Saab 900
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| Saab 900<tr><td colspan=2>Image:Saab900cc.jpg</tr> | |
| Manufacturer: | Saab Automobile<tr><th>Production:<td>1979–1994</tr><tr><th>Predecessor:<td>Saab 99</tr><tr><th>Successor:<td>Saab 900 (NG)</tr><tr><th>Class:<td>Compact</tr><tr><th>Body style:<td>2-door convertible 2-door sedan 3-door liftback (hatchback) 4-door sedan 5-door liftback (hatchback)</tr><tr><th>Engine:<td>2.0 L B I4 2.0 L B201 I4 2.0 L B202 I4 2.1 L B212 I4</tr><tr><th>Transmission:<td>4-speed manual 5-speed manual 3-speed Borg-Warner T-37 automatic</tr><tr><th>Designer:<td>Björn Envall</tr> |
|---|---|
- See Saab 900 (NG) (a.k.a. "New Generation 900" or "GM 900") for the 1994–1998 Saab 900 model.
The 900, an automobile from Saab, was released in 1978 for the 1979 model year, and was produced through 1993 (some cabriolets were sold as 1994 models). It was based on the Saab 99 chassis, but had a longer front end to meet U.S. frontal crash regulations. The drag coefficient was 0.34. The 900 was produced in 2- and 4-door sedan, and 3- and 5-door coupe configurations; additionally, from 1986, a cabriolet (convertible) model was produced. There were single- and twin carburetor, fuel-injection and turbocharged engines, including both full pressure (FPT) and in European models during the early 90s, low pressure turbos (LPT).
Contents |
[edit] Overview
The Saab 900 was a front-engined, front-wheel-drive compact car with a longitudinally-mounted, 45-degree slanted, inline 4-cylinder engine, double wishbone front suspension and beam-axle rear suspension. In its heyday, the 900 was popular with drivers who enjoyed its comfort, safety, practicality (especially hatchbacks), and highway driving manners.
Like its predecessor the 99, the 900 contained a number of unusual design features that distinguish it from most other cars. Firstly, the engine was installed 'backwards', with power delivered from the crank at the front of the car. Secondly, the transmission, technically a transaxle, bolted directly to the bottom of the engine (albeit with separate oil lubrication). Power from the crank would thus be delivered out of the engine at the front, then transferred down and back to the transmission below, via a set of chain-driven primary gears. Similarly, Minis also had their gearbox mounted directly below the engine; however, the Mini gearbox and engine shared the same oil, whereas the Saab 900 (and 99) gearboxes contained a separate sump for engine oil.
Very few front-wheel drive cars utilized a longitudinally-mounted engine configuration. Fewer still utilized a double wishbone suspension design. Refined over several decades of two-digit Saab models, the 900's double wishbone design provided excellent handling and road feel. The rear suspension comprised a typical beam axle design, stabilized with a Panhard rod. However, the attachment points between the axle and chassis made up an unusual configuration that essentially consists of two Watt's linkages at either end of the axle: a lower control arm attaches the axle to the bottom of the vehicle, while an upper link attaches at the top but faces towards the rear, unlike a typical 4-link design with both lower and upper links facing forward.
Early models did not have sway bars; they began appearing on certain models in 1985 and in U.S. and possibly other markets, became standard on all trim levels by the late 1980s. The sway bars decreased body roll, but at the expense of some ride comfort and when driven aggressively, increased inside wheelspin. The front and rear bars' diameters were unchanged throughout the model's run.
Stylistically, the 900 utilized a deeply curved front windshield, calling attention to the marque's aircraft legacy. The hatchback, or Combi Coupé cars were exceptionally spacious, if not universally loved for their aesthetics. Also underscoring their aircraft lineage, the 900's dashboard was curved to enable easy reach of all controls and featured back-lit gauges. Saab engineers placed all controls and gauges in the dashboard according to their frequency of use and/or importance so that the driver need divert his gaze from the road for the shortest possible time and by the smallest angle. This is why, for example, the oft-used radio is placed so high in the dashboard.
The 900 underwent minor cosmetic design changes for 1987, including restyled front-end and bumpers; sheetmetal body parts were unchanged. Being a small car factory, for economic reasons, Saab kept the basic undercarriage more or less unchanged throughout the 900's production run.
The Saab 900 could be ordered with different options. One highly sought-after option was called the Aero or Special Performance Group (SPG), as it was known in the U.S. The Aero/SPG incorporated (depending on the market and model year) a body skirt; a sport-suspension (1987+) that included shorter, stiffer springs, stiffer shocks, and swaybars; leather seats; premium stereo, and air conditioning. Each of these features could, of course, be ordered independently from Saab's Accessories Catalog for fitment to standard models. Power output varied by model year and market but models produced after 1985 were fitted with a 16-valve turbocharged engine.
[edit] History
The 1979 900 was available in three versions: The GL had the single-carb 99 hp/73.5 kW engine, the GLS had twin carburetors for 106 hp/79.5 kW, the EMS and GLE had fuel injection for 116 hp/87 kW, and the 900 Turbo produced 143 hp/107 kW. A five-speed transmission was introduced in the EMS and Turbo for 1980.
The 900 sedan was introduced in 1981 along with the phase-out of the old Saab B engine in favor of the lighter Saab H engine.
A big change for 1982 was the introduction of Saab's Automatic Performance Control (APC), a.k.a. boost controller. The APC employed a knock sensor, allowing the engine to use different grades of gasoline without engine damage. Another new feature that year was the introduction of central locking doors (on the GLE and Turbo). Asbestos-free brakes were introduced in 1983, an industry first. A new model also appeared that year in Sweden — the GLi, which used the fuel injected engine.
1984 saw the introduction of the 16-valve DOHC B202 engine. With a turbocharger and intercooler, it could produce 175 hp/129 kW in the Turbo 16 model (less for catalyst-equipped engines). The Turbo 16 Aero had a body kit allowing the car to reach 210 km/h (130 mph). A different grille and 3-spoke steering wheel appeared across all models.
The dual-carb model (and "GL" nomenclature) was gone for 1985. Now, the base 900 had the single-carburetor engine, while the 900i added fuel injection. Two turbocharged models were offered: The 900 Turbo had the 8-valve engine, while the T16S had the 16-valve intercooled unit. The 8-valve turbo had the intercooler the next year, while the 16-valve cars had hydraulic engine mounts. 1986 also marked the introduction of the 900 convertible in North America.
A new grille, headlights, and so-called "integrated" bumpers freshened the 900's look for 1987, though the sheet metal was unchanged. Several common parts for the 900 and 9000 were introduced for 1988 model year, including brakes and wheel hubs. A water and oil cooled turbocharger (replacing the older oil-cooled unit) was also introduced to improve the unit's durability.
In each of the seasons 1987 and 1988, there was a special 'one-make' race series, in the UK, called the Saab Turbo Mobil Challenge, sponsored by Saab Great Britain and Mobil. It was run by the BARC.
The 8-valve engines were phased out in 1989 and 1990, with the turbo versions having been removed in North American markets by the end of 1984; North American 900S models received the non-turbo 16-valve engine for 1986. A non-turbo 16-valve engine replaced the 8-valve FI unit in the 900i (900S in North America) as well, while the carbureted engines were dropped. A low pressure turbo engine was available in European markets in 1990 as well. Anti-lock brakes were introduced on all models in 1990, and were standard on Turbo models and - along with a driver's side airbag - were standardized for all North American market cars.
A 2.1 L (2119 cc/129 in³) (B212) engine was introduced in 1991. This engine was available in the United States until the end of the original 900, but in most of Europe, this engine was replaced a year later with the earlier B202 because of tax regulations in some European countries for engines with a displacement of more than 2000 cc.
By 1990, the Saab 900 no longer offered the mesh wheels. There was also a change in the door locks, which carried over to the 900NG.
Front seats from the 9000 were standard from 1991 on and electronically-adjustable ones were available as an option.
"Classic" 900 production ended on September 26, 1993, with a new Opel Vectra-based 900 entering production shortly afterwards. The final classic convertibles were still sold as 1994 models, with the Special Edition commanding top dollar in the resale market even today.
In all, 908,817 Saab 900s were built, including 48,888 convertibles.
[edit] Convertible
In the mid 1980s, the president of Saab-Scania of America, Robert J. Sinclair, suggested a convertible version to increase sales. The first prototype was built by ASC, American Sunroof Company (now American Specialty Cars). Similarly, Lynx Motors International Ltd produced two "convertible" models, just prior to the official 1986 launch. [1]
The Trollhättan design department, headed by Björn Envall, based its version on the 3-door hatchback while the Finnish plant used the sturdier 2-door version, which also looked better and was therefore selected for production. The initial production was not planned to be large but the orders kept coming in and a classic was born.
The new car was shown for the first time at the Internationale Automobil-Ausstellung (IAA) in Frankfurt in the autumn of 1983. The first prototype aroused enormous interest and in April 1984, Saab decided to put the car in production at Valmet. The production of the first 900 convertible started during the spring of 1986.
The convertible usually had a 16-valve turbocharged engine, some with intercooler, but it was also offered in certain markets with a fuel-injected 2.1 L naturally-aspirated engine from 1991 on.
Influenced by General Motors (GM), in 1994 the "New Generation" (NG) 900 SE, based on the Opel Vectra chassis, was introduced. While this design contained styling cues reminiscent of the classic 900, the GM 900 was fundamentally a different car. For many fans of the marque, the GM 900 marked the end of Saab's technology-driven design philosophy and, in their view, the beginning of the dilution of the SAAB brand.
The cabriolet/convertible, however, was made on the 'classic' chassis for an additional year. This model is affectionately known as "The Goose", as, in some markets, the emblem on the back of the SE version reads "Saab 900 SE", which looks a bit like "GOOSE."
[edit] Engines
Saab introduced a turbocharger in 1978 in its 99 Turbo with the B engine (based on the Triumph Slant-4 engine designed for Saab by Triumph). This engine was also used in early 900 Turbo models, which in export markets made Saab a household brand.
The B-engine was further designed into the H engine, which was used through 1993 (and 1994 cabriolets). The H-engine is very durable, and due to a fairly standardized engine management system, can be easily tuned to 197 hp/147 kW, and with further bolt-on modifications, to the 247 hp/184 kW range. Saab used Bosch-made mechanical K-Jetronic continuous fuel injection in the fuel injected and 8-valve turbocharged versions, and the Bosch LH 2.2 and 2.4 and Lucas Automotive electronic fuel injection systems were used in the 16-valve versions. The 2.1 L 16-valve engine used the Bosch LH 2.4.2 electronic fuel injection system.
What set the 900 Turbo apart from its turbo-equipped competitors, especially in the early- and mid-1980s, was the development and use of the Automatic Performance Control (APC) boost controller. The system allowed the engine to run at the limits of engine knocking. The system had a knock sensor attached to the motor block and if knocking of any kind was present, the APC-system would decrease the charge pressure by opening a wastegate, a bypass to the exhaust. This enabled the use of various octane fuels and also made the use of turbocharger safer for the engine. Later 900 Aeros and Carlssons had special APC controllers in red enclosures (so-called "redbox" APCs) that provided more boost.
At first, Saab used a Garrett Systems turbocharger (T3), which was oil-cooled. From 1988 through 1990, watercooled T3s were fitted. In 1990, Saab fitted Mitsubishi TE-05 turbochargers in the SPG models only; in 1991, all 900 Turbos were fitted with the TE-05. Also watercooled, the TE-05 was slightly smaller than the Garrett T3s, providing improved throttle response and quicker spool-up. The TE-05 is unique in that its exhaust inlet flange utilizes a Garrett T3 pattern.
Engines:
- 1979–1989 — 2.0 L (1985 cc) B201 NA, single-carb, 99 hp/73.5 kW at 5200 rpm and 163 N·m (119 ft·lbf)
- 1979–1984 — 2.0 L (1985 cc) B201 NA, dual-carb, 106 hp/79.5 kW at 5200 rpm and 165 N·m (121 ft·lbf)
- 1979–1989 — 2.0 L (1985 cc) B201 NA, FI, 116 hp/87 kW at 5500 rpm and 168 N·m (123 ft·lbf) at 3700 rpm
- 1979–1985 — 2.0 L (1985 cc) B201 Turbo, 143 hp/107 kW at 5000 rpm and 235 N·m (173 ft·lbf)
- 1986–1989 — 2.0 L (1985 cc) B201 Intercooled turbo, 138-155 hp/103-114 kW at 5000 rpm and 235 N·m (173 ft·lbf)
- 1984–1993 — 2.0 L (1985 cc) B202 16-valve turbo, 160-175 hp/118-129 kW at 5500 rpm and 255-273 N·m (188-201 ft·lbf)
- 1989–1993 — 2.0 L (1985 cc) B202 16-valve, NA, 124-128 hp/93–96 kW at 6100 rpm and 170-177 N·m (125-130 ft·lbf)
- 1990–1993 — 2.0 L (1985 cc) B202 16-valve low pressure turbo (LPT), 143 hp/107 kW at 5600 rpm and 202 N·m (149 ft·lbf)
- –1994 — 2.0 L (1985 cc) B202 16-valve intercooled turbo (FPT) in the convertible.
- 1991–1993 — 2.1 L (2119 cc) B212 NA, FI, 138 hp/103 kW at 6000 rpm and 180 N·m (133 ft·lbf)
[edit] Special Models
[edit] 900C
900C was built in Uusikaupunki, Finland and in arlöv SWEDEN just outside malmö, was a late 1980s carburetted model. It used an eight-valve B201 engine with a single carburetor producing 100 BHP.
[edit] 900EP
The EP was a special Ecopower model for the Italian market. It uses a 16V low pressure turbo engine and has a pre-heated catalysor.
[edit] 900 CD
An even longer "Finlandia" version called the 900 CD was made at the Valmet factory in Uusikaupunki, Finland. The 900 CD was 20 cm (7.9 in) longer than standard, by adding 10 cm (3.9 in) to both front and rear doors, but only the rear leg room was larger. Optional extras for the CD were a leather interior, reading lights, rear blinds, footrests, and even an in-car telephone. There was an even longer, VIP limousine version, also by Valmet. The CD was supplied in 'automatic transmission' form only.[2][3]
[edit] 900 Enduro
The Enduro was a special version of the 900 Turbo assembled by Saab Australia; only twelve 900 Enduros were made [4]. The package consisted of large, flared fiberglass fenders, extra gauges (oil pressure, battery voltage and current drain) mounted where the radio usually was, improved suspension and big wheels and tires. To increase performance the wastegate was set at 17 psi (1.2 bar). Water injection came standard.
[edit] 900 Lux
The Lux was a special model available 1983 and 1984. It came in a two-tone paint, usually Slate Blue metallic on top and silver below.[5]
[edit] 900 SE
The SE model was produced in May 1990 and came with 5 doors Irridium Blue with blue-pin stripes down the sides. The car also featured multi-spoke alloys, full electrics, grey leather seats and wood effect as standard. Only 300 were originally made for the UK market, with a choice of either a 2.0L N/A engine or 2.0L lpt version. For further reference to 900 special models read "Saab 99 and 900: The complete story". Later more SE version were made; however these were not part of the original limited run.
[edit] 900 Carlsson
The Carlsson was a special model made in honour of Erik Carlsson. It was a three-door 900 powered by a 1985 cc turbocharged engine with APC giving 185 BHP and fitted with twin chrome exhausts.[6]
[edit] Conversions
- Lynx Engineering produced two "convertible" models, just prior to the official 1986 launch. [7]
- A demountable camper module, the Toppola, was created for the 3/5-door hatchback.
- Coachbuilder Nilsson built a variant Saab never thought of - a wagon, the styling of which was incredibly well executed. [8]
- Limousine conversions are few, but effective. [9]
[edit] Dealer Models
Some SAAB dealers made special models. SAAB Wimbledon made the Sprint and the Sport. The Sprint had a special body kit, lower, stiffer springs, and Pirelli P7 on 7"x16" wheels. It also came with intercooler, full colour coding and 3-spoke leather steering wheel. The Sport had alloy wheels, full colour coding and spoilers, uprated suspension, 3-spoke leather steering wheel, Clarion stereo and an electric aerial. Heuschmid GmbH offered options such as tuning, intercooler, suspensions tweaking and custom alloy wheels. EIA Motors of France made a series of 100 normally aspired 16 valve tuned to 158 BHP.[10] Lynx Motors in the UK made a short run conversion of the two-door 900 shell to a convertible.[11]
[edit] Specifications
- Wheelbase: 2525 mm (99.4 in)
- Front track: 1420 mm (55.9 in)
- Rear track: 1430 mm (56.3 in)
- Ground clearance: 150 mm (5.9 in)
- Length: 4739 mm (186.5 in)
- Width: 1690 mm (66.5 in)
- Height: 1420 mm (56.25 in)
- Weight distribution: 60/40 (unloaded), 51/49 (fully loaded)
[edit] References
Saab 900 model year changes. SaabMuseum.com. Retrieved on July 10, 2005.
| Wikimedia Commons has media related to: |
- Saab 900 Gallery
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- SAAB 900 (1979-1994) Special Editions A cornucopia of SAAB C900 miscellanea ...
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