After almost a week of covering American classics in Sweden, it’s about time to look at a Swedish classic in its home country. Here, from the (sadly) defunct Saab Automobile AB, is a Saab 96. Produced from 1960 to 1980, the 96 was Saab’s longest-lived design. It was a pivotal model for Saab, the car with which Saab made the transition from its two stroke-powered origins to more mainstream four-stroke engines to begin the international expansion that would fully blossom with the advanced 99 Turbo of 1978.
Saab was as upstart and radical in its home country as it was in the rest of the world. In a domestic automobile market dominated by Volvo’s square and conservative cars, Saab, with its aerodynamic and quirky designs, always trailed Volvo in sales numbers. Today, classic Saabs continue to be relatively rare compared with their Volvo competitors. Beautifully restored Volvo 122s are a common sight on the streets; contemporary Saabs, less so. This 96 is one of a handful of classic Saabs seen by the author during several months in Stockholm.
With the 96 and the related 95 station wagon (https://www.curbsideclassic.com/curbside-classics-european/curbside-classic-1973-saab-now-thats-a-real-saab/), Saab started with the basic design–front-wheel drive, unit body chassis and aerodynamic body–of the 92 and 93 of 1949-56 and 1955-60, respectively, and made incremental improvements. Saab proceeded to make many changes to the 96 over the course of 20 years, including dual circuit brakes in 1964, rectangular headlights and a new grille in 1969, and a new instrument panel in 1970. As the first Saab to be widely exported from Sweden, the 96 opened up new markets in which the all-new 99 would later make Saab a major player.
The engine badge on the trunk lid of this 96 announces the most significant change made to the model: two-stroke engines were abandoned in favor of four-stroke power, in this case the 1.5-liter Ford V4 originally introduced in the 1962 Ford Taunus. The choice of the V4 was due to Saab’s previous engineering eccentricity: The short engine block of its V4 configuration made it the best fit for the limited space previously occupied by the three-cylinder two- stroke. Along with the new-for-1967 engine came front disc brakes and three-point seat belts.
Saab eccentricity continued in the driver’s compartment. Although possessing a conventional dashboard-mounted ignition lock instead of the floor-mounted unit of later Saabs, the 96 had a feature seen in few other cars: a four-on- the-tree. (Note the shift quadrant diagram between the gauges.) Mostly, column-shifted four-speed manuals have seen duty in light trucks and Japanese-made taxis (a notable exception being the Citroen DS, with its hydraulically- actuated column shifter for its four-speed manual gearbox; the subsequent Saab 99 would move both the ignition lock and the shift lever to the floor). This interior shot shows the dashboard used from 1970 and after, with two large round dials housing the instruments.
Saab began development of its first completely new chassis since the 1965 Saab 93, and it debuted with the 99 in 1968, only one year after the introduction of the four stroke V4-powered 96. However, Saab continued to produce the 96 and 99 side-by-side for another twelve years. Further changes to the 96 included the 1972 addition of energy-absorbing rubber bumpers similar to those on the 99.
During the 96’s years as Saab’s premier model, there was a higher-performance Saab Sport version offered from 1962 -1965, which was succeeded by a Monte Carlo variant sold from 1966-1968. From 1962 to 1966, the high-performance Saabs used a more powerful version of the 850 cc two-stroke, three-cylinder with triple carburetors and an oil injection system that made 57 hp versus the standard engine’s 40 hp. The ’67-’68 Monte Carlo used the 65-hp Ford V4–not exactly big horsepower either way, but still a useful improvement.
The 96 built an impressive record in international competition, primarily in the hands of Erik Carlsson. His victories included first place finishes in the 1960, 1961 and 1962 RAC Rallies and also in the 1962 and 1963 Monte Carlo Rallies. This photo shows Carlsson, at the wheel of his 96, at the 1962 Monte Carlo Rally.
Back to the present: obviously, this particular 96 has seen better days. Its aerodynamic body shows collision damage at the left rear that dented the entire fender and took out one of the wheel covers–a pity, because aside from paint oxidation the rest of the car appears to be in fine condition with no apparent rust or other significant body damage. Perhaps this car–unlike the company that made it–can be restored to its former condition.
Long before an advertising agency decided to proclaim Saabs to be “born from jets,” Svenska Aeroplan AB (SAAB) diversified during the 1940s from the business of designing and producing propeller-driven fighter planes for the Swedish Air Force into making passenger automobiles. Saab reached its high-water mark during the 1970s and 1980’s with the 99 Turbo and the 900, but it was the 96 that established a beachhead for them. It deserves to be remembered as a key part of the success of an automaker that dared to be different–and, for a time, succeeded.
Great article but you forgot to insert a page break 😉
Fixed.
Always liked the thought put behind this car resulting in the unique design. Liked the idea of the two stroke engine because of the power they had for the size. What I didn’t like was actually owning one (not the two stroke).
I may be unique in that I have had lemons that were Honda, Saab, and Volvo. Probably says more about me and the mechanics I used than the cars. The Saab left us with a blown head gasket (then blown engine), the Volvo with an Engine knock, and the Honda after spending megabuck$ turned into a good car that I couldn’t stand to look at. The Saab was probably the most disappointing. I really liked that car. Obviously, it didn’t like me.
Now am driving a totally uncool but reliable Nissan Cube and an ugly “old mans Truck”. Neither has broken in quite a while. I still like the concepts that many of the Saab designs were derived from but I won’t buy another Saab. GM made that easier as time goes by.
I’ve always liked SAAB’s thought process and their dare to be different mentality, beating to its own drum beat, so to speak.
I never got to drive one, but my best friend for several years in the late 80’s, early 90’s had an ’80 SAAB 900 turbo, in the 3 door variant black with the red/orange graphics with turbo, and of course, the turbo specific alloys. His was originally bought in Europe, then brought over and federalized, or so I have understood anyway. It didn’t have AC, but just about every other option, outside of electric windows, locks etc, just a sliding steel panel sunroof, red velour upholstery etc, and everything worked, except for the speedometer and its odometer, but by that point, I think he had over 200K miles on it.
Other than being stolen, the frame slightly bent, it was well kept and was fixed and brought back to good nik with a new stereo as the thieves ripped out his old Nakamichi, I think it was from the dash.
He sold it when it began to nickle and dime him with $200 wheel bearings and such on a college student budget. it was replaced by a ’78 Chevy Luv truck for a time.
Funny how the Ford V4 was universally hated in anything from Dagenham but loved in the Saab.Although it sold in nothing like VW beetle numbers I remember seeing(and smelling ) a few of the 2 strokes as a kid in 60s Britain.Sadly a lot of the 2 strokes were gutted for the engine which found it’s way into racing sidecars.
But they weren’t really loved, merely tolerated in substitute for something better. The earlier two-stroke three cylinder was quite rev-happy, and the only way of keeping it up to snuff was to keep it revving at all costs. With the freewheeling, you could switch from coasting and revving indefinitely.
The V4 was the complete opposite, its coarse nature made it very rev-reluctant. Almost twice as big, it had relatively more torque than the earlier engine. Most V4:s could thus be seen coasting almost on idle for most of the time.
In that, they were quite alike the Beetle-engine, which could never be seen as rev-happy under any circumstances. Paul made a comparison between the Beetle-engine and the BMW high torque/low revving ETA engine, in the BMW 325e and 528e of the eightes. I can’t find the analogy now, but the Ford V4 had much in common with those, as it was most happy in the middle of the rev-band.
So no, the V4 engine wasn’t quite loved. But there really wasn’t much alternative. National pride made it virtually impossible to criticize the car, it was what it was, for better and for worse.
Theres a great scene in “The Mackintosh Man” where Paul Newman thrashes a V4 Transit round some remote Scottish Island.
Having said that, now someone is going to tell me it wasn’t a V4….
a notable exception being the Citroen DS, with its hydraulically-actuated column shifter for its four-speed manual gearbox
As well as the semi-automatic you refer to, the DS was also available with manual four- and five-speed column shifts.
I guess it’s appropriate that the V4 chrome piece so closely resembles the V8 emblem seen on early 50’s Fords.
…and on column-shifted 4-speed manual transmissions, I’ll point out that this was how my 1960 Mercedes 220S sedan was equipped. It was the smoothest-shifting column shift I ever used.
My 1955 Austin A50 also had a column mounted 4-speed (plus reverse) manual shifter. It worked well. Had that car for a year or so in the early 70’s.
Saab is working on getting back in the game with their new owners, NEVS!
The first pre production 9-3 rolled off the line this week. It look just like the previous 9-3 so that the new power-train and other technology can be tested without anybody noticing that it’s new.
http://www.saabsunited.com/2013/09/video-first-pre-production-9-3-rolls-off-the-production-line.html
Theres only one of these Saab locally and it gets seen lots lately its owner is making a Mayoral bid
Great article. Four on the tree are not so uncommon as you mention: they are also found in Peugeots (404, some 504s and 204), Mercedes (W115 and W108, probably older models too), Renault 16, the Trabant (with its quite confusing shifting scheme) and probably some more. Quite odd are japanese vans with a five on the tree!
The Mark I Fiat Ducato/Peugeot J5/Citroen C25 commercial vans also had a five-on-the-tree. They were pretty popular in Europe (their successors still are, but I think they have a more conventional shifter now).
But in any case, great article! That 96 sure looked different. I remember seeing one every now and again in the street where my grandparents lived. Back then, to my six-year-old’s eyes, it just looked really ugly though.
I wish the 99 had continued Saab’s unusual emphasis on aerodynamics rather than getting all boxy. They could have added in greater space utilization with a kammback while using a more swept-back front end and steeply-raked windshield than was typical for the period.
Alas, groupthink prevailed. Even Citroen tried to be less different with its early-70s SM. That car had some interesting aerodynamic features (e.g., glass-covered headlamps) but the overall look was surprisingly conventional (even Americanesque).
Independents tend to die when they step away from what makes them so unique.
I noticed a “Saab V4” sticker on the front of Carlsson’s 1962 Monte car. Does this mean, the rallye cars already had the four-stroke engine in ’62?
That can’t be a ’62; it has the new grille and other styling updates that began with the 1969 model year.
This just may be my favorite car of all time. For sheer rorty fun, it couldn’t be beat.
Just shows what engineers can achieve when they think for themselves rather than follow the herd. Great car!
As pointed out, the photo of Erik is mislabeled. No headlamps, no co-driver. The photo is from a rallycross. Gem, the V-4 SAAB was sourced from Ford Germany in Cologne not Dagenham. Ford produced V-4 engines in both countries but they are different families. German Ford was 1.2,1.3,1.5 and 1.7. Essex V-4 was 1.6 and 2.0.
The yellow car is mine. When did you take that photo?
What a coincidence, that you noticed your car in this article three years after I posted it! I took that photo while living in Stockholm in the summer and autumn of 2013, in August or September. The location was in Sodermalm, exactly where I am not certain, but I believe that it was somewhere along Gotgatan. Please accept my compliments for driving such a a nice classic Saab.