Editing Saab Ursaab (section)

==Development==
[[File:Saab 001.jpg|thumb|190px| Ursaab]]
Development was started in [[Linköping]] by a 16-person team led by engineer [[Gunnar Ljungström]] and designer Sixten Sason.<ref>{{cite web |url= http://saabworld.net/f102/swedish-aircraft-company-wings-wheels-294/ |title=Swedish Aircraft Company: From wings to wheels (Press Release)|author=Saab |year=2007|accessdate=20 April 2012}}</ref> The immediately preceding Saab production code was for an aeroplane - the [[Saab 91 Safir]]. It was for this reason that the first car project was called the Saab 92. Normally the development would have been handled by the testing workshop, but it was busy with the Saab 91 Safir and the [[Saab 90 Scandia]]. Thus the tool workshop, which had a lighter workload at that juncture, was given the assignment.

The engineers responsible for making the [[prototype]] had no prior experience in making cars, and out of the 16 engineers only two had a [[driving licence]]. They needed information about the car manufacturing process, but had to simultaneously keep the project secret. A few visits were made to ''[[Nyköpings Automobilfabrik]]'' (later [[AB Nyköpings Automobilfabrik|ANA]]), but as the extent of their work involved the simple installation of bodies on imported [[ladder frame]] chassis, the engineers were not able to gather as much information as they had hoped. Also, since all available literature only described how cars were made before the war, they realised that much of the manufacturing process would have to be learned on their own. Close to SAAB's factory a [[wrecking yard|junkyard]] provided the engineers with both parts and inspiration. They also purchased a number of cars to study, including a DKW, a [[Hanomag]], an Opel Kadett and a [[Volkswagen]].

Structural integrity concerns led to other design decisions. The team tasked with that portion of the project was used to building aircraft where every opening was covered with a load-bearing hatch. Since this was not viable on an automobile, it was decided that the body structure should be strengthened through the use of a rear window that was as small as possible and which used a split-window design, and omission of a rear bootlid.

Because the car had to have a very low [[drag coefficient]],0.3, which even today is considered very impressive, aerodynamic tests were part of the early evaluations. Thus, the body was of novel design and, with safety in mind, it provided damage-resistance in the event of an accident. Winter driving capability was enhanced via front-wheel-drive and wide wheel arches which allowed for snow accumulation without obstruction of the wheels.