In the midst of the 1970s oil crisis, car manufacturers worldwide sought creative solutions to tackle the challenges posed by the energy crunch. Saab, the renowned Swedish automaker, was no exception, and an unusual yet innovative idea emerged from their Finnish factory to address the crisis. Enter the Saab 99 Petro, a special version of the popular Saab 99 GL that could be fueled not only with traditional gasoline but also with a rather unconventional alternative – Soviet kerosene!
Unveiling the Saab 99 Petro Edition
In 1977, at the Valmet factory in Nystad, Finland, a unique version of the Saab 99 GL was introduced – the Petro. This Finnish project, named Lapponia, aimed to create a Saab model that could operate on a variety of fuels, including kerosene. While many components were borrowed from the Saab 99 Turbo, the Petro edition lacked a turbocharger. Instead, the engineers focused on lowering the engine’s compression to accommodate the use of alternative fuels.
The Petro model featured a divided fuel tank – a smaller section for gasoline primarily used during cold starts and acceleration, and a larger compartment for kerosene, which was utilized during steady driving. The fuel tank’s kerosene cap was cleverly placed next to the license plate, making the car truly stand out from its traditional counterparts.
A Fuel-Flexible Driving Experience
To facilitate seamless fuel transitions, Saab equipped the Petro model with an “Extra” button, allowing drivers to activate gasoline operation for cold starts. The car’s fuel system operated automatically, but drivers could override it using a button located on the dashboard.
Additionally, a third P/N (Petrol/Naphtha) button displayed the fuel levels in both the gasoline and kerosene tanks, while the last button featured an economy lamp to help drivers optimize their fuel consumption.
The Appeal of Kerosene
You might wonder why anyone would opt for kerosene as a fuel for their Saab. The rationale behind this choice was simple – Finland had a steady supply of low-octane kerosene, thanks to a bilateral trade agreement with the Soviet Union. In those turbulent times of the 1970s oil crises, access to alternative fuels became crucial for nations grappling with economic uncertainty and oil supply disruptions.
According to the book “Finnish-Soviet Economic Relations” from 1983, Finland relied heavily on Soviet imports to meet its needs for various fuel oils, including kerosene. The Saab Petro offered Finnish drivers a unique opportunity to reduce their dependence on gasoline and experiment with alternative, more readily available fuels.
The Good, the Bad, and the Smelly
Motoring magazines of the era described the Saab 99 Petro as relatively economical, achieving a fuel consumption of around 7 liters per 100 kilometers. It also provided significant cost savings, with fuel expenses cut in half compared to traditional gasoline models. Long-distance drivers could even opt for kerosene instead of diesel, enjoying a more lively engine response, faster acceleration, better cold-start performance during winter, and lower noise levels.
However, not all was rosy with this fuel-flexible Saab. Operating on kerosene had its downsides, one of which was the rather peculiar odor it emitted. Petri Tyrkö of the Finnish Saab Club aptly described the smell as reminiscent of “an old boat.” If the engine was not tuned correctly or the driver handled the car unskillfully, a distinct and unpleasant smell would engulf the surroundings – not unlike the one encountered at international airports near jet-fuelled aircraft.
The Rise and Fall of the Petro
Between 1980 and 1984, a total of 3,756 Saab 99 Petro models and 2,385 Talbot Horizon vehicles equipped with the fuel-flexible system were produced for the Finnish market. At first, running the Petro version proved to be a cost-effective choice due to its exemption from certain taxes. However, as kerosene prices increased and the number of kerosene filling stations dwindled, the Petro’s allure gradually waned, leading to the eventual discontinuation of the project.
Despite its short-lived run and limited market success, the Saab 99 Petro remains a testament to Saab’s ingenuity during the 1970s energy crisis. In a time when electrification and alternative fuels were not yet widespread, Saab offered Finnish drivers a unique and adventurous journey on the roads less traveled.
As we reflect on this nostalgic innovation, it serves as a reminder that, even in challenging times, there are opportunities to embrace creativity and exploration, driving us toward more sustainable and resourceful solutions for the future. The Saab 99 Petro may have left the automotive scene, but its pioneering spirit lives on, reminding us that sometimes, the most extraordinary journeys begin with the simplest twists.
Dear Konstantin,
Thank you for the article. I have purchased one recently and questions are mounting.I am searching for answers. Are pictures of Petro engine available? What exactly formula of the kerosene has been used? Was it JET, AVGAS or a different type? And many more. If you have more detailed information please let me know.
Thank you very much.
Kind regards.
Michal
It worked perfectly until the poor quality timing chain broke (360 thousand km), it consumed oil of course but it worked.
I had those, and restoring one. Works well even in cold climate as well.
Fotogen drift 80 hkr DIN
At least it wasn’t as sad as Petro Talbot. That thing was misery condensate pressed into a shape of a car.
I had two. 1981 and 1983. The older one with devil himself designed B engine. I had also the experience how there could be four liters of coolant mixed with oil and how auxilary shafts teeth broke when the water pump was being repaired. Painful experience, still after 35+ years.
In general the fotogen/kerosene worked pretty well if you remembered to change to gasoline early enough before shutting down, and engine cooling. In smaller places there was not kerosene available, and you had to fill the kerosene tank with gasoline to be able to drive home, and then it took about twice as much gasoline as standard Saab 99 due to bigger nozzles required by kerosene. Also the burning process wasn’t so effective, causing remarkable amount of smelly steamified, instead of burned, carbohydrates into exhaust gases creating very aggressive people passing you. The smell also stack to clothes, skin, hair,…
Fotogen/Kerosene cars got very bad reputation mainly due to Talbot Horizon Petro, that had engine which could be totally end of life within 30k kms. SAABs had robust engines, with lower compression due to forged turbo’s pistons, so it survived the wrong fuel, specially H engines, pretty well.
I was forced to swap it as quite soon it was pretty impossible to find kerosene from any gas station… At the time gasoline costed about 2,5 Finnish Marks (FIM) for liter, diesel was 1,5FIM/l and kerosene apprx 0,8-0,95 FIM/l.
Mulla oli 99 Petro 1980..hyvä auto ajoin 100000km ilman murheita ja edellinen oli ajanut sillä 180000!
New Zealand had dual fuel Petrol and CNG / LPG stations across the country in the 80”s. LPG was common on Taxis and other commercial vehicles as it retained engine power output, where as CNG being a gas filled more space in the cylinder and reduced the oxygen burn- effectively dropping power output of the engine, at the time engine outputs were already low compared to today.
That’s a really good comparison, NZ was ahead of the curve with nationwide dual-fuel infrastructure in the ’80s. And you nailed the drivability difference: LPG generally kept performance closer to gasoline, while CNG could feel noticeably weaker because it displaces more intake charge, which mattered a lot when engines were already modest on power by today’s standards.