Svenska Aeroplan AB. Production of cars commenced in 1950, with the 92, which had a 764cc 2 cylinder, 2 stroke, 25 bhp engine driving the front wheels. Independent torsion bar suspension all round, a free-wheeling diff (abandoned in 1971) and excellent all round road holding made it an excellent rally car. 1955 saw the 93, now a 3 cylinder engine of 748cc giving 38 bhp and coil spring suspension. A tuned GT could do the ton. The model that really gave SAAB their name was the 96, 841cc, 46 bhp (60 bhp if you had a Monte Carlo 850 engine). Erik Carlsson won the’60, ’61 and ’62 RAC rallies and the ’62 and ’63 Monte Carlo rallies for Saab. In 1967 the first four stroke engine appeared, a 1.5-litre German Ford V4 in the 96. Then in 1969 they switched to a 1.7-litre engine produced by Triumph, increasing capacity to 1985cc in 1972.

I like SAABs - aircraft cockpits on wheels, and flying machines to boot. They’re very, very well built cars, and the first to have SIP (oh no you weren’t, My Volvo). Although well engineered, at 2 litres, the 900s were underpowered for the body weight. Turbos are a must with this model, from the first company to successfully manufacture a roadgoing turbo.

So, which model should you go for? The 99 is very strong and very well engineered. Again, choose a turbo rather than a bog standard saloon. Or the 900, for which only in turbo will do for me. The other 900s are stylish and well appointed, but a little pedestrian. The thing about a SAAB is that it will “get you there”, no matter how bad the road conditions. In addition to this, they are very stable during high-speed front tyre blow outs. I experienced one on the M6 near Stafford about seven years ago in a 5 door 900 auto. The car steered straight, I just put on the hazards and steered over to the hard shoulder. I never did find the tyre, tube or wheel disc. I was back on the road in ten minutes.

The 96 is the model everybody remembers, and the name that went with it, as we said, Carlsson. This is another good starter classic – stylish and a bit Spartan, but we do have to go back 30 years. Prices are reasonable, ranging from four or five hundred to £5000.

If you come across a good Sonett II/III, it will set you back £7,500; a restoration project, say £1,000