The Secret SAAB 96T3
Program Concept
In the early 1980’s a number of factors came together to initiate a development program for a new powerplant for the planned rerelease of an updated SAAB 96. The last of the 96V4 cars had been built in Finland in 1980 and the tooling carefully packed and stored as a new manufacturing home with less expensive labor was being searched for.
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Some initial talks with GM had already begun and GM had connections that could help SAAB with the updated 96. These connections included not only several possible manufacturing locations but, through its affiliation with Suzuki, access to a lightweight 3 cylinder Turbo engine which would be well suited to an updated SAAB 96.
By this time, SAAB had not only pioneered production of Turbo cars but had envisioned use of turbochargers on all cars in the SAAB designed product line. The little Turbo 3 from Suzuki aligned precisely with SAAB’s corporate vision. Additionally, with GM’s growing involvement with SAAB it was clear the Ford motor needed to go. |
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A very small skunkworks team was assembled, with secrecy of the program a top priority.
The new skunkworks team was enthusiastic to begin work on a development program that would not only mean restoring the 50/50 weight distribution of the SAAB 96, but that could offer potential powerplant performance increases combined with trimming over 60 Kilos (132 lbs) from the total weight of the car … in exactly the right place … forward of the front axle. Three of the 993cc Suzuki G10 Turbo engines (G10T) were obtained. The first was completely disassembled with parts cataloged, weighed and filed. The second was set up on a test stand in an engine cell for run testing. Initial results were encouraging with 70 Turbo HP and 107 Newton Meters (79 Lb/Ft) of torque produced in stock form from Suzuki but the skunkworks team realized they could update the engine controls using SAAB’s advanced electronics to safely produce more power while still meeting emissions and engine life requirements.
Once necessary and desired SAAB Modifications were completed and tested on the Test Cell engine, the third engine (with the same SAAB Modifications) was to be mated to a SAAB 96 4-speed transaxle and installed in a very slightly modified SAAB 96 V4 sedan body for road testing.
The new skunkworks team was enthusiastic to begin work on a development program that would not only mean restoring the 50/50 weight distribution of the SAAB 96, but that could offer potential powerplant performance increases combined with trimming over 60 Kilos (132 lbs) from the total weight of the car … in exactly the right place … forward of the front axle. Three of the 993cc Suzuki G10 Turbo engines (G10T) were obtained. The first was completely disassembled with parts cataloged, weighed and filed. The second was set up on a test stand in an engine cell for run testing. Initial results were encouraging with 70 Turbo HP and 107 Newton Meters (79 Lb/Ft) of torque produced in stock form from Suzuki but the skunkworks team realized they could update the engine controls using SAAB’s advanced electronics to safely produce more power while still meeting emissions and engine life requirements.
Once necessary and desired SAAB Modifications were completed and tested on the Test Cell engine, the third engine (with the same SAAB Modifications) was to be mated to a SAAB 96 4-speed transaxle and installed in a very slightly modified SAAB 96 V4 sedan body for road testing.
Historical Note: The third engine test car (Chassis No 96604658) accumulated over 6,500 Kilometers (4,000 miles) in Sweden, Norway and Finland during the development period.
The test car had been painted in the grey-green paint used on many prior SAAB engineering project cars so it would not draw attention and only a very astute observer would notice the exhaust pipe was on the “wrong” side after the car passed by. With all the media attention focused on the new SAAB 900 series, there were no media discoveries of the skunkworks SAAB 96T3 running around Scandinavia right under their noses
The test car had been painted in the grey-green paint used on many prior SAAB engineering project cars so it would not draw attention and only a very astute observer would notice the exhaust pipe was on the “wrong” side after the car passed by. With all the media attention focused on the new SAAB 900 series, there were no media discoveries of the skunkworks SAAB 96T3 running around Scandinavia right under their noses
Transaxle
A standard SAAB 96V4 4-speed transaxle would be used for the test car.
The skunkworks team did identify the transaxle as a weak link in the SAAB 96 rerelease program and initiated a bearing retrofit project to bolster durability.
Additionally, the freewheel would be eliminated as it is not needed with 4-stroke engines and engine braking was desired by most customers. The old argument that engine braking on front wheel drive cars could be dangerous on slippery surfaces proved to be untrue in the practical world of public road driving with both the 99 and the upcoming 900 series cars under development.
Historical Note: The lighter and very well balanced SAAB 96T3 proved to be exceptionally stable and predictable under virtually all driving conditions.
A standard SAAB 96V4 4-speed transaxle would be used for the test car.
The skunkworks team did identify the transaxle as a weak link in the SAAB 96 rerelease program and initiated a bearing retrofit project to bolster durability.
Additionally, the freewheel would be eliminated as it is not needed with 4-stroke engines and engine braking was desired by most customers. The old argument that engine braking on front wheel drive cars could be dangerous on slippery surfaces proved to be untrue in the practical world of public road driving with both the 99 and the upcoming 900 series cars under development.
Historical Note: The lighter and very well balanced SAAB 96T3 proved to be exceptionally stable and predictable under virtually all driving conditions.
Suspension & Brakes
The front suspension would only require a slight recalibration of the front coil springs to compensate for the significantly lighter G10T engine. Rear suspension would remain unchanged.
Historical Note: Through testing it was found that the new generation of Michelin XZX radial tires, size 165 80 R15, offered the best combination of light weight, wet & dry performance, wear and fuel mileage. Ironically these performed slightly better on the stock 15” steel wheels from earlier 96’s than on the alloy wheels used during the final production years. The skunkworks team found that further explorations into tire/wheel alternates would likely involve changes to front fenders (and possibly rear as well) and decided to put that development on hold.
The front suspension would only require a slight recalibration of the front coil springs to compensate for the significantly lighter G10T engine. Rear suspension would remain unchanged.
Historical Note: Through testing it was found that the new generation of Michelin XZX radial tires, size 165 80 R15, offered the best combination of light weight, wet & dry performance, wear and fuel mileage. Ironically these performed slightly better on the stock 15” steel wheels from earlier 96’s than on the alloy wheels used during the final production years. The skunkworks team found that further explorations into tire/wheel alternates would likely involve changes to front fenders (and possibly rear as well) and decided to put that development on hold.
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As a nod to historical SAAB cars, a set of stock SAAB 96 steel wheels were painted SAAB Imola Red 240. Red wheels were a factory option on the early
2-stroke 93’s and 96’s and occasionally used by rally teams. Stock brakes were retained on the test car but all rigid brake lines were changed to stainless steel. The skunkworks team proposed a program to develop ventilated disc brakes with lightweight calipers for both front and rear wheels in conjunction with future wheel/tire development. |
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Performance
Target is 100 hp (DIN) = 18.5 lbs/hp vs. 31.7 lbs/hp (original 96V4)
Target car curb weight = 1850 lbs vs. 2050 lbs (original 96V4)
Target is 100 hp (DIN) = 18.5 lbs/hp vs. 31.7 lbs/hp (original 96V4)
Target car curb weight = 1850 lbs vs. 2050 lbs (original 96V4)