SAAB 99/900

How to buy SAAB’S game changer

If ever there was a car maker that wasn’t afraid to go its own way it was Saab, the company that perfected the art of turbocharging, introduced direct ignition and brought us a raft of safety and environmentally friendly technologies. In 1968 Saab introduced the 99 – a car that would stay in production for an incredible 25 years, by which time it had morphed into the 900.

Built to withstand Swedish winters, safe and brilliantly designed inside and out, these Saabs always appealed to people who didn’t want to follow the crowd – generally professionals who didn’t skimp on their car’s maintenance. Consequently there are now some superb Saab saloons and hatchbacks up for grabs, many of them unrestored after years of being cherished. But there are some dogs, too…

Which one?

We’re covering three models here: the 90, 99 and first-generation 900 (the 900 MKII from 1993 is completely different as it used GM underpinnings). All of these are closely related but by far the most common is the 900 as it’s the newest and more of them were sold.

When searching for these Saabs models, remember the 99 arrived half a century ago and even the newest 900s are more than three decades old. The 90 of 1984 was a 99 with a 900 rear end and are extremely rare. Early 99 engines weren’t especially reliable and the only truly durable powerplant is the Saab-developed 2-litre unit, in either normally aspirated or turbocharged form.

The 99 came in two- or four-door saloon forms, and there were three- or five-door hatchbacks available too, the latter known as the Kombi. The 90 came only as a two-door saloon while the 900 was sold with three or four doors while there were also some two-door cars. As well as being newer and more plentiful, the biggest draw for many 900 buyers is that it has power steering; the unassisted set-up of earlier cars is very heavy. PAS can be fitted to a 99 retrospectively however.

Normally aspirated cars are by far the most affordable as buyers generally want Turbos. With no significant difference in running costs or reliability, though, buying a Turbo makes the most sense if you can afford it. The 99 Turbo, 900 Turbo 16S and Carlssons are the most collectible.

Don’t overlook the convertible either. This launched the premium drop-top segment in 1986 and it still makes a great affordable classic.

Bodywork

Saabs tend to rot less than their contemporaries, but you still need to inspect the bodyshell closely. A plasticised underseal was used for underside protection and while this does a good job, if it’s pierced it’ll let water in that will then wreak havoc out of sight.

On a 99 or 90 check the door bottoms, wheelarch lips, rear shock absorber mounts, trailing arm and wishbone mountings plus the corners of the boot floor. Also check the battery tray, sunroof surround, bonnet edges and front bulkhead as well as the front valance and on

two-door cars the bottom of the B-post. A Turbo’s front crossmember rots while cars built up to 1979 suffered from rotten lower rear suspension; later cars were better rust-proofed.

Any 900 needs the same checks and you also need to scrutinise the area around the bonnet hinges, the front valance and the front lower inner wheelarches where the driveshafts pass through. The top mountings for the front suspension springs can rust and on two-door cars the bottom of the rear wing can rot between the B-post and rear wheelarch, pulling away from the sill in the process. As if all this isn’t enough, corrosion also occurs in the tailgate, between the sill and the floor, in the lower front wings and around the aperture for the sunroof (if one is fitted). If the front footwells are waterlogged it’s probably down to a leaking heater valve while any Aero model needs to be viewed with suspicion as the bodykit can hide a multitude of sins. The Saab’s bodyshell is immensely strong