Shreejit says: Yes
Seriously, we cannot, and should not, forget Saab. Like Abba (music) and SKF (ball bearings), Saab is a Swedish icon widely known across the globe and familiar to a range of generations. Saab cars are known to be unique, unusual even, and desirable; as you would expect from the Swedes.
Remember, Sweden also gave us the safety match, the adjustable spanner, three-point seat belts and, thanks to Alfred Nobel, dynamite.
Saab is actually an acronym for Svenska Aeroplan AB (AB stands for Aktiebolaget, meaning “limited company”), an aircraft manufacturer which, for obvious reasons, decided to diversify into automobiles at the end of World War II.
Also for obvious reasons, the first Saab motorcars were designed by aeronautical engineers. Their first effort was the teardrop-profiled Saab 92 unveiled in 1947, with a drag coefficient of 0.31 at a time when the science of streamlining cars was not even a consideration of most other automakers.
Far from being driven by a plane’s piston engine, the 92 was driven by a puny 2-stroke unit with two cylinders displacing a mere 0.764 litre in total. When the 93 replacement model arrived in 1955, the engine had grown one more cylinder, but it was still a 2-stroker and displacement actually dropped to 0.748 litre.
The 93 went on to battle illustrious driving machines like Porsches, Mercedes-Benzes and Alfa Romeos in rallies, and scored more victories than thought possible with its front-drive, 2-stroke 3-cylinder with 33bhp.
Though mechanically simple in its configuration, the speedy Saab’s secret was its high level of engineering, which resulted in a robust and supremely reliable car that was also easy to drive and uncannily nimble in slippery conditions. The Swedes, after all, spend much of the year driving on ice and snow.
Like all great designs, the 93 evolved, becoming the mildly restyled but significantly improved 96. This was the first Saab to reach Singapore.
The 96’s signature teardrop silhouette distinguished it from anything else on the road, while the 2-stroke burble added an audible element to the car’s inherent charm. Through its 20-year lifespan, the 96 appeared in a variety of versions, including “Monte Carlo” models with triple Solex carburettors.
The car that replaced the 96 was a handsome two-door saloon. It was not teardrop-shaped but had its own special character, distinguished by a huge wrap-around windscreen, a clam-shell bonnet and wide tracks that gave it a sporty appearance. Called the 99, this iconic Saab featured a developed version of the Triumph Dolomite’s 4-cylinder, initially in 1.7-litre 86bhp form.
Incredibly, the 99 lived on from 1967 to 1984 in one form or another, giving enthusiasts some of the finest four-door cars ever made. These include the world’s first mass-produced turbo saloon, which set the stage for other manufacturers to follow.
Whether as a two-door, three-door or four-door, the 99 still looks good today. And if you ever get a chance to drive one of the original 145bhp 99 Turbos, you’ll understand the true meaning of excellent automotive engineering that stands the test of time.
Saab is unforgettable, and I’m sad to see it fade away.
David says: No
The problem with Shreejit’s argument is that all the interesting Saabs he mentioned are historical models, and Saab’s rich history didn’t repeat itself in the last 20 years.
For the longest time, Saab has been admiring its past achievements in the rear view mirror when the present has already overtaken on either side and the future is coming up fast through the wrap-around front windscreen, which happens to be cracking under pressure. That, in essence, is Saab’s situation, and the glass just broke.
As Saab supporters pick up the pieces, I wonder which parts of Saab would make me as sad as Shreejit here. Precious little in recent memory.
Saab’s turbo technology is admirable, but the Germans are the current leaders in forced induction. Saab’s ignition slot between the front seats is a brilliant idea, but keyless cockpits are now the norm in the luxury segment. Saab’s “butterfly” cupholder deployment is quite delightful, but it’s a tired old trick that dates back to 1997.
Tired and old, too, is the model line-up. Facelifts and equipment improvements could only do so much, and General Motors’ insistence on premium pricing for the products made by its Trollhattan outpost (more like an outcast at times) didn’t help matters.
The 9-5, for example, soldiered on for 12 years before its overdue successor came along in 2009, only to be axed along with the rest of Saab. General Motors did bring some new Saabs to market, but one was a badge-engineered Subaru Impreza (the dreadful “Saabaru”) and another was a glorified Chevrolet Trailblazer labelled 9-7X.
The only proper new Saabs were the 9-3 saloon, convertible and SportCombi estate, launched in 2002, 2003 and 2005 respectively, which would make them modern by Saab’s standards but pretty ancient otherwise.
Further frustrating devotees of the Swedish marque, who are known for their fierce brand loyalty, are the cool “X” concept cars that did the motor show circuit. Stylish, sophisticated and promising, these futuristic Saabs had no real future, unfortunately. And now, their manufacturer has met its maker.
I’m glad that poor Saab has been put out of its misery.
