WARNER SPRINGS, California - Opportunities to drive notable vehicles from the past don't come often to most journalists. So, when Saab offered a program that would include not only some time behind the wheel of current products, but a chance to drive several historic Saabs, how could anyone refuse? This program was part of Saab's 60th anniversary celebration.

Saab has long been known as the "aircraft" company, because its first automobiles - and subsequent models - were influenced by the Swedish firm's early years as a manufacturer of airplanes. Improved aerodynamics, for instance, became a central goal at Saab long before it began to affect designers of most motor vehicles.

When Saab sent its first automobiles from Sweden to the U.S. in the mid-1950s, they not only looked unusual (by American standards), they drove differently. For one thing, they had front-wheel drive, at a time when all American cars and most European models were rear-drive. Stranger yet, their engines operated on the two-cycle (also called two-stroke) principle, like many motorcycles. Special oil had to be mixed with gasoline, to lubricate the interior of the engine: one quart of oil to seven or eight gallons of gas.

In addition to making its 2007 9-3 and 9-5 models available to journalists, Saab brought a batch of its early automobiles to the Warner Springs Ranch Airport. The four oldest cars had two-stroke engines: a 1952 Saab 92, 1956 Saab Sonnett "Super Sport" two-seater, 1960 Saab 93F GT 750, and a rally-winning Saab 96 from 1960.

Tirekicking Today was able to evaluate most of the early Saabs, taking advantage of test drives up and down the airstrip.

1952 Saab 92: Officially, at least, the first Saabs were imported from Sweden into the U.S. in 1956, but they appeared in Sweden in 1946, shortly after World War II ended. Developed by a team of 16 aircraft engineers, the model 92 was designed by Sixten Sason. Exterior appearance clearly reflects the car's aircraft heritage, with aerodynamics and lightweight unibody construction uppermost. For several years, green was the only body color, allegedly because the factory used leftover army paint.

Slipping inside seems a bit strange to the uninitiated, because 1950s Saabs have "suicide" doors - hinged at the rear, not the front. Front-wheel drive means the four-passenger car has a flat floor and a roomy interior.

A pull handle below the center dashboard triggers the starter to fire up the engine, helped by pulling out the manual choke knob. Because of some clutch slippage, getting the Saab 92 rolling was a bit tricky. The three-speed manual transmission has its gear selector on the steering column, just like American automobiles of that era.

Rather than the sound of typical American cars of the 1950s, the Saab emits a putt-putt patter. At first, great clouds of blue smoke issue from the exhaust as it starts out - an inevitable offshoot of the two-stroke configuration, which does not keep the gasoline and oil separated during the combustion process.

Getting up to speed is s leisurely process, which is no surprise since the two-cylinder engine produces a mere 25 horsepower. Changing direction takes some muscle. Power steering wouldn't make its way into Saabs for many years, but the big steering wheel helps appreciably. Once it approaches modest highway speed, the 92 begins to feel a lot more at ease and turns into quite a joyful experience.

1960 Saab 93F GT 750: At the New York Auto Show in April 1958, Saab debuted the model 93 "Gran Turismo" 750. Shaped just like other family-style Saabs, the GT 750 was fitted with extra headlights, chromed hubcaps, and bright bodyside moldings. Inside, chrome-surround instruments with black dials faced the driver. The wood-rimmed steering wheel contained three aluminum spokes.

Ahead of the front passenger was a Halda Speed Pilot rally instrument group. That's because the GT 750 was created with rally racing in mind. Twin carburetors boosted output from the two-stroke, 748-cc engine to 45 horsepower, compared to the usual 33. A tuning kit was available, too.

By this time, Saabs used a four-speed column shift, with First gear where Reverse would be on a three-speed. Reversing is accomplished by pulling out the gearshift lever a bit. The "F" in the model designation stands for final series, with conventional front-hinged doors rather than the "suicide" doors that had marked earlier Saab models. Of the 605 GT 750s made in 1958-60, 546 came to American dealerships.

Driving the GT 750 isn't much different from the 1952 model, as it issues quite a bit of smoke and sound. Turning the big steering wheel still takes strength, and accelerating out of a turn demands considerable patience - even if you're in the right gear for the job. Operating the four-speed column shift is easy enough, but Second gear proved difficult to enter. Getting this Saab rolling also was hampered by clutch slippage, but at speed, it's quite an enjoyable automobile.

1956 Saab Sonett sports car: Unveiled at the 1956 Stockholm Auto Show, right around the time that regular Saabs first began to trickle into the U.S., the Sonett "Super Sport" soon made an appearance at the New York Auto Show. A fiberglass roadster body, with space for two, sat atop a riveted aluminum box chassis. Under the hood sat a high-performance, 58-horsepower version of the 750-cc three-cylinder, two-stroke engine that went into the conventional Saab 93 (successor to the 92).

Whitewall tires look curious today, but ranked as high style in 1956. With its steering wheel on the right, the "Super Sport" has front-wheel drive, but the engine is mounted behind the transmission. A short gearshift lever for the three-speed transmission sits in a small box, just inside the driver's door.

Bob Sinclair, former president of Saab in the U.S., took the "Super Sport" up and down the airstrip at what passengers described as rather sizable speeds. Shortly afterward, when the car was made available for driving by journalists, Sinclair warned that it was necessary to get the car rolling a bit before pushing hard on the gas, due to a slipping clutch. He also advised keeping the engine above 2500 rpm, to take full advantage of its potential.

Getting into the two-seater was the first hurdle. Despite lack of a roof, the best way to make an entrance is to sit atop the seatback, then slide one's body down into position. Once there, it doesn't feel all that cramped. The gearshift is also surprisingly easy to manipulate.

Though its handling skills are similar to those of regular Saabs of the day, the "Super Sport" is clearly more firmly planted to the pavement. As long as you keep engine speed up, this two-seater accelerates briskly, in keeping with its frisky demeanor. Takeoffs are especially thrilling. This is one seriously "fun" and fast Saab, and a truly rare experience since only six first-generation Sonetts were manufactured.

1970 Saab Sonett III: In the 1960s, Saab produced a more sizable batch of Sonett II sports cars with two-stroke engines, followed by a group with four-stroke V-4 powerplants. Using the race-winning Monte Carlo engine, with three carburetors, the two-stroke Sonett II could accelerate to 60 mph in 12.5 seconds - quite a respectable time in those days for a modestly-powered automobile.

Rather than the Sonett II, which is part of Saab's heritage collection, the company brought a 1970 Sonett III to Warner Springs. Launched in 1970 at the New York Auto Show, this third-generation two-seater held a 68-horsepower V-4 engine. Sergio Coggila, of Italy, helped with the sleek design, which featured a hinged back window and pop-up headlights. More than 10,000 were made in 1970-74.

If regular early Saabs are fun, the Sonett III ranks as sheer joy. With its four-speed floor shift, the third-generation Sonett is easy to drive, but manages to reach surprising heights on the thrill scale. Like other older sports cars, there's a sensation of oneness with the road that's often absent from modern two-seaters.

At Warner Springs, Saab also had a 1970 model 99 and a 1990 9000 SPG, along with a group of race-ready cars. Legendary rally-racer Erik Carlsson took willing journalists on hair-raising jaunts down the airstrip in the 1960 Saab 96 RAC Rally car.