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1997 UD FSAE - First test drive, first test crash
In honor of Throwback Thursday, this is a re-post from my old website. Enjoy.
There was this testing session which went mildly awry see, and there was this brave test driver see, and he was only doing his job when...Well, the story is best told by my good friend and witness Brian Davison.
Saturday, June 15, 1997.
It's an overcast day, mid 70's, birds chirping in the background. Aspiring young race driver Stefan Vapaa apprehensively slides into the monocoque of the University of Delaware's first Formula SAE car. His apprehension is justified, climbing into an untested brute of a car for the first time while being told by his hotshot crew that a helmet is not only unnecessary, but unsafe and in poor taste. A crowd has gathered to witness the first shakedown run of UDFSAE-97 Mk.1. This crowd is about to grow in the following minutes.
Master engine tuner Brian Davison fires up the motor and lets it idle while trying to gain a feeling of whether or not it's lean enough to burn the motor, or whether she'll run well enough to scare the hell out of the driver. Jeremy Freeman, master electrical hack, welder, lover, and Sam Lee, fabricator, aluminum polisher, harasser of all things Jeremy, go through a thorough inspection and systems rundown with driver, Stefan.
The time has come... Stefan tries the newly reworked hand clutch, stands on the brakes, takes a deep breath and engages first gear. Master engine tuner Brian Davison takes a deep breath also, not for Stefan's sake (you can always find another crazy driver), but for the safety of his beloved '67 Mustang, currently sitting in the line of fire. Stefan wastes no time (either from impatience fueled with adrenaline, or because of the Herculean effort required to hold the clutch), dumps the clutch, and rockets down the driveway spinning tire. He gradually coasts toward the end of the driveway and applies the brakes cautiously. They work. He slows. The car turns. The process begins again. And again. And Again. And then something happens... cockiness sets in. Young hotshot driver Stefan Vapaa runs through first gear, second gear, third gear, the yard, the street, and a split rail fence.
When the safety crew (AKA the hotshot crew of previous note) arrives, they find an obviously delirious driver. He's out of the car, rambling on about how powerful the masterfully tuned motor is. He doesn't even mention the wreck, which has gained quite a bit of interest in the neighborhood, especially the guy who's split rail fence has been rudely disassembled by a blue, yellow, and Stefan projectile. Once we establish that the driver is indeed all right, well, with Stefan that's a relative term, extraction of the car begins.
Later, through a thorough inspection of the car coupled with an interview of the driver and nearest crew member, Sam, a complete description of the events leading up to Mr. Vapaa's Wild Ride was made. It seems that having tasted the outrageous acceleration of UDFSAE-97 Mk.1, Stefan understandably became an addict of the worst kind. His blast through three gears required the first use of the carbon-carbon brakes in anger. The brakes worked exceptionally well. So well, in fact, that they completely wrapped the 3/8" tubing of the control arms into a pretzel, shearing a rod-end and the pullrod. The front upright is now better described as an invert, having been wrapped almost 180 degrees. This sudden redesign of the front suspension geometry resulted in a total lack of steering and effective front braking, turning the race car into a projectile. And this is just the beginning. Murphy's law being what it is, if an open cockpit car were to shoot toward a fence, a rail of said fence will be right at head level. Also, due to Murphy, the six-point "safety" harness would result in keeping the drivers head at that level. Finally, due to a general atmosphere of harassment and machismo, the hotshot crew would refuse the request of a helmet under the supreme logic that the driver would be safer without one, because he wouldn't feel as secure in the car, and therefore wouldn't be as willing to try something stupid. Sounds similar to the WWI philosophy of no parachutes in fighter aircraft...
In the end, an upthrust arm and rotting wood saved a English degree holder from having some sense knocked into him. The monocoque survived it's first (and only, please) 30mph crash barrier test with perfect marks. Not one sign of damage or of suspension members even attempting to pull through. Everything but the suspension arms themselves is fine. We now need some tubing, much bigger than 3/8", and some new rod ends and we'll be ready to go at it again...
See you all later,
The photos tell even more of the story for us.
Clearly, I am still a little bemused, or is that amused?
Here I am with my good friend Sam pointing out whom the guilty party is.
The nerve of some people I swear! I was only putting it through its proper testing paces.
It is about now when my father decides that he was right all along and that a great deal of money had been wasted on my education. He feels that considering my somewhat disturbing record of twisted metal and the alarming lack of harm to my person, I could make quite an excellent living as a "Research and Destruction Technician."
All voted "affirmative" on that count.
OK, not being familiar with the car you might have some difficulty understanding what is wrong with this picture. Well, let me tell you.
The upright can no longer be thus described. A more apt description might be "the upwrong", or something like that.
If you follow the line from the front of the lower A-arm to its connection point on the upright you might be able to tell that it is now located at a point somewhat higher than the connection point of the upper A-arm. That's not how it is supposed to work.Last Updated ( Thursday, 05 February 2015 19:38 )
Solex 40AI modification
At this year's Vintage Motorsports Festival at Thompson Speedway Motorsports Park I had an issue with the carburetor on the Quantum 2.
Me in the Quantum 2 chasing Dad in the Quantum 1 (Photo credit: Chris Raia)
This is nothing new for me. I seem to have a particular problem with Solex carburetors and the Solex 40AI was acting very similarly to the Solex P11's that I have on the Formula S and the Sonett. In hard right turns, the engine stumbles and won't pull. It is made worse the harder I corner, which is obviously not optimal.
While I haven't yet come to a conclusion on the P11 carbs, the issue with the 40AI seems to be related to the atmospheric pressure vent on the top cover of the carb.
It is fortunate that on the Quantum 2, I can see the carburetor from the driver's seat. As a result, I had a clear view of what was going on when I entered the right-hand corners. Fuel was POURING out of someplace on the carburetor! It was like a waterfall of fuel!
Looking at the carburetor, there is only one place that this waterfall could be coming from. There is a vent on the top, near the left-front corner. That vent provides atmospheric pressure to the float bowl. Naturally, entering a right turn under braking the fuel in the float bowl sloshes to the left-front corner. In this case, right up and out of the vent!
This does three things:
- It reduces the amount of fuel in the float chamber. This is bad because the float on this carb is very large in relation to the volume of the float chamber. In a racing situation it is possible to run the float chamber dry of fuel if there isn't enough in there and the fuel pump can't deliver it fast enough.
- The sloshing fuel moves away from the pickup ports, which are located at the two bottom-back corners of the float chamber.
- The sloshing fuel exiting the atmospheric pressure vent blocks air (atmospheric pressure) from being able to enter the float chamber. If the atmospheric pressure is not correct in the float chamber, the fuel will not flow to the jets properly and the engine will be starved for fuel.
I talked to some friends online and the general consensus was that a modification of the vent was the solution. Their instructions were to extend the vent with a fitting and hose to a filter. However, I saw a problem with that. Sure, it will prevent the fuel from pouring out of the carb but no matter how far I extend the vent it will still be blocked by fuel once it sloshes over the hole inside the float chamber. It won't allow atmospheric pressure into the chamber. So I took a close look at the carb cover and formulated a plan.
Un-modified carb cover
It appears that the cover was designed so that the fuel input could be either at the side (as it is in my case) or at the front simply by drilling and threading the appropriate cast port. I figured I could thread the un-used port and drill a hole from the inside of the cover into that port. This would give me a second atmospheric pressure vent at the opposite side from the stock vent. So even if the fuel sloshed up and blocked one vent, the other would still be open!
I put together a few pieces of brass plumbing from the local hardware store in order to fabricate a filter housing. I soldered on a mounting bracket. Inside the drilled cylinder is a piece of filter mesh stolen from a fuel filter.
The hole drilled next to the float valve is the new second atmospheric pressure vent.
Here are the two new ports. I would later cut them shorter.
Installed, showing the bracket
Installed and ready to race again (link to gallery)
Since this modification was made, I have raced the car at the Pittsburgh Vintage Grand Prix and I experienced no problems at all with the engine cutting out in right turns!
Last Updated ( Thursday, 05 February 2015 19:13 )
VRG "Winter Warmup" Karting
Well, after two consecutive years winning this event, the streak has come to an end. Still, in 4 years of attendance, I've never finished lower than 2nd place, so my consistency is still decent.
Also, I had the fastest lap of the day!
This year was still super fun, maybe even more fun, because I got to fight my way to the finish instead of just trying to run clean and fast laps at the front. I qualified in 3rd, was in 2nd by the 3rd corner, took a shot at 1st but got blocked, and then dropped as far as 5th in the next few laps due to getting the short end of the stick on a few bump-and-run incidents.
Last Updated ( Thursday, 13 February 2014 19:04 )
FTD at the Mount Equinox Hillclimb
Friday, August 9 2013 – The Tow and Arrival
Me: “We’re out of gas.”
“We just ran out of gas. We’re coasting.”
I start to aim for the shoulder and squeeze on the brakes.
“No no no. keep going we’re almost there and it’s all downhill!”
Here we are, ~12,000lbs of truck, trailer, and racecars coasting north on Rt. 7A with Arm-Strong power steering and Leg-Strong power brakes. We roll ‘round a bend in the road and there’s the tollhouse parking lot for Mt. Equinox within our reach! As we coast closer, we see that the parking lot is blocked by other vehicles and so we aim for the shoulder across the street. There’s plenty of room to park but slowing it all down without power-assist is a little iffy, even at our reduced speed.
“That worked out well.”
You may have noticed, Dad and I don’t have to say much to get our point across. We’ve worked and played together for so long that grunts, sighs, and mumbled half-words, are enough to convey whole complex situations. What we understand from the conversation above is that the 9-7X really means business when it tells you that you are low on fuel. Ignore it at your own peril. Especially when towing two racecars through mountainous terrain, mostly uphill.
It is a portentous beginning to a weekend that had an uncertain couple of weeks leading up to it. We’d been struggling to repair the air conditioning in the 1995 GMC Suburban that is our primary tow vehicle. We ended up waiting on parts delivery and it wasn’t ready in time. Our backup plan for towing to the Vintage Sports Car Club of America’s 2013 Mt. Equinox Hillclimb was Dad’s Saab 9-7X. It has the power and the brakes to handle the double-decker trailer with two cars on it, but it struggles a bit in the stability department because the wheelbase is short-ish and the assemblage being towed weighs more than the vehicle towing it. Still, we figured it was do-able.
We did arrive safely, if only just.
I walked across the street and found some friends. Yes, that is our rig parked perfectly over there but also yes, it is out of gas, and yes, we coasted the last mile and a half, and of course yes we would appreciate a ride to the gas station and oh by the way did anyone happen to have an empty fuel can?
An hour or so later we were all set. The cars were unloaded and parked under our canopy and the 9-7X had 2.5 gallons of fresh fuel in it. We’d brought Dad’s two best hillclimbing cars. His 1959 Lotus 7 and his 1968 SAAB Sonett. We have run both cars here in the past and we know they are good up the hill.
It was time to eat and meet so we jumped into Dad’s 1959 Lotus 7 and drove to the top of the mountain to take part in the opening festivities at the newly constructed visitor’s center. We enjoyed wine and hors d’oerves, got reacquainted with old friends, and explored the new visitor’s center. There is a corner of the building dedicated to the hillclimb, originally run in 1950 and having been run by the VSCCA since 1973. There’s a picture on the wall that was taken last year (2012) on the summit of the mountain. It shows the folks who made it to the top on the final day and there’s me and my Dad in the photo! When I consider the cars and the famous drivers who have raced and there in years past I am overwhelmed by the privilege of inclusion in this place of honor.
The place of honor
Saturday, August 10 - Day 1 of Racing
The weather on the mountain is splendid on Saturday morning and the paddock is soon engulfed in the roar of race engines from the early 1920’s up through the 30’s, 40’s, 50’s, and 1960’s. Soon enough Ben Bragg puts the hammer down in the Old Grey Mare and leaves two spanking new burnout marks on the start line. Things are truly underway!
My runs go so-so. I’m reminding myself about the rhythm of the mountain and paying attention to where the bumps are, and if they have moved over the winter. The Sonett is struggling through some of the corners. Something isn’t right with the fuel pressure and its relation to the fuel’s action in the carburetor float bowl. The engine wants to die in the middle of the corner after braking hard and turning in. I can’t tell if the engine is choking on too much fuel or gasping for a lack of it? The symptoms are the same either way. It will pick back up if I leave my foot on the gas and wait, but it certainly isn’t helping my progress up the hill.
On my first run, in the heaviest breaking area after the fastest sector of course, I hit the brakes HARD. The nose dives. The rear end comes unglued. The back of the car is suddenly going faster than the front. I automatically dial in all the counter-steer I have but quickly realize I’ve completely lost it. I’m still going straight up the road, so I pull it out of gear (I can’t hit the clutch because I use left-foot-braking in this car) and hit the brakes as hard as I can to lock all four wheels. After 270 degrees of rotation I end up stationary, completely blocking the road, and looking out into the woods. The engine is still running so I put it in reverse, then 1st, then reverse again, then back to 1st and finally (the road is very narrow here) I take off back up the hill. The car is fine but I think I will adjust the brake bias a little more to the front all the same.
Once back at the bottom of the mountain I try to fix the fuel and carburetion issue. I reduce the fuel pressure a little after each run and make things better, if not perfect. I don’t really want to pop the top off the carb and get into the fiddly bits right now. My sense is that it safer, meaning that I am less likely to make things worse, to stick with simple and quick adjustments.
The rest of my runs go smoothly and get better and better. My Dad’s runs also go smoothly and he is starting to knock on the door of the 5-minute barrier. Saturday's runs are over and we are more than ready for the customary food, drink, and festivities at Johnny Seesaw’s.
We sit at a table with a mix of old and new friends. Some of them have been running this mountain for decades, while another is attending his very first hillclimb. The newcomer is asking all sorts of questions about how to drive his car (a 1959 Lotus Elite) on this mountain. In the process of explaining to him what he can do differently, I end up analyzing my own approach and giving some serious thought to how I might do better. I’m fairly certain that getting under the milestone 5-minute mark will be out of my reach. I have about 5 seconds to pick up and that feels like a lot.
Still, thinking it through, given the running issues I’ve been fighting and also my car’s lack of “grunt” compared to the Corvette that was holding the fast time at the conclusion of Saturday, I am convinced that apex and corner exit speed is the key to improving my time. My usual late-braking technique is very handy for passing on a road circuit, but on this mountain it doesn’t buy you very much. Good cornering speed and a smooth exit translates directly into higher straightaway speeds. After a few beers, some champagne, and some desert, I decide that I have a plan.
To implement the plan I will have to maintain a higher mid-corner speed. I will have to get on the power earlier in the corner. Finally I have to be extremely careful about wheelspin as I exit the corner. The Sonett does not have a limited slip differential so the way to moderate wheelspin is through a sensitive right foot and by getting the wheels turned straight up the hill as soon as possible. Given the bumpy road surface and extreme incline of most of the turns, this is a tricky plan to put into practice. The Sonett’s soft, compliant suspension and significant front weight distribution does work in my favor though.
Sunday, August 11 - Final Attempt
My first run goes well, improving my time a little bit over my best from Saturday, but I am still trailing the Corvette. Dad’s time also improves and is very near to the 5 minute mark. For our second runs, Dad takes off three cars ahead of me. A few minutes later the next car leaves. I roll closer to the start line and can hear the radio communications with the corner workers on the mountain from where I wait. As the last car in front of me races off up the hill I start to hear some worried voices over the radio.
Car #37 is “missing” and hasn’t passed by the final corner station on the mountain. It isn’t visible from any of the corner stations and they don’t know where it is. It seems like the finish line radio isn’t working and other radios are having difficulty understanding messages. From where I am sitting I can tell that communication is breaking down. They tell me to wait but I’ve already switched off the engine because I can tell they are having difficulty and the noise from the Sonett’s straight exhaust isn’t helping matters any.
Our friend Cynthia Baker comes over with an umbrella to shield me from the sun, put a hand on my shoulder, and wait out the suspense with me. They tell the corner workers at station 10 to start walking up the mountain and from station 11 to start making their way down until they find car #37. Some of the people working the radios down here at the start know that #37 is my Dad, but others don’t realize the significance and of course the folks up the hill have no way of knowing that I can hear the whole radio conversation. This is one of those things that happens in racing. A car doesn't come around the next lap or doesn't pass the next checkpoint, and no one knows why. You wait. There's nothing else you can do.
Maybe my sense of time was a little warped by the tension but I think it took about 10 minutes to confirm that yes indeed car #37 was pulled over by the side of the road between stations 10 and 11. The driver was OK, had been given a bottle of water, and wanted to know if he could get a tow to the top of the mountain. The car appeared OK but had no drive.
“Phew!” Now I have to settle back into my routine. I have to get into the state of mind where I concentrate only on the run up the mountain and think of nothing else. I do my best, but I can tell I’m just a touch “off”. I improve my time yet again but it isn’t a big improvement and it isn’t enough to beat the Corvette's time. At the top of the mountain I get to talk to my Dad. He tells me something in the driveline broke. We don’t know if it is the gearbox, driveshaft, differential, or what? You can move the shift lever through all the gears and there are no grinding noises when you roll the car forward and back, but there is also no resistance to rolling it back and forth when it is in gear. Something has definitely snapped.
Dad's Lotus, prior to something going snap
When we return to the bottom of the mountain, David Baker (Cynthia’s husband) offers to let my Dad drive his Lotus 7, as he is curious how it compares to my Dad’s. David’s 7 has a completely locked read differential and a higher 1st gear than my Dad’s car, so David tells him that he MUST spin the tires on takeoff to avoid bogging the engine down. I walk over to get a good view of the start line so that I can watch Dad deal with the unfamiliar car… Plenty of wheelspin and a clean takeoff. No problem!
I ready myself for a final attempt. I’m still not really considering that a sub-5 minute time is within my reach, but several people give me a 4-finger signal indicating that they think it is. I put it out of my mind and concentrate on maintaining my pattern of consistent improvement. I use the setup from my previous run, preferring familiar quirks over some potential, but not uncertain improvement. I check the tire pressures, but make no changes. I check the oil and coolant but leave the fuel pressure right where it is.
I make my usual aggressive tire-spinning start. It might not be the fastest way off the line, but it gets me in the right frame of mind. I accelerate at full throttle well into 3rd when I have to lift slightly for the second corner. The necessity of that throttle lift tells me that I’ve made a good start and the car is climbing well.
My foot is flat to the floor from there up through a few gradual and very fast turns. The engine is screaming at redline, around 7800 rpm in 3rd gear, as I hug inside line through the fast left and bounce off of the bump that launches the car all the way from the left side of the road to the right! Almost immediately I start braking for Crusoe’s Corner, the late-apex right that catches so many drivers out and transitions into the mountain’s first hairpin left turn. I hit my apex and make a good exit, climbing fast to the next hairpin where I make my only real mistake. I chose 1st gear on the exit, but should have used 2nd. It probably lost me half a second or more.
Running through redline in 1st, redline in 2nd, and climbing steadily through the revs in 3rd I reach the sweeping right where in prior runs I have been flat out, but now I have to lift a little. Again, this tells me that I've made a good exit from the previous hairpin and my speed is excellent. I moderate the throttle through the corner so that I run out near to the edge, keeping a good six inch margin of road between my tires and the gravel. With nice exit speed there, the next corner requires an increased degree of finesse over previous attempts with a very small throttle lift necessary to hit my chosen apex. This leads into the only downhill section of the course, which I brake and setup for very deliberately since it is such a rhythm breaker. It is a downhill with a sharp turn at the bottom. The car compresses on the suspension into the turn and it can be taken faster than it looks as a result. I enter it conservatively in 2nd gear and make a clean exit.
Now begins a series of four hairpin turns known as the “W's”. They are critical to a good time and complete the lower 3 mile course. Each one is extremely steep and is taken in 1st gear. They are so steep that last year they destroyed the aluminum radiator scoop I'd fabricated for the Sonett. For this year, I'd rebuilt it 1.5” shorter. I hit my marks in each one, exiting cleanly with my wheels as straight as possible and as little wheelspin as possible. The last one sets up the long straight climb where the highest power cars can hit over 100mph. I get a clean exit and make deliberate shifts up to 3rd gear. I can't use 4th gear as the engine can't pull it. It is that steep.
A few hundred yards up the straight, the pavement changes and it becomes as bumpy as a cobblestone pavé. Most cars are bouncing all over the road. The Sonett however, with its near-standard suspension is laughing at the bumps. My head is bouncing and the steering column is vibrating in my hands, but the car tracks smooth and sure to exactly where I point it. About 2/3 of the way up this straight, the road crests and all you can see is sky. The mantra is “keep left and hope the road hasn't moved”. I put my left side tires right on the edge of the grass and launch out onto the section called “the Saddle” where the scenery falls away to either side as you race along the ridge between the summit of Little Equinox and “Big” Equinox mountains.
This is the highest speed section of the course. The Corvette was clocked at 99 mph here. The Sonett and I manage a screaming 87 mph! After a full 1 minute and 15 seconds of flat out straightline climbing, I hit the brakes for the final section of three tight switchbacks. Each is extremely bumpy and the front tires bounce from bump to bump trying to find traction. The gradient is so steep that I use only 1st and 2nd gears, crossing the finish line right at redline!
I thought it was a good run, but when I saw 4:56.30 on the clock I couldn't believe my eyes. I whooped with joy and you can even hear it in the video despite the interference of the helmet! That was good beyond even my highest expectations!
The time would stand as the FTD (Fastest Time of Day) for the event and shall stand for a long time as one of the highlights of my little vintage racing career. It was made all the sweeter because my father, and so many of my friends were at the top of the mountain eager to needle, kid, and congratulate me on the accomplishment.
I'd like to thank Johnny Stiteler for riding his motorcycle out to Mt. Equinox to spectate and for stopping by to say "hi". It is a thrill to get to see the people we mostly know from the internet and I thoroughly enjoyed his company. See you next year!?
You can see the video on YouTube at this address: http://youtu.be/7alBUcKR3Ew
Andy Greenberg's Aston Martin DB4GT
Dad and I ride down the mountain on Friday in the clouds
Dad, back at Johnny Seesaw's
Jeff Jacobson tries to impress Dick Waite's granddaughter with the three-wheeler
Dan Leonard (left), our club president John Schieffelin (center), Ed Callo III (right)
Morgan Trike with JAP Twin, supercool
Dan and his grandson
Tom Ellsworth's 1935 Ford Amilcar has Gauges!
The two Donick Allards that were so fast.
As we were packing up to go home, this cicada hatched on my camera bag!
Thanks for reading,
-STEFANLast Updated ( Wednesday, 01 January 2014 18:52 )
Event Report - Spirit of Saab Lives On
The Saab Spirit Lives On in our minds and in our hearts. As Saab fans, and with many of us having jumped the border to Saab crazies, there’s no doubting the truth of that statement.
At the Simeone Foundation Museum on the evening of February 22nd we saw that spirit on full display.
Dr. Simeone’s museum is unique, and special, for several reasons that are important. He will talk at length about the preservation aspect, where he espouses the importance of NOT restoring a car because it erases so much history. He will explain his theme, kept pure all through his years of collecting, of “sports racing cars”. For me though, the aspect I applaud the most is something else.
↑ 1964 Cobra Daytona Coupe
As a car enthusiast I have always been saddened by automotive museums. In their most common guise, they show the cars as a collection that has been gathered, cleaned, drained of fluids, and put under a spotlight with a placard. Done, please buy a ticket.
To me this “kills” the car. Their engines will never be heard again and never again will sunlight dance along their flanks.
You have heard cars referred to as works of art, and you will get no argument from me there. But have you not also read descriptions of their animalistic behaviors? What about the passions they stir and emotions they invoke when driven? Perhaps you’ve felt the sounds they make like music and understood the engineers as composers?
Of course, we all have. So then why not make the automotive museum more like a safari, where the animals roam? Or a stage, where plays are acted out and concerts held?
↑ 1975 Alfa Romeo 33 TT 12 (foreground), 1933 Alfa Romeo 8C 2300 Monza (background)
At the Simeone Foundation Museum every last car is maintained as a running, driving, “alive” example. Demonstration days are held regularly where the cars are exercised in the large lot behind the museum. You can hear the squeal of tires, roar of engines, and whine of gears. You see the dust kicked up, suspension move, and vibrations work through the car. You smell the effects of heat as it works through rubber, metal, leather, and wood. This is the car alive! Sign me up, where do I buy tickets to THAT?
↑ 1956 Jaguar D-Type (foreground), 1953 Jaguar C-Type (background)
It was in this environment that the display of Bill Jacobson’s Saab collection, peerless in this country for its comprehensiveness, was launched to a crowd TWO TIMES larger than any the museum had hosted previously! At the table where my wife, the lovely Annalisa, and I were seated, we discussed the fantastic (fanatic?) attendance. My explanation was “Saab people are crazy, every last one of us.”
The formal presentation commenced with a brief note from Dr. Simeone who read remarks from a conversation with his friend Victor Muller. Muller, the Dutchman who attempted to save Saab, had planned to attend the launch party but a court date related to that tussle with GM forced him to change his plans. Dr. Simeone then gave way to the former Saab Cars USA President and current Saab Automobile Parts North America CEO, Tim Colbeck. He told the story of how he came to be a part of Saab with Victor and how he had such high hopes for the brand’s future. His dedication to providing parts and service support, and thereby a future for current Saab owners, was clear for all to see. We were very lucky that he contacted the organizers and expressed his interest in being a part of this event. Finally, John Moss stood up to give his talk. To me my wife exclaimed with some playful irritation “You didn’t tell me I was sitting next to the main speaker!”
↑ John Moss gives his talk
John spent 37 years with Saab, starting as a technician and becoming the Senior Technical Training Instructor in the USA. His long association with Saab meant that he knew, and befriended, many of the legends of the brand. His stories were particularly telling and appropriate to the event’s theme, showing how these legends enabled, or more accurately DROVE Saab to become the spirited brand we all fell in love with.
The museum is essentially a large open space, with Dr. Simeone’s cars mostly arranged along the outside wall in artfully created diorama-like settings appropriate to that car’s most famous moments. Automotive historian’s and fans take note, these are the best of the legendary sports cars still in existence. Take a look at the museum’s website for a semi-complete list but view the photos I’ve taken for a small taste.
Bill Jacobson’s collection of 20 Saabs was arranged in a ring around the central section of the museum, with some of the dedicated racers on display on and around the presentation stage. Each car gleamed and in the reflections could be seen its brethren to either side. Key parts of Saab’s history were exemplified in the cars he brought.
- 1956 Saab Sonett 1
- 1959 Saab 750 GT
- 1964 Saab Quantum Formula “S”
- 1964 Saab Bullnose Wagon
- 1965 Saab Longnose Wagon
- 1967 Saab Sonett II 2-stroke
- 1970 Saab 99
- 1978 Saab 99 Turbo
- 1980 Saab 900 5 door
- 1986 Saab 900 T Convertible
- 1990 Barber Saab Pro Series Formula Car
- 1991 Saab 900 SPG Convertible
- 1993 Saab 9000 Cut-Away
- 1993 900T Limited Edition
- 1996 900 Turbo SE Talladega Challenge
- 1998 Saab 9000 CSET Aspen Police
- 2000 Saab 9-3 Viggen Convertible
- 2011 Saab 9-5 Aero
Space limitations meant that some of the collection had to be left home, but he kindly made room for one “invitational” vehicle. My 1959 Quantum Two was invited, in part because it fit perfectly with Dr. Simeone’s ideal of “original to a fault” condition. It sat among all the wonderful cars, with its paint peeling and dents popping, but otherwise unchanged since it last raced in the early 60’s.
While the cars were all special, I was equally impressed with the people that showed up. Fans of the marque turned out in droves and most drove their Saabs to the party. The parking lot was a show of its own with a couple of lovely 96s sitting pretty right outside of the entrance. (Here is a gallery from attendee Paul Henderson) I saw many folks whom I recognized from owners conventions and other club meetings. There were people who I was meeting for the first time, even though we’d corresponded over email for years. There were even some who had raced Saabs (among many other cars) in the two-stroke and V4 days and who are truly important parts of the story of automobile racing in the US. Look up George Alderman and Bill Rutan if you are so inclined.
↑ Walking past the LeMans pits
Lastly I should mention a connection that I didn’t learn about until the party itself. This blurb is taken from simeonemuseum.org:
“The Swedish American Chamber of Commerce (SACC) is partnering with the Simeone Museum to help promote the Saab Spirit Lives On show to its members. The SACC mission is to encourage and promote the exchange of technology, trade and culture between Sweden and the Greater Philadelphia region, while providing members with a spectrum of services and social events.”
I don’t know if it was the SACC who was responsible for the very tasty Swedish themed recipes they served at dinner, but I want to thank whomever it was. The Swedish meatballs and beet salad were delicious.
I hope you were able to attend the show, if not during the launch party then at some point during its three week run. I feel lucky indeed that my wife and I did. Perhaps, given the excellent attendance we witnessed, it may be possible to do this again next year? I certainly hope so.
↑ Study of the Skip Barber Pro Series SAAB
↑ Wooden wheels in the Annex
↑ The Lovely Annalisa examines the 1924 Lancia Lambda (built the same year as our house!)
↑ Chatting Saab in front of the Alfas of the legendary Mille Miglia
↑ Observing the 1975 Alfa Romeo 33 TT 12
↑ 1962 Ferrari 250 GTO NART (North American Racing Team)
↑ 1963 Ferrari 250 LM (foreground), 1970 Porsche 917 LH (behind)
↑ 1936/48 Delahaye 135S (forground), 1938 Peugeot Darl'mat LeMans
↑ (Foreground) 1967 Ford Mk IV, 1966 Ford GT40 Mk II, (background) 1929 du Pont LeMans Speedster
Last Updated ( Wednesday, 06 March 2013 04:26 )