Saab 96
| Company type | Subsidiary |
|---|---|
| Industry | Automotive |
| Founded | April 1, 1945 in Sweden |
| Headquarters | Sweden |
| Products | Automobiles |
Template:Infobox automobile The Saab 96 is a vehicle produced and sold by the Swedish manufacturer Saab Automobile from 1960 until January 1980, serving as the successor to the Saab 93. This model was characterized by its streamlined two-door design, accommodation for four passengers, and initially equipped with a two-stroke three-cylinder engine before transitioning to a four-stroke V4 powertrain.
Body design
In comparison to its forerunner, the Saab 93, the Saab 96 offered increased and more accessible storage capacity along with a larger rear window. For the 1965 update, the front section was elongated to make room for a new engine configuration, relocating the radiator in front of the engine, rather than its previous position above and behind it—a design holdover from earlier models utilizing a thermosiphon cooling system.[1] Slight enlargements were made to both the front and rear windows for models released in 1968.[2]
Engine
The Saab 96 featured a longitudinally positioned engine configuration. Initially, it was equipped with an 841 cc three-cylinder Saab two-stroke motor delivering 38 PS (28 kW). By 1965, this output increased to 40 PS (29 kW). A higher-performance variant producing 52 PS (38 kW), featuring triple carburetors and oil injection, was available in the Sport/Monte Carlo editions. This enhanced power stemmed from an upgraded cylinder head and counterweighted crankshaft, which raised the overall compression ratio. For the 1966 models, the standard 841 cc two-stroke engine running on pre-mix oil incorporated a three-throat Solex carburetor, wherein the central carburetor managed starting, idling, and low-speed operation, boosting power to 42 PS (31 kW)—the same carburetor setup used in the Sport/Monte Carlo trims. A shared throttle shaft design reduced synchronization issues between carburetors.
In 1967, Saab introduced the 96 V4, powered by the Ford Taunus V4 engine, a four-stroke 1498 cc V4 engine initially developed for the 1962 Ford Taunus 15M.
The initiative to adopt a four-stroke engine was internally named 'Operation Kajsa'. The two-stroke option remained available until 1968. Prior to this, between 1962 and 1964, Kjell Knutsson and Ingvar Andersson conducted tests on three different four-stroke engines under Rolf Mellde's direction: a 45 PS Lloyd Arabella of 897 cc; a 33 hp BMC A-Series with an 848-cc displacement; and a 1089cc Lancia Appia engine producing 48 hp. Although Mellde advocated for transitioning to a four-stroke powerplant, CEO Tryggve Holm initially opposed this change. Undeterred, Mellde circumvented Holm by contacting Marc Wallenberg, son of Saab’s principal shareholder Marcus Wallenberg (1899–1982), successfully securing approval for further testing. Evaluated engines included the Volvo B18, Ford V4, Triumph 1300, Lancia V4 engine, Opel, Volkswagen, and Hillman Imp units.
Among these, the B18 demonstrated superior reliability, yet the Ford V4 was nearly as dependable and notably simpler to install within the Saab 96’s engine compartment. The testing phase was conducted covertly. To maintain secrecy, Per Gillbrand took leave under the pretext of managing his father's paint business but instead traveled to Desenzano in northern Italy with a prototype Saab 96 V4 for evaluation. Only seven individuals were privy to the new engine project five months before production commenced. To conceal activities, a house west of Kristinehamn was rented, and a front company named Maskinverktyg AB ("Machine-Tool Company") was established to discreetly procure V4-specific parts. The regular purchasing department remained unaware of these developments until an incident occurred when Rune Ahlberg canceled orders for two-stroke cables; subsequently, the department contacted suppliers insisting deliveries continue. In late July, just before summer recess, information about the new engine was disseminated to additional staff with notice that full-scale production would begin within four weeks. To preserve confidentiality, forty regular employees were instructed to report for work under the guise of addressing disc brake issues. Shortly before the official launch, a journalist spotted a truck transporting Saab 96s adorned with V4 badges on their front bumpers.
Standard V4 engines produced from 1967 through 1976 generated 65 PS (48 kW). Early production vehicles bore "Ford Motor Company" markings on their engines. Due to revised Swedish emission standards for the 1976 model year (when renamed as the 96L), power was reduced to 62 PS. However, models from 1977 to 1980 featured an output of 68 PS (50 kW), attributed to a two-stage Solex 32TDID carburetor and were marketed as "V4 super". The V4-powered Saab 96 achieved acceleration from zero to 100 km/h in approximately sixteen seconds. In August 1975 (referred to as "1975B" in Sweden due to emission regulation timing), new impact-absorbing bumpers resembling those on the Saab 99 were introduced alongside a redesigned floor pan that allowed rear seat positioning 5 cm (2.0 in) further rearward.
In the United States market, the two-stroke engine was branded as "Shrike" during model years 1967 and 1968. Its displacement was marginally reduced in 1968 to 795 cc to comply with emission regulations exempting engines below 50 cu in (819 cc) displacement. US-spec V4 engines featured a high-compression 1500 cc unit producing 73 hp (54 kW; 74 PS). For the 1971 model year, this was replaced by a low-compression 1700 cc version designed to maintain power while meeting stricter emissions requirements. Power ratings declined to 65 hp (48 kW; 66 PS) in 1972 following the shift from SAE gross to net horsepower measurements. The Saab 95/96 ceased availability in the US after the 1973 model year.
Drive train
The Saab 96 and its station wagon counterpart, the Saab 95, were equipped with transmission levers mounted on the steering column. Initially, the gearbox featured three gears, with the first gear lacking synchronization. Subsequently, a four-speed transmission became available, including synchromesh on the first gear, leading to the discontinuation of the three-speed option.
A distinctive element of the Saab drivetrain was the incorporation of a freewheel mechanism, also known as an overrunning clutch. This device permitted the transmission to rotate faster than the engine during situations like deceleration or prolonged downhill driving. While freewheels had appeared in other vehicles before—such as certain early post-war Rovers and pre-war Chryslers—as a fuel-saving feature, Saab required it due to the lubrication characteristics of its two-stroke engine. Two-stroke engines lubricated by petroil depend on engine speed for adequate lubrication but deliver oil based on throttle position. When operating at high RPM with minimal throttle opening, like coasting downhill, lubrication could be insufficient. The freewheel allowed the engine speed to drop to idle while coasting, ensuring lubrication demands were met despite a nearly closed throttle. In some higher-performance and later two-stroke models, direct oil injection from a separate reservoir adjusted lubrication according to engine RPM, eliminating the need for premixing oil with gasoline.
The freewheel system continued to be used in the four-stroke variants until production ceased and was also present in the Saab 99 equipped with the 1709 cc Triumph engine. One minor inconvenience of the freewheel, especially for drivers unfamiliar with Saab vehicles, was the absence of engine braking; however, it could be manually activated or deactivated via a control located in the footwell. Engaging or disengaging this fixed wheel disengagement manually required pulling a 'T handle,' which some found challenging to operate.
Suspension
The front suspension employed double wishbones combined with coil springs, while at the rear, a trailing U-beam axle supported by coil springs was utilized. Telescopic shock absorbers were installed on all four wheels. Until 1967, models featured drum brakes on every wheel; however, starting that year with the introduction of the V4 engine, front disc brakes replaced drums on the front axle.
Saab 96 in Rally Competitions
The Saab 96 gained widespread recognition largely through the efforts of Erik Carlsson, who competed extensively in numerous international rallies. His most notable achievements include securing first place in the RAC Rallies of 1960, 1961, and 1962, as well as triumphing in the Monte Carlo Rallies of 1962 and 1963. These consecutive victories at prestigious events firmly established the Saab 96's reputation for durability and dependability. Carlsson also participated in the East African Safari Rally, where he achieved a second-place finish in 1964. Other prominent rally drivers associated with the Saab 96 include Simo Lampinen, Per Eklund, Pat Moss-Carlsson, Tom Trana, Stig Blomqvist, and Carl Orrenius.
World Rally Championship Wins
Land Speed Record
On August 16, 2011, a 1966 Saab 96, piloted by Alex LaFortune, established a new speed benchmark at the Bonneville Salt Flats for stock production vehicles equipped with 750 cc engines, achieving a velocity of 110.113 MPH.
Manufacturing Figures
Production of the Saab 96 concluded on January 11, 1980, with the final vehicle bearing VIN number 96806002814; however, the last VIN assigned (96806002820) was manufactured earlier on January 3, 1980. These automobiles were assembled by Valmet Automotive located in Uusikaupunki, Finland.
The Saab 96 was eventually replaced by the introduction of the Saab 99 in 1967, followed by the launch of the Saab 900 in 1978. In total, production reached 547,221 units. The Uusikaupunki facility later shifted to producing the similarly sized Talbot Horizon.
Postage stamps
The Saab 96 has been depicted on various postage stamp issues. Notably, a Saab 96 from the Monte-Carlo Rally, driven by Erik Carlsson, is featured on a Swedish postage stamp.
See also
References
Further reading
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