Saab has a very long motorsport tradition. The Saab 96, factory and private, is a legend on the world's rally track. With the Saab 900 II, Saab Germany wanted to build on the old traditions in the 90 years. Not a bad idea, right? The company of Uli Weinmann, engine and tuning specialist from Upper Franconia, was commissioned to set up a Group A racing car on the Saab 900 II basis.
Which is not quite right. Because the group A Saab is purely visually a Saab 900 II, technically it is already based on the Saab 9-3 I. Three vehicles were built, and the development and conversion work served at the same time the group A homologation for 900 II and 9-3 I at the FIA.
The result reads impressively. The R900 develops 285 PS at 5.800 RPM. The maximum torque of 470 Nm is at 4.400 rpm. 285 Ps in 1.100 Kg lightweight Saab! Even an 9-3 Aero of the first series with 205 PS drives itself, even today, sovereign. The Viggen with 230 PS is still impressive. But 285 PS and 470 Nm, combined with a road legal license, which the R900 got, makes the Saab finally a jet.
The Saab engine was equipped with racing pistons, camshafts and camshaft drive changed or adapted, cylinder head and intake ports processed. The turbocharger was revised at Turbotab, the wastegate, it is from Cosworth, reinforced and replaced the engine management by a freely programmable by Weber Marelli.
Two oil coolers, a new intercooler, another exhaust system with Rennkat and many, many individual measures to chassis, brakes and steering rounded off the conversion. Only the transmission, from the Saab transmission plant in Gothenburg, remained on a standard basis. It got an 40% ZF limited slip differential and a short axle ratio to a maximum of 210 Km / h. That's it! The transmission coped with the retrieved 470 Nm without any problem, and the Opel technicians who watched the project were amazed. A reason to give GM orders to Gothenburg.
It was then time for the 24 hour race on the Nürburgring 1995. Saab Germany proudly presented the 900R. From England came the premiere of the team of Abbot Racing, also with an 900 Turbo, and from Sweden came from Saab engineers existing private team with his Saab 9000 CS 2.3. The Saab crew for the 24 Hours consisted of 1983 DTM winner Volker Strycek, Konrad Lammers and privateer Friedel Jansen.
The Saab 900R did well. In training, the team had achieved a promising 23rd place with the racing Swede. That gave hope! During the night and in the rain, the strong Swedish turbo drove several fastest laps, and Volker Strycek set an impressive lap time of 9.22 minutes on the Nordschleife including the Grand Prix course. Strycek and the Saab must have got along well. Strycek, the professional, got a precise piece of sports equipment for use in the green hell. Uli Weinmann had done a great job.
It was due to the amateurs that it should only be enough for 74th place. An accident by private driver Friedel Jansen ruined all ambitions. A resulting chassis and transmission defect brought 2.5 hours of downtime and repair time and threw the Saab team far back.
After racing, the Saab 900R was presented to the public at the IAA. Saab is sporty by tradition, so the message to the customers. The message was understood, and consequently a civilian version of the 900R 1996 came into the showrooms. The fact that the 900R was more than a marketing story or a special model is evidenced by the fact that tires and rim tests were driven in the Czech Republic in coordination with Group A Saab 900R.
The story went on for the racing Saab. There were no more appearances on a grand scale, but 1996 and 1997 followed three race wins at the Divinol Rundstrecken Cup and 1998 Test and recruitment runs in Most / Czech Republic. The fact that the 900R Turbo also played a role in the development of the Saab 9-3 Viggen is more than just a side note. So came the next presentation and film 1999 at the official Saab 9-3 Viggen performance in Brno.
Then it was quiet around the Saab Rally. Saab Germany had lost the desire for sports, it was crunching between the partners, and the last appearances took place on a regional level. 2001 crashed the Saab, damaging the side panels, underbody and rear axle axle. The end of a rally story and the end of the Saab 900R. Or not?
One thing is for sure, the Saab 900R disappeared from the scene. The Saab Rallye project, last under the perceptual border, was finally forgotten. There is nevertheless a continuation. We are making a leap in time from 2001 to the winter 2013. Tomorrow it continues.