Saab

GM Epsilon platform. 2.0L turbo 175hp Linear. 2.0L turbo 210hp Aero. 2.0L turbo 250hp XWD. 2.8L V6 turbo 280hp. 1.9L TTiD diesel 180hp. 6-speed manual transmission. 6-speed automatic. XWD all-wheel drive. Haldex system. 4635mm sedan length. 4640mm SportCombi wagon. 2675mm wheelbase. 1520kg curb weight. Scandinavian interior design. Night Panel feature. Aircraft-inspired cockpit. Center ignition key location. Turbocharged heritage. Hirsch Performance upgrades available. Sport sedan positioning. Distinctive Swedish design. GM ownership period. Last true Saab produced.

GM Epsilon II platform. 2.0L turbo 220hp. 2.8L V6 turbo 300hp. 1.6L turbo 180hp. 2.0L TTiD diesel 190hp. 6-speed manual. 6-speed automatic. FWD standard. XWD AWD option. 4997mm sedan length. 2837mm wheelbase. 1710kg curb weight. Wraparound windshield signature. IQon infotainment Android-based. Scandinavian design excellence. Night Panel standard. DriveSense adaptive damping. Active Head Restraints. Ventilated seats. Harman Kardon audio. Premium executive positioning. Short production run. Bankruptcy interruption. Final Saab design statement.

GM2900 platform. 2.0L turbo 150hp. 2.3L turbo 185hp. 2.3L turbo 260hp Aero. 3.0L V6 turbo 200hp. 2.2L TiD diesel 120hp. 5-speed manual. 4-speed automatic. 5-speed automatic later. FWD only. 4820mm sedan. 4840mm wagon SportCombi. 2703mm wheelbase. 1500kg curb weight. Saab design DNA. Aircraft-derived features. Ventilation system excellent. Night Panel. Heated seats standard Scandinavia. Turbo performance focus. Wagon versatility. Executive market European. Long production lifecycle.

Longitudinal engine mounting. 2.0L turbo 145hp. 2.0L turbo 16V 175hp. 2.1L naturally aspirated 140hp. 5-speed manual transmission. 3-speed automatic option. FWD layout. 4730mm hatchback length. 2525mm wheelbase. 1270kg curb weight. Iconic wraparound windshield. Three-door hatchback body. Five-door Combi Coupe. Convertible added 1986. Turbo performance pioneer. Safety engineering leader. Heated seats standard. Ventilation system aircraft-derived. Night Panel innovation. Key between seats. Distinctive Scandinavian design. Cult following developed. Classic car status.

GM platform shared Opel Vectra. 2.0L turbo 185hp. 2.3L turbo 170hp. 2.5L V6 170hp. 2.0L naturally aspirated 130hp. 5-speed manual. 4-speed automatic. FWD only. 4638mm length. 2602mm wheelbase. 1390kg curb weight. Updated design language. Retained Saab character. Convertible popular variant. Coupe body style. Turbocharged heritage continued. Safety features enhanced. Active head restraints. Night Panel retained. GM ownership influence. Platform sharing economy. Distinctive Swedish maintained.

Introducing the first turbocharged production car in 1978 with the 99 Turbo's Garrett T3 turbocharger extracting revolutionary 145hp from just 2.0 liters, Saab brought turbo performance mainstream and established turbo badge prestige through the wildly successful 900 Turbo and Aero performance trim variants. The Swedish engineers pioneered high-pressure turbo systems integrated with sophisticated Trionic engine management, direct ignition, twin-scroll turbo development, cross-flow cylinder heads, advanced intercooler technology, and refined boost control that minimized turbo lag while delivering performance with efficiency. This commitment to Scandinavian engineering excellence established turbo culture within the automotive mainstream and cultivated a strong enthusiast following that recognized Saab's technical innovation leadership in forced induction technology.

Subaru Impreza platform. 2.5L flat-4 165hp (Linear). 2.0L turbo flat-4 227hp (Aero). 5-speed manual transmission. 4-speed automatic option. AWD standard Symmetrical. 4460mm length. 2525mm wheelbase. 1435kg curb weight. Saab-style front fascia. Revised interior trim. Improved sound insulation. Saab badge engineering. WRX mechanicals Aero. Two-year production only. 'Saabaru' nickname. Niche market appeal. Collectible modern Saab.

GM Theta Premium platform. 3.0L V6 265hp (base). 2.8L V6 turbo 300hp (Aero). 6-speed automatic transmission. FWD standard. AWD optional. 4830mm length. 2860mm wheelbase. 1975kg curb weight. Saab aircraft-inspired design. Wraparound windshield theme. Night Panel feature. Premium interior materials. Ventilated seats available. Built in Mexico Ramos Arizpe. Short production run 2011. Bankruptcy halted production. Rare modern Saab model.

GM GMT360 platform. 4.2L inline-6 275hp (I6). 5.3L V8 300hp (V8). 6.0L V8 390hp (Aero). 4-speed automatic (I6). 4-speed automatic (V8). RWD standard. AWD optional. 4860mm length. 2870mm wheelbase. 2180kg curb weight. Saab-style front end. Revised interior design. Saab ignition key location. Premium suspension tuning. Aero performance variant. Last vehicle with Saab H-engine. Built in Ohio Moraine. Niche luxury SUV.

Saab B platform. 1.85L inline-4 95hp. 2.0L inline-4 110hp. 2.0L turbo 145hp (99 Turbo). 4-speed manual. 5-speed manual later. 3-speed automatic. FWD layout. 4400mm length. 2470mm wheelbase. 1130kg curb weight. Designed by Sixten Sason. Three-door hatchback. Four-door sedan. Combi Coupe wagon. First Saab with V4 engine. Turbo introduced 1978. Advanced safety features. Heated seats introduced. APC turbo system. Cult classic status.

Two-stroke engine initially 841cc. V4 engine 1498cc later. 38hp two-stroke. 65hp V4. 4-speed manual column shift. RWD layout. 4050mm length. 2490mm wheelbase. 920kg curb weight. Iconic three-box design. Rally competition success. Erik Carlsson victories. Monte Carlo wins. Safety cage construction. Front crumple zones. Freewheeling system two-stroke. Long production run. Swedish automotive icon.

1.7L V4 65hp. 2.0L V4 68hp. 4-speed manual transmission. FWD layout. 3870mm length. 2190mm wheelbase. 900kg curb weight. Fiberglass body construction. Targa top design. Italian design styling. Designed by Sergio Coggiola. Plastic removable roof panels. Sports car handling. Limited production numbers. Collectible Saab model. Final Sonett generation.

The revolutionary two-stroke triple that defined Saab's early character and competition success. This 764cc inline-three featured a cast-iron block with integrated gearbox and crankcase scavenging using piston-controlled ports. The engine employed a unique three-bearing crankshaft with labyrinth seals and a Roots-type supercharger for forced induction at wide throttle openings. Fuel mixing used a specially designed Solex carburetor that injected gasoline directly into the incoming air stream, while oil was separately injected into the crankcase. The ignition system featured twin ignition coils and contact breakers firing three spark plugs at 180° intervals. With 7.5:1 compression and 5.8 psi of boost, it produced 38 hp at 4,200 RPM and 52 lb-ft at 3,000 RPM. The engine's party trick was its 'freewheeling' device that disengaged the drive train during deceleration to prevent cylinder washing from excess oil. Despite its tiny displacement, it powered Saab to multiple international rally victories through sheer reliability and tractability.

The compact, lightweight V4 that marked Saab's transition to four-stroke technology while maintaining unconventional architecture. This 1,698cc 60° V4 was originally developed by Ford of Germany for the Taunus, but extensively re-engineered by Saab for front-wheel-drive application. The engine featured a cast-iron block with aluminum heads and single camshaft operating eight valves via pushrods and rocker arms. The unique narrow-angle V4 configuration provided exceptional compactness, allowing transverse mounting in Saab's small chassis. The crankshaft used three main bearings with 90° firing intervals that created a distinctive burbling exhaust note. With 8.5:1 compression and a single Solex carburetor, it produced 73 hp at 4,700 RPM and 94 lb-ft at 2,800 RPM. Saab's engineering improvements included a redesigned oil pump for sustained high-RPM operation and a special cooling system with cross-flow radiator that prevented hot-spots in the rear cylinders—a common issue in the original Ford design.

The slant-four masterpiece developed in partnership with Triumph that became the foundation for Saab's turbocharging revolution. This 1,985cc inline-four featured a 45° inclined aluminum block with cast-iron liners and a chain-driven dual overhead camshaft design. The cylinder head used hemispherical combustion chambers with 38.5° included valve angle and cross-flow porting. The crankshaft ran in five main bearings with eight counterweights, while the connecting rods were forged steel. Saab's major innovation was the introduction of a Garrett T3 turbocharger with mechanical wastegate set at 7.5 psi, making the 99 Turbo the first successful mass-produced turbocharged car. With 7.2:1 compression and Bosch K-Jetronic continuous fuel injection, it produced 145 hp at 5,000 RPM and 174 lb-ft at 3,500 RPM. The engine management system used a pioneering APC (Automatic Performance Control) system that monitored knock via a piezoelectric sensor and retarded ignition timing in 3° increments to prevent detonation—the world's first production knock-sensing system.

The ultimate evolution of Saab's four-cylinder architecture that redefined sports sedan performance. This 2,290cc DOHC inline-four featured a cast-iron block with aluminum head and 16 valves arranged in a pent-roof combustion chamber. The turbocharging system used a Garrett T25 turbo with water-cooled bearing housing and electronic wastegate control. The engine management employed Trionic 5.1 system that integrated ignition, fuel injection, and turbo boost control while using ion gap sensing to monitor combustion in real-time. With 9.2:1 compression and 14.7 psi of boost, it produced 225 hp at 5,500 RPM and 258 lb-ft at 1,900 RPM. The engine's masterpiece was its 'Direct Ignition' system that placed individual coil-on-plug units directly atop each spark plug, eliminating the distributor and high-tension leads for perfect timing accuracy. The oiling system featured piston cooling jets and a dual-stage oil pump that provided adequate pressure during high-G cornering. In later evolution, this engine became famous for its 'tuning potential,' with many examples reliably producing over 300 hp with minimal modifications.

The compact V6 that represented Saab's first six-cylinder engine while maintaining traditional turbocharged character. This 2,962cc 54° V6 was developed by GM but extensively modified by Saab with low-pressure turbocharging for seamless torque delivery. The engine featured aluminum block and heads with dual overhead cams and 24 valves. The turbocharging system used a Mitsubishi TD04HL-15T turbo with electronic wastegate and air-to-air intercooler. Saab's unique contribution was the asymmetrical turbocharging that used a smaller turbine housing for quick response while the compressor side was sized for adequate flow. With 9.5:1 compression and 8.7 psi of boost, it produced 250 hp at 5,400 RPM and 258 lb-ft from 1,800 to 4,500 RPM. The engine management used Trionic 8 system that controlled electronic throttle, variable cam timing, and boost pressure while monitoring combustion quality through ion sensing. The cooling system featured dual thermostats and an auxiliary electric water pump that continued circulating coolant after engine shutdown to prevent turbocharger heat soak.

The all-aluminum twin-turbo V6 that marked Saab's final flourish as a performance innovator. This 2,792cc 60° V6 featured a GM-sourced block but with Saab-specific cylinder heads, turbo system, and engine management. The twin-turbo system used two Mitsubishi TF035 turbochargers mounted on a single manifold, each feeding three cylinders. The valvetrain employed continuous variable valve timing on both intake and exhaust camshafts. The fuel system used direct injection operating at 1,750 psi with solenoid injectors. With 9.5:1 compression and 17.4 psi of boost, it produced 280 hp at 5,500 RPM and 295 lb-ft from 2,150 to 4,500 RPM. The engine's masterpiece was its cross-wheel-drive system that could send up to 40% of torque to the rear wheels via an electronic limited-slip differential. The turbo system featured ceramic ball-bearing cores and electronic wastegates that could maintain boost pressure within 0.5 psi of target across all operating conditions. Despite corporate constraints, this engine demonstrated that Saab's innovative spirit remained undiminished to the end.

The racing-developed two-stroke triple that powered Saab's first sports car to competition success. This 748cc inline-three featured a cast-iron block with rotary valve induction and crankcase scavenging. The engine used three constant-depression carburetors with individual intake tracts and a tuned expansion chamber exhaust system. The ignition system employed a battery-coil system with contact breaker and automatic advance. With 8.5:1 compression and precisely tuned exhaust pulses, it produced 57.5 hp at 5,000 RPM—a remarkable 77 hp per liter for 1956. The engine's innovation was its 'fuel recirculation' system that captured unburned mixture from the crankcase and redirected it to the intake, improving fuel economy by 15% compared to conventional two-stroke designs. In racing trim with triple Mikuni carburetors and expansion chambers, this engine produced over 85 hp and powered the Sonett to multiple class victories against more powerful four-stroke competition.

The innovative transmission system that featured a freewheel mechanism instead of a synchronizer on first gear, reflecting Saab's aircraft engineering background. This design allowed clutchless shifting and engine braking disengagement, improving fuel economy and reducing wear on the primitive two-stroke engine. The freewheel used a roller clutch mechanism that automatically disengaged when engine torque dropped below driveline torque, permitting gear changes without using the clutch. The aluminum case was lightweight yet strong, housing helical-cut gears for the three synchronized ratios and straight-cut gears for first gear and reverse. The shift mechanism employed a floor-mounted lever with a unique pattern that placed first gear away from the other ratios to prevent accidental engagement. This transmission was perfectly suited to the two-stroke engine's characteristics and demonstrated Saab's innovative approach to solving engineering challenges with simple, effective solutions. The freewheel became a signature Saab feature that owners either loved or learned to work around, but it unquestionably gave early Saabs their distinctive character.

The robust cable-shifted manual that became synonymous with the classic Saab driving experience. This transmission featured single-cone synchronizers on all forward gears with a direct, mechanical shift feel that Saab enthusiasts cherished. The most distinctive feature was the column-mounted shifter in early models, which used a complex but precise linkage system that provided surprisingly good shift quality. Later models moved to a floor shifter with equally positive engagement. The aluminum case was designed with the reverse gear positioned next to first for easy rock-and-roll maneuvers in snow—a practical consideration for Swedish winters. Gear ratios were carefully selected to exploit the turbocharged engines' power bands, with fifth gear being a true overdrive for relaxed highway cruising. The transmission was renowned for its durability, with many units exceeding 300,000 miles in demanding Nordic conditions. The C35's shift quality—substantial yet precise—became a defining characteristic of the Saab driving experience and contributed significantly to the brand's enthusiast following.

The robust three-speed automatic that brought automatic convenience to Saab owners while maintaining the brand's sporting character. This transmission used a conventional hydraulic control system with a vacuum modulator that adjusted shift points based on engine load. The most distinctive feature was the separate 'Freewheel' button on the dashboard that allowed drivers to disengage the freewheel function—a carryover from manual transmission models that improved fuel economy. The gear ratios (2.40:1, 1.47:1, 1.00:1) were well-suited to both naturally aspirated and turbocharged engines, while the torque converter was tuned for smooth engagement rather than aggressive launches. The cast-iron case provided excellent noise isolation, and the internal components were built to withstand the torque of turbocharged engines. This transmission was known for its durability and smooth operation, though it lacked the efficiency of later electronic automatics. The unique freewheel function and the transmission's overall robustness made it popular with Saab owners who wanted automatic convenience without sacrificing the brand's distinctive character.

The innovative clutchless manual transmission that represented one of Saab's most technically ambitious projects. Based on the standard F35 5-speed manual, the Sensonic used electro-hydraulic actuators to operate the clutch while retaining the conventional H-pattern shifter. The system included a torque sensor that detected when the driver began moving the shift lever, triggering automatic clutch disengagement. Shift times were approximately 400 milliseconds, with the system providing automatic throttle blipping during downshifts. The most remarkable feature was the absence of a clutch pedal—drivers operated the manual transmission normally, but the car handled clutch operation automatically. The system included multiple safety features, including automatic clutch engagement if the car rolled backward on a hill and protection against accidental gear engagement. While innovative, the Sensonic proved problematic in real-world use, with reliability issues and driver confusion leading to its discontinuation after only four years. Nevertheless, it demonstrated Saab's commitment to innovative transmission solutions and their willingness to challenge conventional automotive thinking.

The modern cable-shifted manual that brought improved refinement to Saab's later models while maintaining sporting character. This transmission featured dual-cone synchronizers on second gear and carbon-lined synchronizers on all forward gears for smoother, quieter shifts. The shift mechanism used PTFE-lined cables that reduced friction and provided more precise gate selection than earlier rod-linkage designs. The aluminum case was designed with additional ribbing to reduce noise transmission to the cabin, while the differential used stronger output shafts for higher-torque applications. Gear ratios were optimized for both fuel economy and driveability, with a taller fifth gear (0.70:1) that significantly reduced engine RPM at highway speeds. In turbocharged applications, the transmission received shot-peened gears and reinforced synchronizers to handle the increased torque. The F35 proved particularly durable in demanding driving conditions, with many units exceeding 250,000 miles without major repairs. This transmission represented the evolution of the Saab manual—maintaining the engaging shift quality that enthusiasts loved while incorporating modern refinements for daily driving comfort.

The Japanese-sourced five-speed automatic that brought modern electronic control to Saab's mainstream models. This transmission used a Lepelletier planetary gearset with five multiple-disc clutches and sophisticated electronic controls. The adaptive programming learned driving habits and adjusted shift patterns accordingly, while Saab's engineers specifically tuned the transmission for their turbocharged engines' characteristics. The torque converter used a computer-controlled lockup clutch that operated in third, fourth, and fifth gears, improving efficiency. Gear ratios (2.84:1, 1.63:1, 1.00:1, 0.73:1, 0.58:1) provided both strong acceleration and fuel-efficient cruising. The transmission included a 'Winter' mode that started in third gear to reduce wheelspin on slippery surfaces—a particularly useful feature for Scandinavian conditions. While generally reliable, the AW55 was sensitive to fluid condition and required regular changes to prevent valve body issues. This transmission represented Saab's move toward global sourcing while maintaining the brand's unique driving character through specific calibration and features.

The sophisticated all-wheel drive system that represented the pinnacle of Saab's transmission technology. Based on the Haldex Gen 4 system but extensively modified by Saab engineers, XWD featured a pre-emptive engagement strategy that could transfer torque to the rear wheels before front wheel slip occurred. The most innovative feature was the twin-clutch rear differential that could vector torque between the rear wheels, providing true torque vectoring capability. The system used multiple sensors including steering angle, throttle position, and individual wheel speeds to calculate optimal torque distribution 100 times per second. During cornering, the system could send up to 40% of total torque to the rear wheels, with the twin-clutch rear differential able to send 100% of that torque to either rear wheel. The transmission included multiple modes including 'Normal' for efficiency and 'Sport' for maximum traction and handling response. This system demonstrated Saab's ability to innovate even with sourced components, creating an all-wheel drive system that provided both exceptional traction in poor conditions and enhanced handling dynamics on dry pavement.

The sophisticated engine and transmission management system that coordinated power delivery with gear changes in Saab's turbocharged models. The system used Saab's proprietary Trionic engine management to precisely control torque during gear shifts, providing smoother transitions than conventional automatics. During upshifts, the system would momentarily reduce boost pressure and retarding ignition timing to lower torque output, eliminating the 'shift shock' common in powerful turbocharged cars. The system also included 'Overboost' function that provided additional torque for passing maneuvers, with the transmission programmed to hold gears longer during aggressive acceleration. The adaptive learning function would memorize driving style and adjust both engine and transmission behavior accordingly, creating a personalized driving experience. This integrated approach to powertrain management was uniquely Saab and demonstrated their holistic approach to vehicle engineering—treating the engine and transmission as a single system rather than separate components. The result was a driving experience that felt more coordinated and refined than competitors with similar hardware.

Founded in 1937 as Svenska Aeroplan Aktiebolaget (Swedish Aeroplane Limited), Saab operated primarily as an aircraft manufacturer before launching its automotive division in 1945 from Trollhättan, Sweden headquarters, introducing the first 92 model in 1949. Aerodynamic design priority and aircraft engineering principles drove consistent safety innovation while turbo technology pioneering produced the revolutionary 1978 99 Turbo and iconic 900 model that defined the brand. GM partnership in 1990 became full acquisition in 2000 before Saab Automobile bankruptcy in 2011 and production cessation in 2014, with NEVS acquisition attempts failing to revive the marque. Despite its demise, Saab's brand legacy remains strong through active enthusiast community, lasting design influence, and remembered innovation spirit representing Swedish automotive heritage. Saab's tragic end illustrates how unique engineering culture can thrive under independence but wither under corporate ownership—GM's acquisition gradually eroded the quirky Swedish character that made Saab special, replacing aircraft-inspired ingenuity with badge-engineered mediocrity, proving that some brands cannot survive corporate homogenization and that attempting to mainstream iconoclastic marques often destroys the very attributes that made them valuable, leaving only nostalgia for what brilliant engineers accomplished when freed from conventional thinking.