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| An early idea for a Project 92 version 2 - or Saab 92-2 |
Saab Automobile – once beloved maker of quirky cars for discerning architects – is no more. It died by a thousand cuts.
Most tend to blame General Motors (GM), which bought half the company in 1989, before taking full control a decade later.
Like any global conglomerate, GM sought cost-saving synergies. It decided that Saab ought to make do with platforms shared with other GM brands.
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| Early Saabs, from 92 to 900 including Sonnets, Turbos and Convertibles |
Unused to the business of compromise, Saab engineers set about upgrading the shared chassis to make it better. They raised safety and performance levels, but in the process, chipped away at profitability.
This mattered a lot when the 2008 global financial crisis hit. GM faced bankruptcy the following year, and was only saved by a $50bn bailout from the US government. That and a massive cost-cutting programme that saw it close dealerships, renegotiate contracts, and shed unprofitable brands. The discarded pile included Pontiac, Saturn, Hummer and Saab.
The proudly Swedish brand found itself sold to Spyker, a tiny Dutch supercar maker, in 2010.
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| Later models, from 9000 to 9-5 including coupes, convertibles, crossovers and wagons |
Unsurprisingly, Spyker lacked the cash to reinvigorate a comatose Saab. It turned to Chinese investors, but GM blocked that deal. Out of money and options, Saab Automobile filed for bankruptcy just before Christmas in 2011.
The brand changed hands again in 2012 when another small firm – NEVS (National Electric Vehicle Sweden) – bought Saab Automobile’s assets. It had with a plan to make electric versions of a previously combustion engined Saab. But again, the vision was not matched by sufficient resources.
Throughout this saga, Saab’s original parent company – aircraft maker Saab AB – had quietly retained ownership of the brand name and its iconic red-griffin logo. In 2016, the parent pulled the plug and revoked NEVS’ rights to use the name.
Today, any resurgence of Saab as a carmaker would need to spring from the original well – the Swedish aerospace company.
The aircraft maker first ventured into cars with Project 92, begun in 1947, which led to the release of the aerodynamic, front-wheel drive Saab 92 in 1949. An illustrious line of cars followed, from the 92 to the 96, the 99, 900 and 9000, three generations of Sonnet sports cars, various convertibles, and two generations of 9-3 and 9-5 under GM.
We can only imagine what a reborn Saab Project 92 version 2 might produce.
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| Nosing ahead: a new generation would need an evolved grille and lamp design |
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| Our imaginary 92-2 Kupé - the Swedish term for coupé - is the size of a BMW 4-Series Gran Coupe |
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| The fastback 92-2 Kupé would promise a useful boot under a full tailgate |
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| Any new Saab ought to look restrained and rational |
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| We've modelled the imaginary 92-2 dashboard on the outline of an aircraft wing |
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| Saabs often had quirky interiors, with egg-box vents and central ignition slots |
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| One quirk worth retaining is 'night panel' - for distraction free night driving |
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| A four-door 92-2 Sedan based on the coupé |
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| A broad rear pillar and hockey-stick window line pay homage to past Saabs |
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| A 92-2 Kombi estate based on the Kupé would effectively be a shooting brake |
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| Three-spoke wheels should probably remain in the realm of imagination |
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| The imagined Saab 92-2 would be an EV, hence the minimal front grille openings |
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| A two-door body shell would be needed for a Saab 92-2 Cabrio |
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| The first Saab convertibles were aimed at US customers |
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| Roof up or down, we think our Saab 92-2 Cabrio looks the business |
