the unique ‘pendulum’ B-pillar design on the Saab 9-3 and 9-5, found to be effective in helping to deflect side impact forces away from the passenger compartment.

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52. In 1997, with the introduction of Saab Active Head Restraints (SAHR) on the 9-5 model, Saab led the auto industry in developing a system to help provide protection against whiplash neck injury in rear-end impacts. A Saab study published in the US Journal of Trauma in 2003 found a remarkable 75 per cent reduction in severe neck injuries when comparing the accident performance of Saab cars fitted with SAHR against older Saab models not equipped with the system.

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53. The first hybrid vehicle entirely free of fossil fuel emissions is already here. The Saab BioPower Hybrid Concept, based on a 9-3 Convertible and premiered at the 2006 Stockholm Motor Show, combines electric power generation with a turbo engine using 100% pure ethanol fuel. It is also the world’s first hybrid soft-top model.

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54. Saab has already developed a flex-fuel engine that can run on pure E100 fuel – completely eliminating fossil-based CO2 exhaust emissions. The technology is showcased in the 400 bhp, twin-turbo engine of the award-winning 2006 Aero X concept car.

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55. Saab calculates that a Saab 9-5 BioPower driver averaging 15,000 kms (9,300 miles) a year on E85 fuel (85% ethanol/15% gasoline) will consume 1,060 liters (233 gals) less gasoline, thereby significantly reducing fossil-based CO2 emissions.

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56. Billionaire businessman Sir Richard Branson drives a Saab 9-5 BioPower to demonstrate his commitment to greener motoring. Branson’s Virgin Group is to invest £1.6 billion over the next 10 years in the research and development of biofuels, including bioethanol, for transport.

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57. Innovative Saab concepts that did not make production include a thermo-accumulator, designed to store engine heat for a quick warm-up during cold starts, and an exhaust gas storage bag, intended to briefly collect and then recycle exhaust emissions when the car’s catalyst gets up to working temperature. Installation and packaging issues prevented development for commercial production.

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58. More than four million Saab cars have been produced since commercial production began in December 1949. The four millionth car, 9-3 SportCombi rolled off the production line in June 2005 and is now on display at the Saab Museum. Production milestones are being reached with increasing regularity. The millionth car – a Saab 99 Combi Coupé – was built in January 1976, the two millionth – a Saab 9000 Turbo – in March 1987 and the three millionth – a Saab 9-5 Sedan – in October 1997.

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59. In the United States, a 1989 Saab Turbo has clocked up more than 1 million miles (1.61m kms), equivalent to 40 trips round the world. Owner Peter Gilbert plans retiring the car to a local Wisconsin auto museum.

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60. Saab enters its diamond jubilee year with global and European sales running at record levels. In 2006, over 130,000 cars were sold around the world, including more than 80,000 in Europe. Innovative concepts, such as the Saab Aero X and Saab BioPower Hybrid, point to an exciting future for the brand. And with new products coming in new market segments, the next 60 years for Saab are likely to be even more eventful.

I went along to the Media Day for the Australian International Motor Show, being held at Darling Harbour in Sydney.

Saab’s display was just the second one of the morning, so whilst the rest of the media trudged around looking at Nissans, Hyundais and other crud, I got familiar with the Aero-X.

Many thanks to Richo, who came along for the day with me. He’s responsible for 95% of the video and all of the photos that I’ll be showing here.

It’s a shame you have to compress video for the web, as it’s so great at full size (but it’s also 38GB at full size). If you click on the Google video link in the bottom right corner, you can watch it at ‘original’ size, which is quite small at 320px, but a bit clearer than this version.

I hope you enjoy having a detailed look at the car. As I say about 20 times during the course of the film, it’s UNBELIEVABLE!

There’ll be more to come……

I first posted these on site back in June 2005. I’ve always loved these posters and when I first loaded them on the site I included the text for around eight of them. Unfortunately I tired or writing them all out.

Thankfully, Jeff I recently offered to finish the job, and what’s more he’s done it in a single sitting!!

Enjoy these brilliant images, now complete with text thanks to Jeff’s magnificent efforts.

It’s not quite a complete set, but it’s close….

Saab vs WYSIWYG
What you see is what you get. A rather unimaginative way of looking at the world. Take the Saab 9-5 wagon. On the surface, a cargo carrier. But look under the hood. A turbocharged engine that generates enourmous amounts of torque. The car’s versatility is evident: Cargotracks for securing loads, an optional sliding floor to make loading easier. But what about the torsionally rigid body construction that gives the car handling characteristics similar to a sports sedan? Can you see that?

Plenty more after the jump…..



Saab vs Vivaldi
Can a car compete with a music composition? The Four Seasons by Antonio Vivaldi is as good a test as you’ll get. Concerto No 1 – Spring. The top of the Saab 9-3 convertible comes down. Summer arrives and calls the road to come play. The turbo engine proves more than its equal. Fast forward to Autumn. An aerodynamic body keeps the wind at bay. Winter comes on with a vengeance. Front wheel drive responds. The triple-layer insulated top, heated front seats and heated glass rear window all do their jobs. Vivaldi meets his match. Let the music play.

Saab vs Symmetry
A turbocharger is placed on one side of the engine. Conventional balance is upset. And the world’s first asymmetrically turbocharged V6 is born. Unique in the realm of V6′s. Exclusive to the Saab 9-5. The goal was to design a 3.0 litre engine both powerful and efficient. By channeling exhaust gases from three cylinders to boost six, torque was maximised in a lighter engine. Acceleration is quick and smooth. Power is abundant. Ironically, balance is achieved.

Saab vs the Supermodel
For some car manufacturers, a beautiful woman leaning on the hood is a standard feature. Not so in a Saab advertisement. In place of the supermodel a 9-5 Wagon has SAHR, the world’s first active head restraints designed to reduce whiplash. There is a turbocharged engine. A torsionally rigid body shell. Head and chest side airbags. Cargotracks to secure any size load and an optional sliding floor to make unloading easier. Saab believes these are the things that should attract you to a car. Not a perfect smile.

Saab vs Steriods
Anabolic steroids build muscle mass. More mass increases strength. In car terms this means a bigger engine. More horsepower. But this is not the essence of a car’s acceleration. Torque is. The pulling strength that gets the mass moving. Through turbocharging, the Saab 9-5′s engine delivers maximum torque at low and medium rpm. The range where most driving takes place. Performance is boosted without bulk. Less becomes more.

Saab vs Saab
Two high performance Saab vehicles. Each has its advantages. Yet are they more similar than different? Car and driver, like pilot and plane, are designed to perform as one. Saab’s philosophy of human centred design places controls and instruments where they are intuitively accessible. Time requirements to act and react are thus shortened. Like the Saab Viggen fighter, the new Saab 9-3 Viggen is powerful, generating 252 ft-lb of torque. Yet brute force was never the intention, rather a calculated use of thrust. Whether engaging the turbocharger or the afterburner, it is the man, not the machine, in control.

Saab vs Revolution
Call it the ‘phoenix’ school of thought. The notion that beofre designing something, its precursors must first be reduced to ashes. Nothing could be further from the way we approach things at Saab. Since 1947, we have shunned revolution in favour of evolution, building on the same aircraft inspired principles embodied in our very first car. A synthesis of safety and performance. And a very Scandinavian devotion to functional, aesthetically pleasing design. To our mind, qualities worth keeping.

Saab Vs Station Wagon
This is not a station wagon. Not as you’ve always known them. This is the new Saab 9-5 Wagon. Unlike carton-shaped wagons that flaunt their carrying capacity, this car disguises storage space inside a sleek, aerodynamic body. Unlike lumbering wagons that remind you of the load they’re pulling, this car is turbocharged so you quickly forget you’re in a wagon. This car is not an impassive link between pickup and drop-off. This car is a joy to drive. Long live the station wagon.

Saab Vs Russian Roulette
An opening in traffic appears ahead. Your brain signals your foot. Your foot depresses the accelerator. But how quickly will your car respond? If you’ve chosen to drive a Saab 9-3 turbo, your car has one of the most advanced turbocharged systems in the world. It will produce maximum torque, or pulling power, at significantly lower rpm. Acceleration on demand. Your brain sends a message to your adrenal glands telling them they can relax now.

Saab vs the Puritans
It is sinful to seek any form of pleasure. Overt joy is to be avoided. Do not drive a Saab 9-3 convertible. Is this how the Puritans would instruct today? Would they shun the 9-3′s turbocharged engine for the fear of enjoying the 194 ft lbs of torque? Surely the Saab’s aircraft-inspired cockpit would be too much for them to take. In fact, just looking at the car’s sleek shape could be considered lustful. Be careful modern day Puritans. Who knows what this car could lead to?

Saab vs the Impulse Purchase
The object strikes a chord. You buy it. The Saab 9-3 helps you transport it home. A transaction unplanned, yet triumphantly executed. No real feat for a cargo van. But for a sports sedan, a monumental challenge. Or is it? Function is one of the cornerstones of all Saab automobiles. The Saab 9-3 is no exception. The rear seat folds down either 40%, 60% or all the way, unveiling a spacious 46 cubic feet. Versatility. Designed to accommodate whims.

Saab vs the Police
The police can’t be everywhere. So Saab designs cars to protect themselves. A thief may try to pick the door lock, but its cylinder rotates uselessly. He may break a window and attempt to open a door from inside, but a deadbolt makes it inoperable. He may want to start the car, but the Saab 9-5′s immobilising system locks the transmission and prevents the engie from starting. In the end, there is frustration. And in the absence of the police, our goal has been met.

Saab vs Parenthood
The individual becomes a parent. The parent requires a new car to satisfy the needs of the child. The pure joy of driving is sacrificed for space and safety. But what if the car is a Saab 9-5 Wagon? With five separate storage compartments for a child’s playthings. Antisubmarining seats designed to prevent children from sliding under seat belts. And, what’s this? A turbocharged engine. Perhaps one car can accommodate both the child and the individual who becomes a parent.

Saab Vs Oxygen Bars
We all just need a little air. Not recycled office air. Not airplane air. Real air. The trendy thing to do? Go to an oxygen bar. They are springing up from Tokyo to New York. Sit back, plug into a canister and try to relax as you breathe in an O2 with a twist of lemon. Or, you can simply lower the top on the turbocharged Saab 9-3 Convertible. And drive. Feel the road under your wheels. Take in the sky overhead. Wind your way to where the air is fresh. What’ll it be today? Mountain, country, or ocean.

Saab Vs Helleborus Orientalis
The flower catches your eye. Lovely. The pollen catches your nose. Allergy. In anticipation, the Saab 9-5′s ventilation system is equipped with an electrostatic filter. It eliminates as small as 0.004 mm. It also maintains a slight positive pressure inside the cabin, preventing unfiltered outside air from sneaking in by any other means. Curious, isn’t it? A filter that keeps nature from polluting the car.

Saab Vs Newton
An object set in motion will remain in motion. Unless that object is situated in the cargo bay of the Saab 9-5 Wagon. CargoTracks™, a system like those used to secure loads in aircraft, run the length of the cargo bay. In the event of a sudden stop, cargo defies inertia. It stays put. The optional sliding floor, on the other hand, is designed to move. It pulls out during unloading. You don’t bend into the car. Your back is spared from the painful pull of gravity. Of course, Saab cannot rewrite Newton’s laws of physics. But we can find loopholes.

Saab Vs Nakedness
As you drive through intersections, you steal a glance left then right. You feel vulnerable, naked. As though there is nothing between you and any car approaching from the side. But in a Saab 9-3, there is protection. Saab was the first to reinforce doors with steel beams. The door pillars are actually hinged to direct impact downward. And head and chest side air bags are located not in the doors, but in the front seats, so they remain aligned with your body. As you drive through intersections, your Saab watches your flank.

Saab Vs Louis xiv
In the baroque world of Louis XIV, more was synonymous with better. As one might expect, cooler heads prevailed in Sweden. The Scandinavian ethic of clean, practical design never wavered. The Saab 9-5 is a direct descendent of that thinking. Leather seats that are both heated and ventilated not only for comfort but for enhanced driver control. Asymmetrical dashboard layout which makes a distinct impression, particularly as it reduces driver response time. And sleek exterior lines creating superior aerodynamics and road-holding. Beautiful, yes. But beauty born of function.

Saab Vs Irish Linen
The soft water of Irish streams gives rise to the finest linen in the world. So delicate, to look at it is to make it wrinkle. On a hot day, a linen dress is no match for a leather car seat. Unless it happens to the ventilated seat of a Saab 9-5. A world’s first in passenger cars, the seat helps remove hot, humid air that gets trapped between driver and upholstery. The driver stays cool, and therefore, undistracted. Saab believes a comfortable driver is a better driver.

Saab Vs Labor Day
For 72 hours the roads swell. Labor Day weekend has begun. 33 million cars competing for a limited amount of asphalt. A Saab 9-5 Wagon joins in. The family of five surrounded by a steel roll cage. Front seat passengers protected by side impact head and chest airbags and SAHR, the world’s first active head restraint designed to reduce whiplash. Saab investigated 5,000 real-life accidents before building this car. We can’t think of a safer way to enjoy the holiday.

Saab Vs Rorschach Test
What you see in the picture can reveal something about yourself. Look at the new Saab 9-5 Wagon. Do you see a versatile carrier for all your cargo? If so, you are practical. You will appreciate the folding and removable seats. The sliding cargo floor for easy loading and unloading.
Or, do you see a sleek, aerodynamic performance car? If this is the case, you are more emotional. You will enjoy the rapid acceleration of a turbocharged engine. And the cockpit-inspired driver’s environment. What do you see in the Saab 9-5 Wagon?

Saab Vs Hercules
One flies. One drives. Both carry very big loads. The C130 Hercules has load-fixation rails that keep large and small objects from shifting in flight. CargoTracks™ in the Saab 9-5 Wagon do the same thing on the road. An optional sliding floor makes the Saab easier to load and unload. Four turboprops drag the massive Hercules into the air. A turbocharged engine makes the Saab 9-5 Wagon quick and nimble to drive. Now, guess which one is more aerodynamic?

Saab Vs Formula One
Le Mans, Monte Carlo, Nürburgring. Research and development sites for many passenger cars. But not Saab. Instead of testing components during a 90-minute race in special Formula One cars, Saab went to Talladega, Alabama and ran standard production cars day and night. Speeds averages 142 mph (226.45 45 km/h), stopping only for fuel, tires, and routine service. 25,000 miles (40,258 km) in eight days, breaking 18 speed records. Not a single mechanical failure. Research and development for the Saab 9-3.

Saab Vs Rudolf Diesel

He created the diesel engine to power big machines. Machines that don’t accelerate or change direction quickly. But would Rudolf Diesel recognize his engine if he took the wheel of a Saab 9-3 TiD? The direct fuel injection turbo diesel produces maximum torque at very low rpm. It has the quickness and agility Saabs are known for. And the fuel efficiency and durability diesels are known for. Few engines in the world are this advanced. Diesel or not.

Saab Vs Descartes
I think therefore I am slower. I feel therefore I am faster. Sensory cues are designed into a Saab 9-5 to enhance driver/car interaction. The center of gravity is near the driver’s hips, where the body first detects lateral movement. Tactile sensations of the road are intentionally not filtered out of the steering system. Control becomes intuitive. Driving becomes safer and more enjoyable. Car and driver are one.

Saab Vs Cubism
It is doubtful that Braque and other early cubists would recognize their art form in a Saab 9-5 Wagon. The same cannot be said for all wagons. Geometric shapes and fragmented form have no place in Saab’s organic design philosophy. Though extremely versatile and spacious, the Saab 9-5 Wagon manages to achieve aerodynamic, flowing lines through a torsionally rigid body construction. The art accentuating the engineering. Cubists may be attracted to boxier cars. Which would be way they got their start in the early 20 th century instead of the late.

Saab Vs Chripractor
There are two ways to confront whiplash. Before it happens. Or after. We all know the consequences of after. For the Saab 9-5 we designed SAHR, the world’s first active head restraint system. In a rear-end collision, the head restraint moves upward and forward, catching the head before forces thrust it backward. The risk of whiplash injury is greatly reduced. Chiropractors don’t need any more customers.

Saab Vs Candy Bar
Chocolate melts. Sodas get warm. Reasons like these are why the Saab 9-5′s glove compartment is refrigerated. By piping a vent directly from the air conditioner, this confined area allows the temperature to remain at a cool 42 F (5.5C). Ultimately this space becomes more functional. This is our approach to building cars. Make the most of everything. However small.

Saab Vs Bauhaus
A modernist maxim was that a house is a machine for living. While efficient, this strict form-follows-function approach can lack a degree of humanity. The Saab school of design considers the emotional needs of people as well. Evident in the Saab 9-3 is a human-centered environment: an aesthetically pleasing mix of flowing lines and inviting materials. Instead of cold efficiency, there’s Scandinavian design precision. Clean and appealing. Form following function following human pleasure.

Saab Vs Artificial Intelligence
Crash test dummies can be wired to show how a human body responds in an accident. But they can’t think. They can’t tell us things that only a human driver can. That’s why, in addition to performing over 40 laboratory crash tests, Saab engineers get out into the world. They have investigated 5,000 accidents, often interviewing the drivers to see how the car responded. In developing the Saab 9-5, safety focused on prevention and protection where it counts most: On the road. That’s real-life intelligence.

Let Swade do the typing for you.

Over the fold, the (almost) complete list of Saab Innovations, courtesy of Saab and my very tired fingers.

1958: Safety Belts

Saab was the first car manufacturer to introduce seat belts as standard.  From the very start, Saab played an active part in the development of safety components – in-house as well as in co-operation with subcontractors.

1963: Dual Brake Circuits

The diagonally split brake system reduced the risk of losing brake power in the event of damage to the system

1969: Headlamps switch off with ignition – Driving with headlamps in the daylight is a documented safety enhancement.  The automatic on/off switch eliminated the risk of discharging the battery by accident.

1969: Ignition lock between front seats – The traditional position of the ignition key caused severe knee injuries, even in minor accidents.  Placing the ignition lock between the front seats gets it out of the way.  Furthermore, the position is logical, adjacent to the seat belt lock, handbrake and gear lever.

1970: Headlights wash and wipe – Rain and dirt can remove 90% of headlamp illumination.  Saab’s simple yet unique solution was to create a wash and wipe system, which later became a legal requirement in many countries.

1971: Energy Absorbing Bumpers – With conventional bumpers, even a minor collision could result in costly repairs.  With energy absorbing bumpers, collisions at speeds up to 8km/h require no repairs at all.

1971: Electrically Heated Seats: A major comfort enhancement.  Originally it was developed from a health perspective; sitting in a cold seat is not good for anyone.  Today, this Saab innovation is a part of the standard equipment in almost any car.

1972: Side Impact Protection – Saab was the first car manufacturer to introduce reinforcement members in the doors, in order to provide side impact protection.  Surprisingly enough, the Saab was for many years the only car that offered this added safety.

1976: 3-Way Catalyst Converter – To comply with rigorous emissions regulations, Saab was one of the first car manufacturers to use a Lambda sensor controlled 3-way catalyst converter.  Today, this is naturally a standard feature on all Saab cars and continued development work is being carried out to maintain and improve our position in this field.

1976: Turbocharging – Saab was the first car manufacturer to develop a turbo engine with the reliability and durability that is required for everyday use. Turbocharging provides increased output and huge torque at low and medium revs, without the usual increase in weight, cost and fuel consumption.

1978: Collapsible Steering Column – With Saab’s design, the steering column does not penetrate the cabin in a head-on collision.  Compared with other similar designs this has the advantage of not affecting the driver’s ability to steer the car even after an accident

1978: Cabin Air Filter – Allergies are an increasing problem.  The quality of the air is very important for people who suffer from hay fever or other allergies. Our electrostatic cabin air filter removes pollen and other particles, down to a size of 0.004mm from the incoming air.

1980: APC – Growing concern for the environment and reduced emissions led to the development of APC, Automatic Performance Control.  APC enables the engine to run on fuels with a lower octane rating, with no loss of efficiency and durability.  This is achieved using combustion process monitoring to control the turbocharger.

1981: Split-field Side Mirror – This Saab innovation eliminates the blind spots when looking to the rear.  Simple, inexpensive and subsequently standard de facto.

1982: Asbestos-free Brake Pads – Saab was probably the first car manufacturer to take advantage of the new materials to replace asbestos.

1985: Direct Ignition – By the direct ignition system, Saab eliminated the ignition cables and distributor.  Each spark plug has a separate coil which produces a firing spark voltage of 40,000 volts.  The result is improved combustion and better cold-starting performance.

1991: Saab Trionic – Saab Trionic was developed in-house and is still one of the world’s most advanced systems for engine management. It measures all the parameters which play a significant part in the combustion process. The data is used for real-time control of turbocharging, fuel injection and ignition.  The system also includes ionisation measurement inside the cylinders while the engine is running.

1991: Light Pressure Turbo – With the light pressure turbo, Saab has introduced turbo technology for standard cars with a less pronounced performance profile.  Light pressure turbo is used to optimise driving characteristics and overtaking performance.

1991: CFC Free Air Conditioning – By tradition, the coolants used in air conditioning systems were of the CFC type – efficient but with a documented harmful effect on the atmosphere.  In the early 90′s alternatives became available and Saab was one of the first to introduce this as standard.

1993: Saab Safeseat – The Saab Safeseat was introduced as a safety design philosophy.  The aim is to ensure that all the interior safety features interact correctly and provide maximum protection.

1993: Night Panel – This function blacks out the instrument panel, apart from the speedometer.  This reduces the risk of distraction while driving at night.  All the systems still work in the background and the appropriate guage or lamp will light up when the driver’s attention is required.  A good example of our aircraft heritage.

1995: Ecopower – Saab’s engine development does not simply focus on performance.  Power should be instantly available but not at the expense of economy and environmental concern.  Ecopower is the collective name for our efforts in this field. Turbo, ignition, engine management and catalytic converters are not treated as separate units, but are optimised to create a harmonious power source.

1996: Saab Active Head Restraint (SAHR) – The number of whiplash injuries would decrease dramatically if all cars had head restraints that were shaped and correctly positioned.  That is why Saab has developed the Active Head Restraint.  It automatically takes up the correct position in a rear-end impact and controls the movement of the head and vertebrae.

1997: Electronic Brake Force Distribution – To optimise the effect of the brakes, this function distributes the correct amount of the force to the front and rear axle respectively.  It is sensitive to the load distribution in the car and, unlike a traditional reduction valve, it does not reduce the total amount of available braking power.

1997: Ventilated Seats – Saab 9-5 is the first car with ventilated seats.  As a compliment to air conditioning this provides an outstanding level of comfort and helps the driver to stay fit and alert.

1997: Comsense – Saab introduced a system that reduces the risk of distraction by briefly delaying incoming phone calls and lower priority alerts when the brakes or turn indicators are activated.  This helps the driver to stay focused, for example when turning, overtaking or approaching a crossing.

2000: Saab Variable Compression – Saab launched an entirely new engine concept named SVC.  Owing to the SVC engine’s unique design, it offers performance on a par with units twice its size but with the fuel consumption of a small engine.  The SVC engine is a 5-cylinder 1.6 litre unit producing 225 bhp and it delivers no less than 305 Nm of torque.

2002: ReAxs System – Saab 9-3 Sport Sedan was introduced with a chassis geometry system that ensures smooth interaction of the steering, front suspension and multi-link rear axle.  ReAxs enables the rear wheels to steer slightly when turning, helping the car move in the intended direction.  It provides crisp steering feedback and contributes to enhanced driving stability in curves.

2003: Cargowing – Serves as a spoiler when lowered.  When raised it becomes a functional rack for special holders to carry objects such as skis and snowboards.

2003: CargoSET – A function introduced for Saab 9-3 Convertible that automatically expands the luggage capacity as you raise the soft-top.  The space occupied by the folded soft-top becomes available for luggage, providing a total of 380 litres.