| Saab 99 | |
| Manufacturer: | Saab Automobile |
| Production: | 1968–1984 |
| Class: | Compact executive car (D) |
| Predecessor: | None |
| Successor: | Saab 90 Saab 900 |
| Wheelbase: | 24731NaN1 |
| Length: | 43401NaN1 (coupe) |
| Width: | 16761NaN1 (coupe) |
| Height: | 14501NaN1 (coupe) |
| Layout: | Longitudinal front-engine, front-wheel drive |
| Body Style: | 2/4-door saloon 3/5-door combi coupé |
| Transmission: | 4/5-speed manual 3-speed Borg-Warner 35 automatic |
| Designer: | Sixten Sason |
| Assembly: | Sweden: Trollhättan (Trollhättan Assembly) Finland: Uusikaupunki (Valmet Automotive) |
The Saab 99 is a car produced by Swedish manufacturer Saab from 1968 to 1984; their first foray into a larger class than the Saab 96.[1] While considered a large family car in Scandinavia, it was marketed as a niche compact executive car in most other markets. It was manufactured both in Sweden and Finland and was succeeded by the Saab 900, although the 99 continued to be produced alongside its successor. The Saab 90, an updated, less complex version using many 900 parts took over from the 99 in late 1984.
On 2 April 1964, Gudmund's day in Sweden, after several years of planning, the Saab board started Project Gudmund. This was a project to develop a new and larger car to take the manufacturer beyond the market for the smaller Saab 96.[2] This new car became the Saab 99, designed by Sixten Sason and unveiled in Stockholm on November 22, 1967.
The first prototypes of the 99 were built by cutting a Saab 96 lengthwise and widening it by 20cm (10inches); this created the so-called Paddan (The toad), which was a disguise for the new project. After that phase, also as a disguise, the first 99 body shell was badged "Daihatsu" as that name could be made up out of the badging available for the Saab Sport.[2]
The 99 was not only built in Saab's own Trollhättan Assembly - some variants were built by the Finnish Valmet Automotive in Uusikaupunki from 1969 onwards; the last five years of this production (1979-1984) was alongside the Finnish built version of the Talbot Horizon, which shared a similar high quality velour upholstery to the 99.[3]
Although Saab engineers liked the company's existing two-stroke engine, it was decided that a four-stroke engine was necessary, and the choice was a 1.7 L (later 1.85 L) engine from Triumph. This was the same Triumph Slant-4 engine used in the Triumph Dolomite, but the Saab version was fitted with a Zenith-Stromberg CD carburetor developed specially for Saab. A number of Saab 99s were equipped with a Triumph Stag V8, but the V8 was later dropped in favour of a turbocharged unit which later powered the 99 Turbo.
A three-door estate version was planned from the start, but never made it into production.[4] [5] In 1971 (with thoughts about a combi coupé) the work on an estate was restarted, this time as a five-door.[6]
The first engine used in the original 99 was a four-cylinder in-line engine which was tilted at 45 degrees. The 1709 cc Triumph-sourced engine produced 87PS SAE gross at 5500 rpm.[7] The engine was conventionally water-cooled, but unlike most cars of the time it had an electric cooling fan.
Triumph soon upgraded the engine to 1.85 L; the appearance in February 1971 of the four-door Saab 99 (99CM4 series) coincided with the adoption of the new, bored-out, 1854 cc unit.[7] Saab experienced reliability problems with the Triumph-sourced engines and decided to bring the design in-house.[8] From September 1972 the 1985 cc Saab B engine was used. During the lifetime of the 99 model, several subsequent engine developments took place, including the incorporation of fuel injection for some versions.[7]
The 99 was front-wheel-drive, its engine being fitted in a reverse longitudinal position similar to other pre-transverse engine designs like the Citroën Traction Avant, orienting the clutch (or output) towards the front to place the weight of the engine behind the gearbox to avoid nose heaviness. Drive to the under-mounted gearbox was by triplex chain. Front-wheel-drive was still a relatively uncommon configuration at the time of the 99's introduction, although traditional in Saabs.
The bonnet (hood) was front-hinged and the panel extended over the front wheel-arches. The windscreen (windshield) was 'wrap-around' and very deep for the era. The A-pillar had a steep angle, providing excellent driver visibility. The drag coefficient was 0.37 while other cars of the time had 0.4 to 0.5. The chassis was also designed for passive safety, with deformation zones front and rear.[8]
Due to the American sealed beam headlamp requirement in place at the time, the USA models had a special front fascia with four round headlights instead of the two rectangular units it had in other markets. The "US front" then became an item for car customisers in Europe, and vice versa.
Early 99s carried over the freewheel transmission from the Saab 96, but the freewheel was removed with the introduction of the 1.85 L engine,[9] likely on account of the extra power that the apparatus would have to transmit. The handbrake was on the front wheels.
The 99 was Saab's last factory rally car, first in EMS guise and later as the Turbo version. The Saab 99 Turbo was one of the first 'family cars' to be fitted with a turbo after the 1962-63 Oldsmobile Turbo Jetfire; other contemporary turbocharged automobiles were 'specialised' vehicles and were difficult to drive. Popular Mechanics lists the Saab 99 Turbo as number two on its Top Ten list of turbocharged cars of all time.[10]
The UK's "Mass Motorist" magazine (1968) summarised their view of the 99 as follows: "That the 99 is comfortable, well-made, satisfying to drive and well-equipped ought to mean that other makers should take heed. The BMW 2002 and Alfa Romeo Giulia are the SAAB 99's main rivals. I would contend here that SAAB has the advantage of them, and should SAAB choose to fit an even more powerful motor, the 99 could be a class leader in a short space of time."[11]
Australia's Wheels magazine wrote in a July 1978 road test of the 99 Turbo, "Compare the top-gear times and you'll see that the Turbo is almost as fast between 600NaN0 and 1600NaN0 in fourth gear as any five-seater in the world". Modern Motor of August 1978 wrote; "It is necessary to drive the car to believe that such a seemingly endless surge of strong acceleration is possible from a 2.0 L engine in a far from lightweight car".[12]
Popular Science wrote "It's in the Peugeot/Volvo price class, but in the Colt/Dasher fuel-economy class; and the little four-cylinder overhead-cam engine gives this car V8 agility" and "No American made engine since 1968 can compare with this kind of driveability, and earlier ones are still not equal to the Saab"[13]
A police version of the 99 was also built. The hood/bonnet of the 99 (and also the 900) caused problems for the police livery team. Since it wraps around, covering the wheel arches, the paint had to be extended up onto the hood panel and not restricted to just the fenders as on other cars.
The Saab 99 (saloon model) featured a heating duct leading to the rear window - a lever between the front seats controlled the de-fogging airflow. The 99 featured a floor-located ignition switch which also locked the gear stick (rather than the steering wheel). This arrangement required drivers to select reverse gear before the ignition key could be removed.
These cars were inspired by a gift to the Finnish President Urho Kekkonen in the mid 1970's by the industrialist and personal friend Marcus Wallenberg Jr., who got the idea at a social function where Kekkonen had complained to him that he disliked his brash and extremely conspicuous Cadillac official state car in a normal setting. According to him, it was not appropriate transportation despite his status as it made him feel unduly elevated above the common people. Aside from an official state visit from abroad or visiting the embassies of superpowers like the Soviet Union or the United States, and other similar functions which necessitated maintaining a different kind of appearance, it was far too exuberant. In addition to which, it strongly stood out from normal Finnish traffic and everybody knew who was in it, making this an obvious security concern. Large luxurious American sedans were extremely rare at the time in Finland. Kekkonen didn't have a driver's license and preferred to be chauffeured to his official business, but in an inconspicuous fashion. To cater to this, Wallenberg ordered a pine-green Saab 99 and had it elongated by 20 cm, by having 10 cm added to all the doors, at a Swedish coach-builder in Malmö called Heiner`s Mekaniska Verkstad and gave it to Kekkonen as a gift, who loved the car. This was of course widely reported in the press and Finnish political and economic elite liked the idea to the point that Saab-Valmet felt necessary to start emulating the fashion endorsed by the nation's head of state. Kekkonen's original Wallenberg Special 99 is on display at the Uusikaupunki Automobile Museum, which also chronicles the history of Saab (and other makes) and the various specialized models developed as concept cars or manufactured at the Valmet factory. The tradition continued with the Saab 900 Finlandia in 1979, which was then from 1982 sold as the 900 CD with most ordered examples being 4 door-sedans, instead of 5 door combi coupés. One LWB 900 5D combi coupé aka "The last Saab Finlandia" was delivered to Finnish paper-mill giant Metsä Group in 1983.[16]
The 99 was first shown on November 22, 1967.[17] The first production cars came in autumn 1968, although only 4190 cars were built this year.[9] Production increased considerably in 1969 and again in 1970 when the four-door model arrived. In 1970 the interior was also given a facelift and became more luxurious, with a new steering wheel. The exhaust system was now made of aluminum, engine mounts and drive joints were changed. In March, the 99E (also available with a three-speed automatic transmission) was introduced. It had a 1.75 L engine with electronically controlled fuel injection, giving 870NaN0.[9]
In 1971 the 99 was given a larger and stronger engine, a 1.85 L engine giving 860NaN0 on the carbureted model and 950NaN0 for the fuel-injected model. The 1.75 L engine was now only available with a carburetor. Saab also introduced headlight wipers, as well as larger rear-view mirrors and an additional air inlet beneath the existing grille. The dashboard was given a redesign along with new instruments.[9]
In 1972 the 1.75 L engine was no longer available. The power of the engine was increased to 880NaN0 for carbureted models and 970NaN0 for fuel-injected models. The 2.0 L engine became available. The major change this year were new plastic bumpers that could take impacts up to 80NaN0 and still retain their shape. The suspension was stiffened and received stronger dampers. An electrically heated driver's seat was also introduced. In January 1972 the 99 EMS (Electronic-Manual-Special) was introduced. It was a sportier model that was originally only available in a two-door version; but became available in the wagonback body beginning in 1974 (Europe). It had stiffer suspension and also silver or copper ('bronze')-colored metallic paint as option. The engine had 1985 cc displacement and Bosch D-Jetronic electronic fuel injection giving 1100NaN0 and a top speed of 1700NaN0.
For the United States, a special 99 SSE was developed to satisfy demand while the EMS was not yet available there. The SSE had a black or burled walnut vinyl roof cover and an automatic transmission (by Borg-Warner). It also had the 1.85 L Triumph engine installed.
In 1973 a low-cost model called the 99L was introduced. It was a two-door with a 1.85 L engine giving 880NaN0. All other models had the Swedish-built 2.0 L engine, which produces 950NaN0 in carburetted form. The LE model had electronic fuel injection giving 1100NaN0. The LE model was mainly made for export. The inner ceiling was changed, as were protective bars in the doors, and a new black grille. In Northern Europe, a de-contented model called the 99 X7 was also marketed.[9]
In January 1974 the three-door hatchback combi coupé (marketed as a "Wagon Back" in the USA) was introduced. It was 111NaN1 longer than the sedan. Front seats and steering wheel were new for 1974, while the EMS received an all-new, model-specific interior. Inertial reel belts were also fitted.
In 1975 the brakes were improved and the hand brake now worked directly on the primary brake pads instead of on separate pads acting as drum brakes inside the brake rotor. The 99 was now available in two versions, one with a carburetor with 1000NaN0 and a fuel-injected version using Bosch K-Jetronic fuel injection system giving 118PS. In February a model using Zenith-Stromberg 150CDS(E) dual carburetors was introduced. It was only available for the combi coupé and has 108PS. The combi coupé had been fitted with a unique grille in 1974; this was now applied across the range.[9]
In 1976 nothing major was changed, but a self-adjusting clutch was introduced. The engines were adapted for tougher emissions requirements and several models with an electrically heated rear window were introduced. A luxurious 4-door sedan model was available, the 99 GLE. it came with power steering, an automatic transmission, a fuel-injected engine, luxurious upholstery on the seats and an armrest in the rear seat. The five-door combi coupé model was also introduced.[9]
In 1977, the front light clusters and the sedan's tail lights were enlarged. The rubber strips on the bumpers were changed. The "One Hundred series" of test-fleet Turbo cars were distributed around the world. The cars were mainly made from three- and two-door EMS models, but a few four-door and even five-door cars were also made. The four- and five-door models were tested by mostly police in Sweden, Finland and Switzerland.
In 1978 a turbocharged version of the car, the 99 Turbo, was introduced. It was only available as a combi coupé until the next year. The turbocharged two-liter engine produced 1450NaN0 giving the car a top speed of 2000NaN0. The turbochargers were designed and built by Garrett AiResearch. In terms of appearance, it received distinctive alloy wheels and front and rear spoilers.[18] The 99 Turbo repositioned Saab in the car market and it came to be regarded as an iconic and technologically significant model of its era. By early 1979, over 10,000 turbo-engined Saabs had already been built, as Saab successfully entered a new market segment.[18] Other news for 1978 included the availability of a sunroof, and the EMS became a three-door combi coupé in some markets.
In 1979 the combi coupé option was discontinued for the 99, as the new Saab 900 was only available in this bodystyle. The 99 Turbo changed over to the two-door saloon bodywork although only a small number were built. The rear axle was altered, the fuel tank changed to a plastic one, new wheels were fitted, and four-door models received new bumpers similar to those of the 900. These bumpers were also installed on two-doors beginning with the 1980 model year. In 1980 the 99 was also given the new and safer seats from the Saab 900, as well as low-mounted protective strips along the sides.[19] The spare wheel was changed to an emergency unit. The carpeting, which had been changed to rubber a few years earlier, went back to textile. In the Swedish market the twin-carb version made a return for a single year, sold as the 99 Super and only available with four doors and an automatic transmission.
In 1981 the twin-carb Super was discontinued, although the 99 did gain a new engine option in its stead: the 99 GL with 1000NaN0 was joined by the 99 GLi with 1180NaN0, both with four-speed manual transmissions. The GLi was a bit more luxurious and had power side mirrors. It was only sold in Northern Europe and only around 1600 were built. All 99s received a new rear seat, velour upholstery, new rear mirrors, a new steering wheel, and the 900's front axle.[9]
In 1982 came the H engine, built by Scania at Södertälje, making it possible for all cars to run on 93 octane gasoline. The two- and four-door 99 GLs were now available with a five-speed manual transmission. The window surround trim was blacked out and the wheels were new.
In 1983 a number of smaller technical and cosmetic changes were made, including a new grille similar to that of the 900 and blacked out B-pillars on two-door models.[20] Brake pads were now asbestos-free. Five-speed-equipped 99s received low-resistance tires, which sit on wider 5½-inch rims, requiring moving the rear axle.[20] Some further minor changes took place for 1984, including electronic ignition, lowered seats, and a more upright steering wheel. Five-speed cars also received interval wipers. This was to be the final year for the 99. It was replaced by the Saab 90 and the Saab 900.
A total of 588,643 were made; this total rises to 614,003 if Saab 90 production is included.[9]
| No. | Event | Season | Driver | Co-driver | Car |
|---|---|---|---|---|---|
| 1 | 27th International Swedish Rally | 1977 | Stig Blomqvist | Hans Sylván | Saab 99 EMS |
| 2 | 29th International Swedish Rally | 1979 | Stig Blomqvist | Björn Cederberg | Saab 99 Turbo |
| Year | Production | Year | Production |
|---|---|---|---|
| 1967 | 25 | 1976 | 72,819 |
| 1968 | 4190 | 1977 | 60,316 |
| 1969 | 19,411 | 1978 | 45,851 |
| 1970 | 29,755 | 1979 | 22,443 |
| 1971 | 35,136 | 1980 | 17,108 |
| 1972 | 45,001 | 1981 | 13,381 |
| 1973 | 52,065 | 1982 | 20,006 |
| 1974 | 62,637 | 1983 | 17,187 |
| 1975 | 64,167 | 1984 | 7,145 |
