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Saab 900 Turbo: buying guide and review (1978-1994)

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The whoosh of the turbocharger and the distinctive burble from the exhaust alone make the 900 a joy to drive. The weighty, communicative steering and well-mannered handling are further attractions, but it’s the feeling of complete solidity and that iconic wraparound windscreen that really complete the package. 
 
With the engineering integrity that typifies a company with an aerospace background, Saabs of this ilk were far tougher than many other cars of the time, and proved that turbocharging could be made reliable and usable. Today’s automotive world owes a great deal to Saab. 
 
Considering it had its roots in the 1960s, the 900 Turbo disguised its age extremely well, continuing until 1994. The convertible helped pave the way for a whole new sector of the market; but whether it has a soft or a hard roof, the 900 Turbo remains an icon.
 
 
Although the slant-four engine can trace its heritage back to a Triumph design that was used in the earliest Saab 99s, Saab continued development of the engine after it took production in-house in 1973 to create the B-series, and other than in its basic layout it bears little resemblance to the Triumph unit. The later Saab H engine, as fitted to post-81 cars, was a further development with an alloy cylinder head. The 16-valve version arrived in 1984. 
 
Which one to buy?
 
The Saab 900 Turbo, especially in 16v Aero specification, has been a cult classic for many years, never really dropping out of fashion since it came to the market in the mid-1980s, and the best examples have always held strong values. Although two-door saloon models were built, it is the practical and (arguably) better-looking three-door hatch that most really lust after. 
 
The 8-valve Turbo models are less desirable, and considerably cheaper. If you’re not bothered about the lack of body kit or the 16v’s storming top-end performance, it could make a more sensible proposition. These were also offered in five-door guise, and still make great everyday classics. You could also seek out a non-turbo model. These cars are still usefully quick, and are even less stressed than the turbos, meaning that they are capable of huge mileages if well maintained. 
 
Convertible models have an enduring appeal, and like the others, are most desirable in 16v aero specification. High mileages don’t have too much of a negative effect on values either, especially if the car is in tip-top condition. Ultra-low mileage examples are very rare and generally won’t be on the market for long.
 
Performance and specs
 
1984 Saab 900 T16S Aero
Engine 1985cc slant-four, chain-drive DOHC, 16-valve turbo
Power 173bhp @ 5300rpm
Torque 201lb ft @ 3000rpm
Transmission Five-speed manual, front-wheel drive
Steering Rack and pinion
Fuel consumption 32mpg
Top speed 131mph 
0-60mph 7.5sec
 
Dimensions and weight
 
Wheelbase 2517mm
Length 4687mm
Width 1690mm
Height 1422mm
Weight 1340kg
 
Common problems
 
• The 900’s 2.0-litre turbo unit is strong and, if properly maintained, will easily go for 250,000 miles without the need for a rebuild.

• Timing chains start getting noisy at 140,000 miles; sooner if the oil change schedule hasn’t been followed. 

• Turbochargers pose little risk of failure, and are well up to the relatively low boost pressures of the 900. 

• Saab used the Garrett T3 – the turbocharger of choice at the time – for the 99 and 900 Turbo. Failure is unusual as it’s a well-built bit of kit, but even when a rebuild is required it’s not a big undertaking.

• There is a weak link, however: the five-speed manual gearbox. A noisy layshaft bearing is not uncommon, and over time the car will start to jump out of third and fourth gear
due to excess movement within the gearbox. The reverse gear is also known to lose a tooth or two. A full rebuild will cost around £1200.

• The engine can take a lot more power but the gearbox can’t, so be sure that if a 900 has been tweaked, it’s been done correctly.

• Rust isn’t much of a problem. The bottoms of the doors are the most common place to see rot on any of the body panels, and it’s rare to find one now that doesn’t need or hasn’t had a repair. The cars are made from such thick, high-quality steel that rust doesn’t develop particularly quickly, and repairs are generally simple. 

• On older 900s, the front chassis rails and wishbone mountings could be starting to go, so have a good look under the car if you can. Check under the battery tray for any signs of corrosion.

• Suspension and brakes are generally robust, although it’s common for the rear end to sag when the springs become tired. 

• 99s and early 900 Turbos have a front-mounted handbrake, which will require regular servicing to prevent disc binding issues, although post-1988 cars switched to larger 9000 calipers with a rear handbrake.

• Electrical problems are few but headlight washers are difficult to replace and check that the standard-fit heated seats are working, as the elements can suffer damage. 

• Headlinings are notorious for sagging and dashboard tops can suffer cracking. The interior generally wears its miles well. Check that the heated seats operate correctly.

• Damaged convertible hoods are easy to change, and shouldn’t put you off buying an otherwise good car. 
 
Model history
 
October 1968: Saab 99 launched 
September 1977: Saab unveils 99 Turbo at the Frankfurt motor show in three-door Combi form
1978: Saab 99 Combi goes on sale in Europe
1979: Two-door 99 Turbo also offered
1979: Saab introduces the 900; continues to sell the 99 in parallel
1981: Saab introduces the new H engine across the range
1982: APC turbo control introduced
1984: Saab introduces the 16-valve cylinder head and 175bhp 900 T16S ‘Aero’
Spring 1986: Production of 900 Convertible begins
1987: Major front facelift with new bumpers and sloping headlights
1988: Minor update, with a few changes including the switch to larger 9000 brakes 
1990: Special-edition Carlsson produced, with body-coloured AirFlow body kit. 600 built in total
March 1993: Production comes to an end, commemorated with a run of 150 ‘Ruby’ special-edition 16v turbos with 185bhp
 
Clubs and websites
 
•www.abbottracing.net - Abbott Racing, specialist servicing, spare parts supplier and tuning company 
•www.saabclub.co.uk - Saab Owners Club (GB)
•www.saabcentral.com - Saab Central forum, great for technical help and sourcing spares
 
Summary and prices
 
The last real Saab? Maybe that’s unfair on later models, but the classic 900 is certainly the last of a particular breed. This superbly engineered Swedish car really is usable and dependable, making it equally suitable for everyday use and family trips out.
 
Convertible values are very hard to pin down, because generally they are worth whatever a buyer is willing to pay. In the very best condition, the 900 Turbo Convertible will go for more than £10,000. 
 
The best ‘Aero’ models – that’s the 16v Turbo with the full 1980s-style bodykit – will sell for around £6000-7000, but special editions – such as the Carlsson and run-out Ruby models – carry a premium of about £1000 over those.
 
Scruffy and unloved 900s are, on the other hand, more affordable. 
A rough-but-ready 16v Turbo can be bought from about £1500. Projects generally start from £300, though these are usually broken up for spares.
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Last updated: 19th Oct 2015
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Saab 900
1995 1995 GBP
  • SAAB 900 I CLASSIC 1988

    £1,995 £1,995

    A classic pre-GM Saab 900. This four door 1988 example has an immaculate interior having had seat covers from new. Fitted with the correct original Phillips radio with electric aerial, electric windows and chrome SAAB wheel covers. Please call for further details.

    • Engine size: 1.985
    For sale
    Affordable Cars of Sussex
    01273 584689 VIEW CONTACT NUMBER
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