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SAAB FORMULA JUNIOR a Unique Chapter in Swedish Motoring History

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SAAB FORMULA JUNIOR a Unique Chapter in Swedish Motoring History SAAB FORMULA JUNIOR A unique chapter in Swedish motoring history. Compiled by Nils-Gunnar Svensson and Ulf G Andersson. Translation by Gunnar K Johansson and Ray Beaufoy. A Swedish formula Junior racing car, manufactured in one of the country’s automotive plants was something completely unique in 1960 and unprecedented in Swedish motoring history. From un-published photos, Saab documents, newspapers articles of the time and, above all, discussions with as many people as possible that were involved in this project we have strived to create an accurate account of the historical events related to Saabs two Formula Junior cars manufactured in Trollhättan. THE DEVELOPMENT WORK The development of SAAB’s Formula Junior was a direct follow up of the competition activities once initiated by Rolf Mellde (head of the test department) with the Saab 92. Without successful competition activities started by Mellde and Landbü in 1949 and resultant competition success, the development and testing of a completely new car in such a concentrated and effective manner would not have been possible. Through competition success with the Saab 92 and 93, Saab´s management began to understand that there was high PR -value to be gained by using competition successes in company advertisements and sales brochures. It was also obvious that Rolf Mellde wholeheartedly gave support in promoting the advantages of front wheel drive. During the entire 1950´s, Rolf Mellde played a major part in competition activities and, as we now know, he also achieved considerable success. 1 The development of the Sonett 1 was further step in that direction, but unfortunately, due to changes in classification and tuning requirements, there was only a short future for this type of pure racing sports car. Starting in 1961 Saab-ANA (the sales organisation in Sweden) began to issue a special newsletter to their sales outlets promoting Saabs competition successes- all with the prime intention of strengthening sales of new cars etc. In the late 1950´s the Formula Junior class was established providing the opportunity to build a formula racing car based mainly on standard components. Rolf Mellde instantly grasped at the possibility to build a front wheel driven “monoposto” which again could show that it was completely feasible to produce a competitive formula racing car with front wheel drive. In the early months of 1960, a decision was taken to build two cars as Rolf Mellde had intended. According to an article written in the Swedish motoring magazine Teknikens Värld, Rolf Mellde had taken time to visit both the USA and the UK in order to improve his understanding of racing car construction and design specifically towards a car with a unique self-supporting body. Such a car was subsequently built at Saab, preceding a similar car built by Lotus, the Lotus 25, by a good 3 years! Saabs internal staff magazine VIPS, No 5 1960 reported: Work started on the build of the experimental cars in March-April this year, much of the work being done on a voluntary basis by several staff from the engineering and test departments. The engineering team, led by John Ohlin (“on loan” from the Tooling design department), started to work in the Åsaka-workshop (a barn 10 km from the factory), which now housed all competition related activities. Together with Erik Carlsson (E.C.) there was now also Carl-Magnus Skogh (C.M.S) employed as competition drivers. In addition to rallying there was now a possibility of competing in various track racing events too. The competition department also 2 had a team of specialist mechanics with Sven “Sölebo” Olsson, Sven Wennerdahl and engine specialist Rolf Ebefors playing major roles throughout. From meeting minutes, we can read that the engineering prototype workshop “KMX” as it was known, and which was based inside the factory, was also actively involved in producing bodywork and chassis components. According to FJ regulations the engines stroke volume was limited to a maximum of 1100 cc, almost certainly done for a reason as it coincided with the size of a Fiat 1100 engine -seemingly deliberately considered by the FJ founder Count Lurani, the creator of the FJ class. Josef Eklund, (chief engineer, Engine Laboratory) and Kjell Knutsson (development engineer, responsible for competition engines) started on the first evaluations -establishing that the engine cylinders could be bored to 74 mm. Josef Eklund later designed a suitable piston which included internal reinforcement webs and two piston rings. The engine was to be installed almost lying flat - at an angle of only 15 ° from the horizontal Y plane. This gave the car an extremely low front line and centre of gravity. Port timings were to be based on experiences from previous Grp 3 tuning, combined with the dual- carburettor set up used on a special version of the 750 GT with the Solex 44 PII carburettor. To quickly start on the installation 850 engines were used although with correct competition ancillaries. To lower the centre of gravity the gear box was rotated 180 ° placing the gear shift mechanism on the underside of the car. The ignition system came from Saab 750 GT and the spark plugs were Bosch DM 250. 3 From VIPS No.5 1960: The FJ-racer and some of the staff involved in the car in the Åsaka work- shop: From left: Gunnar Glada, assembly; Alf Estborn, wood-work; John Ohlin (engineer, project manager); Bertil Johansson (sheet metal work). From Rony Lutz archive: Engine and battery position in an early stage. Note the twin carburettor and two SU-fuel pumps. 4 An extensive development programme was established, where separate induction pipes and 1 + ½ dual carburettor (Solex 44 PII) were included and to further increase the crankcase compression ratio the crankshaft was planned to be manufactured with larger balance discs /webs etc. Unfortunately, this would take a full 6 months to completely develop so priority was given to attain as much understanding of the car’s performance levels and to how competitive the car would be against rival manufacturers. Development at the end of 1960 still permitted only 850 cc engines and with that the question arose if the Saab FJ could live up to expectations and be competitive against rival racing teams. The answers to these questions were to become apparent upon the test runs held on 3 0th November and 1st December at a nearby military air- base, F7 at Såtenäs. Over the years Saab had developed good relations with the staff there and with some good planning, access was given to the open taxiways where performance testing of the FJ was completed. The second half of 1960 was characterized by a very intensive development program, including concentrated packaging work to incorporate an exhaust system under the car. K. Knutsson designed three alternatives, the last one dated as late as May 1962. The system was to be developed in seven phases until Aug. 1960. 5 From Rony Lutz archive: The fuel tank position. In order to have a drive train for testing of the complete car and planned design modifications to e.g. the gear-box casing, bell housing and gear-shift mechanism, two 850 engines were used with the correct carburettor tuned to Grp 2 performance level. Mainstream at the start of development was to use the Solex PII twin-carburettor from the Super 750 GT. The car body itself did not have a rigid frame, which was usual for the era, but instead the car was held together by a light and strong self- supporting ´monocoque´ construction, 2 meters in length and weighing 44 kg. A glass-fibre nose cone covered the engine at the front and a further separate fairing covered the fuel tank at the rear. The rear of the car was abruptly” chopped off”-to improve the cars aerodynamics at high speed. 6 From Teknikens Värld No.11 1960: drawing by Gunnar Sjögren. The text: Viewed from the side, the Saab FJ has very likeable lines but from other angles it takes a more wedge-shaped form. The self- bearing construction has all the characteristics of a box. When the car´s nose cone is removed, the almost flat lying engine is entirely exposed -ideal for service access etc. VIPS magazine No.5 1960 reported: - The car´s “structural box” has been built with mainly flat sheets of metal, thus eliminating the need for double flanged panels. For the most part, the car was mainly built by hand with a limited number of tools. Spot welding was done by using regular production equipment. To keep the cars weight as low as possible with minimum dimensions, the wheels were individually sprung by tension coil springs. To further reduce weight the regular battery was replaced by two motorcycle batteries. The electrical system was 12 V. In its final form and specification, the FJ-car had a total length of 3600 mm, a wheel-base of 2067 mm, and the front and rear track measuring 1224/1234 mm, respectively. Overall, the maximum width was 1430 mm and with a fuel tank volume of 45 litres weighed a total of 380 kg. 7 From Rony Lutz archive: Rolf Mellde in the FJ. The first official picture. From Rony Lutz archive: The first test 11th October 1960 at Såtenäs airfield. From left: Erik Carlsson (with his back towards the camera); Sigvard Sörensson (with umbrella), then responsible for chassis, later manager for the prototype shop; Kjell Knutsson, engine responsible; Sven-Åke Grahn (leaning over the cock-pit), chassis engineer; Gustaf Sperr (with umbrella); Rolf Mellde (with cap and the back towards the camera;, Olle Lindqvist (with hat) and an unknown man in the back ground.
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