Saab 9-3 2.8 Turbo V6

[Valiant Puga]

Thefirst-generation car was based on the Saab 99 chassis, though with a longer front end to meet U.S. frontal crash regulations[citation needed] and to make room for the turbo-charged engines, air conditioning and other equipment that was not available in the early days of the 99 model. The 900 was produced in 2- and 4-door sedan, and 3- and 5-door hatchback configurations and, from 1986, as a cabriolet (convertible) model. There were single- and twin-Zenith carburettor; fuel injected, and turbocharged engines, including both Full Pressure Turbo (FPT), and, in European models during the early 1990s, Low Pressure Turbos (LPT).

The Saab 900 is a front-engine, front-wheel-drive mid-size car with a longitudinally mounted, 45-degree canted, inline four-cylinder engine, double wishbone front suspension and beam-axle rear suspension. It was originally introduced on 12 May 1978, for the 1979 model year.[1] Sales commenced in the fall of 1978.[2]

Like its predecessor the 99, the 900 contained a number of unusual design features that distinguish it from most other cars. First, the B-engine, that was installed "backwards", with power delivered from the crank at the front of the car. Second, the transmission, technically a transaxle, bolted directly to the bottom of the engine to form the oil pan (albeit with separate oil lubrication). Thus, power from the crank would 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. In similar fashion, 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.

The 900 body was developed from the older 99 model, keeping the basic layout but with a new longer front part. This allowed for more space in the engine room and better crash protection for passengers. The middle and rear parts of the body were identical to the 99 Combi Coup (which was withdrawn from the lineup at the same time). Later a new rear end was designed for the 2- and 4-door sedans.

Refined over several decades of two-digit Saab models, the 900's double wishbone suspension 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, in essence, 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 four-link design with both lower and upper links facing forward.The design-principle being similar with the rear suspension presented in Alfa Romeo Alfasud already in 1971, except in the Alfasud, the beam axle itself functioned as a sway-bar, hence separate sway-bars in the rear suspension was not needed.

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[vague][citation needed]. The sway bars decreased body roll, but at the expense of some ride comfort and when driven aggressively, increased inside wheel spin.[citation needed] The front and rear bars' diameters were unchanged throughout the model's run.[citation needed]

The 900 has a deeply curved windshield, providing the best driver visibility. The dashboard was curved to enable easy reach of all controls, and featured gauges lit up from the front.[citation needed] Saab engineers placed all controls and gauges in the dashboard according to their frequency of use and/or importance so that the driver need only divert their gaze from the road for the shortest possible time and by the smallest angle.[citation needed] This is why, for example, the oft-used radio is placed so high in the dashboard.[citation needed] In keeping with the paradigm of its predecessor, the 99 model, the 900 employed a door design unique in automotive manufacturing, with an undercutting sweep to meet the undercarriage, forming a tight, solid unit when the door was closed.[citation needed] This feature also eliminated the stoop in the cabin at the footing of the door, as seen in automobiles of other manufacturers, thereby preventing water and debris from collecting and possibly entering the cabin or initiating corrosion, as well as enabling passengers to enter and exit the cabin without need to step over several inches of ledge.[citation needed]

The 900 underwent minor cosmetic design changes for 1987, including restyled front end and bumpers that went from a vertical to a more sloped design. To save money, Saab kept the basic undercarriage more or less unchanged throughout the 900's production run.

The Saab 900 could be ordered with different options, including a high performance option called the Aero or, as it was known in the U.S. "Special Performance Group" (SPG). 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 sway bars; leather seats; premium stereo; and air conditioning. Each of these features could also be ordered independently from Saab's Accessories Catalog for fitment to standard models.

Another desirable[according to whom?] UK option at this time was the fitment of very distinctive Minilite alloy wheels. Initially these had the words 'Minilite' and 'Saab' cast in raised lettering; later Saabs had a similar wheel made by Ronal.[citation needed]

A 1989 Saab 900 SPG, owned by Peter Gilbert of Wisconsin, was driven over a million miles before being donated to The Wisconsin Automotive Museum. Peter Gilbert claimed a million miles out of the turbocharging unit in addition to the engine itself. Saab gave Mr Gilbert a Saab 9-5 Aero.[3]

The 1979 900 was available in three versions of the B-engine: The GL had the single-carb 100 PS (73.5 kW) engine, the GLs had twin carburettors for 108 PS (79 kW), the EMS and GLE had Bosch jetronic fuel injection for 118 PS (87 kW), and the 900 Turbo produced 145 PS (107 kW). The only bodywork originally available was the three or five-door hatchback style, which was seen as more modern at the time. The EMS was only available with three doors while the automatic-equipped GLE was only offered with five.[2] Saab's model years were generally introduced in August/September of the preceding year.

The Turbo had a different grille from the naturally aspirated models, which received a design with a hexagonal central element. For the 1980 model year, all versions received the sleeker turbo-style grille. The 1980 900 also received larger taillights rather than the earlier 99 units, as well as lower, adjustable head restraints.[citation needed] 1980 was also the first year for a five-speed gearbox, originally only available in the EMS and the Turbo.[4]

The four-door 900 sedan was introduced in Geneva 1980, as a result of dealer pressure.[1] This introduction corresponded with the phase-out of the old Saab B engine in favor of the lighter Saab H engine. With the introduction of the H-engine, Saab simplified the model designation on the international markets outside Scandinavia: GL for the model with the single carburettor, GLs for the models with the twin carburettor engine, GLi as designation for the models with fuel injection without turbo, and correspondingly "Turbo" for the top models with the corresponding engine. The GLE was now offered only as a better equipped four-door Sedan. Model designations in the United States became just 900 for the base model and 900S for the models with 8V i. The EMS designation was dropped. In the early 1980s, most 900s were produced in Trollhttan. However, coinciding with the introduction of the 9000, more of the 900 production took place elsewhere. The Valmet plant in Finland, referenced below under the 900c, also produced regular 900s, a total of 238,898 examples. The plant in Arlv (now closed), near Malm, also produced some 900s. For 1981 all models except for the GL three-door received a considerable boost in equipment, as well as broader side trims, larger luggage compartments and fuel tanks. The spare tire was moved to underneath the floor, rather than standing upright in the luggage compartment.[2]

A big change for 1982 was the introduction of Saab's Automatic Performance Control (APC), a.k.a. boost controller for the Turbo models. 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). The long-wheelbase 900 CD was also introduced. Asbestos-free brakes were introduced in 1983, an industry first.[5] The front pads were semi-metallic while the rears were made from silica. The GLE model gained a new central console, while the decor strips on the bumpers of all models were made wider (necessitating wider trim pieces on the flanks as well).[5] A new luxury package was made available on Turbo cars.

Model year 1984 saw the introduction of the 16-valve DOHC B202 engine in Europe. 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 [designated SPG, Special Performance Group in North American Markets] had a body kit allowing the car to reach 210 km/h (130 mph). A different grille and three-spoke steering wheel appeared across all models. The connection between the side strips and the bumpers was changed, Turbo hatchbacks received a black trim piece between the taillights, and the GLi began replacing the twin-carburetted GLs. At the 1983 Frankfurt Motor Show a two-door sedan was shown; it went on sale in January 1984, initially only as a GLi. The two-door sedan was only ever built at the Valmet plant in Finland.[2]

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