{"id":22197,"date":"2023-10-15T17:00:04","date_gmt":"2023-10-15T16:00:04","guid":{"rendered":"https:\/\/www.hemmings.com\/stories\/buyers-guide-1986-94-saab-900-convertible\/"},"modified":"2023-10-15T17:00:04","modified_gmt":"2023-10-15T16:00:04","slug":"buyers-guide-1986-94-saab-900-convertible","status":"publish","type":"post","link":"https:\/\/gamefootballmobileanimeiphone.com\/index.php\/2023\/10\/15\/buyers-guide-1986-94-saab-900-convertible\/","title":{"rendered":"Buyer’s Guide: 1986-’94 Saab 900 Convertible"},"content":{"rendered":"

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The introduction of Saab\u2019s 900 convertible electrified the automotive industry in the mid-1980s. Here was an engineered-from-the-ground-up, fully equipped, four-seat, four-season soft top from a tiny Swedish car company, arriving at a time when precious few automakers even sold an open body style. This car offered practicality, performance, and prestige in equal measure, and it immediately became a must-have accessory for a forward-thinking, well-heeled motoring clientele. Thirty years after their production ended, and 12 since Saab Automobile itself went under, first-generation 900 S (1991-\u201994) and 900 Turbo (1986-\u201994) convertibles remain coveted by enthusiasts and continue to draw newcomers into the global Saab-sphere.<\/p>\n

The \u201cClassic\u201d 900\u2014as the brand\u2019s fans have dubbed the 1979-\u201993 (plus 1994 convertibles, all built in 1993) model, distinguishing it from the wholly different \u201cNew-Gen\u201d 900 of 1994-\u201998\u2014was this company\u2019s best-seller of all time, at nearly 909,000 units. Out of that total, 48,894 were convertibles that rolled out of Saab-Valmet in Uusikaupunki, Finland. They were products of the plant that started assembling Saab 96s in 1969 and would later, as Valmet Automotive, contract-build cars for Porsche (Boxster), Mercedes-Benz (A-Class), and Fisker (Karma), among others. The soft-top 900 was a halo model, positioned and priced at the top of the range and selling as quickly as it could be produced. Saab\u2019s original 900 convertible arguably had the broadest appeal of any car the company had built to that point, and to many, it still does today.<\/p>\n

The impetus behind this variant came from America; it was famously demanded by Saab Cars USA CEO Robert \u201cBob\u201d Sinclair (hmn.com\/SaabSinclair<\/a>) , with initial prototype development based on a modified two-door notchback 900 sedan being handed by Michigan-based American Sunroof Corporation using styling by Saab design chief Bj\u00f6rn Envall. While an alternate, hatchback-derived semi-convertible design was prototyped in Sweden\u2014it, like the pearl-white-over-oxblood ASC car, is displayed in Trollh\u00e4ttan\u2019s Saab Car Museum\u2014the 900 Turbo Cabriolet, as the fully open car was dubbed, debuted to international applause at the 1983 Frankfurt Motor Show. <\/p>\n

\n \"Saab<\/p>\n

First-year 900 Turbo convertibles sported an upright grille and sealed-beam headlamps; 1987-newer models wore a slanted grille and flush headlamps, along with more smoothly rounded bumper covers. Inspect the lower front fenders, wrap-under doors, jacking points, and sill seams for rust.<\/small>Photo: Hemmings Archives<\/small><\/p>\n

When production of this car began in 1985 for the 1986 model year, fewer than 400 examples were initially built, and 379 matching silver-painted ones came here to its main market. Like the steel-top 900s, it received aero-styled bumpers and a sloping, flush-headlamp nose for 1987. A water-cooled turbocharger and revised braking system were adopted for \u201988, while a driver\u2019s-side airbag and anti-lock braking were new for 1990. The naturally aspirated 900 S convertible was added for 1991, and all convertibles got power-adjusted 9000-style front seats, plus headlamp wipers; fresh wheel and gauge-font designs, and wrap-around rear spoiler trim followed for \u201992. Late-build 1994 900 Turbo convertibles wore a standard wood dash fascia.<\/p>\n

Surviving \u201cflat nose\u201d 1986 cars (an international register, fabulousflatnose.com<\/a>, counts 103 left) are now among the rarest and most attractive to collectors. Other limited-build, open-top 900s include the 288 black-over-grey 1988 Springtime In Sweden models; the similarly SPG-style body-kitted 1991 Special Editions (299 SEs in Monte Carlo Yellow imported, along with 362 in Plantana Grey); and the 500 run-out 1994 Commemorative Editions wearing Nova Black metallic paint and black-piped tan leather. <\/p>\n

While turbocharged examples like the ones listed above have the strongest allure for those who rightly associate this marque with its iconic heritage of forced induction, Saab\u2019s more relaxed 900 S variant had its own appeal; this model was priced under $30,000 in 1991, the first time a convertible had been that affordable since 1988. While S buyers made do with 20 less horsepower and 55 fewer pounds-feet of torque than the equivalent Turbo, they didn\u2019t lack for anything else, since all convertibles left the factory fully equipped (power cloth top with heated glass rear window, heated leather seats, A\/C, alloy wheels, etc.) save for the options of an automatic transmission and upgraded stereo. The final Classic 900 convertibles sold in the U.S. were the aforementioned Commemorative Editions, sporting the model\u2019s most-powerful-ever engine, a 185-hp version of the venerable 2.0-liter engine under its forward-tilting hood. Including a $460 destination charge, CEs commanded $40,875, a sum equivalent to just under $84,000 (!) in today\u2019s dollars. <\/p>\n

While these refined European cruisers cost substantially more than a contemporary Chrysler LeBaron or Ford Mustang convertible back in the day, depreciation over the past 20 years meant 900 convertible values fell to the point they became affordable to many\u2014including some who couldn\u2019t maintain them to factory-recommended standards. Attrition has taken its toll and certain replacement parts can be challenging to find, but enthusiasts are now discovering how durable and usable the remaining first-generation 900 convertibles still are\u2014just in time to watch them appreciate. While most surviving examples now publicly trade hands between $10,000 and $25,000, the classic-car world sat up and took notice when a 1987 900 Turbo convertible, driven 246 miles from new, brought $145,000 at auction; another Turbo, a 1991 SE in coveted Monte Carlo Yellow, hammered for a still-impressive $44,900. Those outliers were exceptional, but if you\u2019ve long coveted a soft-top Saab, you should act before everyone else wakes up to the desirability of these modern classics.<\/p>\n

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Body<\/h3>\n

\"Saab<\/p>\n

The work ASC did to develop the convertible out of the unit-body 900 two-door sedan was a springboard for Saab\u2019s own engineering; the company boasted of using a Cray supercomputer to analyze the stresses induced to the structure by removing the roof. The convertible body received 23 special body and chassis members to counteract those stresses, including heavily reinforced side members, thicker sills, and strengthened windshield pillars engineered to support the car\u2019s weight. Keep in mind these are large (99.1-inch wheelbase, 184.5-inches long), open cars, so you can still expect some chassis flex, particularly compared to more modern convertibles.<\/p>\n

While the Finnish workers used careful rustproofing measures and applied heavy undercoating to the body, these convertibles have not proven impervious to the elements their front-wheel drive, triple-layer top, and blast-furnace heater could so easily shrug off. As with any open car, if there\u2019s an indication the interior has been soaked, you\u2019ll want to check the floors under the carpets where insulation may trap moisture against the sheetmetal. Inspect the wheel arches, especially where they connect to the complex sills. And you\u2019ll want to pay attention to common corrosion points in all 900 body styles: the wrap-under sections of the doors; jacking-point reinforcements; the spare-tire well under the trunk floor; the upper rear shock mounts; the inner fender driveshaft tunnels; and the outer fender arches, particularly around the front wheels. SIS and SE models can develop rust at their body-fairing attachment points. While NOS replacement sheetmetal for Classic 900s is rarely found, donor cars exist in dry states, and some repair\/patch panels\u2014as well as the welded-on outer front fenders\u2014can be purchased new.<\/p>\n

Interior<\/h3>\n

\"Saab<\/p>\n

The original Frankfurt Motor Show Cabriolet had a unique roof whose glass rear window power-retracted behind the rear seats, operating separately from the top fabric. The production 900 convertible\u2019s folding top used an attached glass window that could be unzipped for ventilation, although doing so wasn\u2019t required to drop the roof after setting the parking brake, unlatching two clasps at the header, and pressing a console-mounted button. The insulated Cambria cloth top, available from the factory in black, (and from 1992-\u201994) navy blue, and tan, featured electro-hydraulic operation via an electric motor\/pump and two actuating pistons pushing the required red AeroShell Fluid 4 mineral hydraulic oil. In case of trouble, a bypass valve located behind a trim flap on the back wall of the 10.7-cu.ft. trunk let the top be moved manually. A somewhat fiddly to install three-piece hard top boot was standard equipment, but these often went missing and are sought today.<\/p>\n

All U.S.-market 900 convertibles came with leather upholstery; this material can dry out and shrink after getting wet, so it\u2019s not uncommon to find seats with split seams. While OEM replacement seat foam and leather are no longer available, aftermarket firms like Lseat (lseat.com<\/a>) sell original-style leather kits in standard and custom colors; an upholsterer may need to alter said kits to get the best fit and finish. Cars with power seats can exhibit a twisted seatback if a motor\u2019s cable sheaths are damaged, but repair tutorials live online. Be forewarned that it\u2019s nearly impossible to find a convertible with an intact dash top; molded plastic and fabric\/carpet-style covers can hide unsightly cracks.<\/p>\n

Engine<\/h3>\n

\"Saab<\/p>\n

Every Classic 900 was powered by Saab\u2019s Triumph-derived, longitudinally mounted \u201cslant\u201d (45-degree) four-cylinder engine, reengineered by the Swedes in \u201cH\u201d form. By the time the convertible arrived, the 1,985-cc\/121-cu.in. unit wore an aluminum dual-overhead-cam head with 16 valves, and featured Bosch LH-Jetronic electronic fuel injection. Boosted variants featured a Garrett T3 turbocharger, knock-sensing Automatic Performance Control boost-pressure control, and an intercooler. In standard form, 1986-\u201994 Turbos offered 160 hp at 5,500 rpm and 188 lb-ft of torque at 3,000 rpm. The Commemorative Edition cars used a \u201cred box\u201d controller with altered boost settings, working in tandem with a revised distributor and fuel-pressure regulator, to make 185 hp at 5,500 rpm and 201 lb-ft at 2,800 rpm. S models displaced 2,119-cc\/129.3-cu.in. and made 140 hp at 6,000 rpm and 133-lb.ft. at 2,900 rpm.<\/p>\n

These notably durable engines use a timing chain rather than a belt, and if the guides aren\u2019t badly worn, a tired chain can be replaced without pulling the engine. Blue exhaust smoke may indicate a failing turbocharger, but rebuilt units can be sourced for around $500. Replacements of wearing mechanical parts for these engines are largely still available through Saab Official Service Centers (saabparts.com\/us<\/a>) and multiple specialist retailers.<\/p>\n

Transaxle<\/h3>\n

\"Saab<\/p>\n

The front-drive 900\u2019s engine, transmission, and differential form one compact unit. A five-speed manual gearbox was standard on every convertible, and indeed, the only gearbox available in Commemorative Editions. The single dry-plate clutch is located at the \u201cback\u201d of the engine, which faces the front of the car; clutch services are famously easy thanks to this design. A whine in fourth or fifth gear may signal the failure of transmission pinion bearings; note if the gearbox pops out of gear or is difficult to engage, as engine removal is necessary for access. Low-stroke clutch engagement can indicate failing seals in the master or slave cylinders.<\/p>\n

A three-speed Borg-Warner automatic with a torque converter and its own oil cooler was optional on all other variants. While it suits the torque curve of the turbocharged engine, the auto is considered primitive today since it keeps the engine at higher rpm on the highway and exacts notable penalties in performance and efficiency. Die-hard manual fans commonly replace automatics with five-speeds out of donor cars, a procedure well documented on saabnet.com<\/a>. <\/p>\n

Suspension and Brakes<\/h3>\n

\"Saab<\/p>\n

Throughout their production run, classic 900 convertibles paired a sophisticated double-wishbone front suspension containing pivot-mounted springs, gas shocks, and anti-roll bar with a five-link, Panhard rod-located solid rear axle and rear anti-roll bar. Power-assisted rack-and-pinion steering was used, as were four-wheel disc brakes behind 15 x 5.5-inch alloys of varying designs; the handbrake acted on the front wheels in 1986 and \u201987 models, and on the rears from 1988-on. Despite their SPG-like looks, Springtime In Sweden and Special Edition models shared standard 900 suspension components.<\/p>\n

With age and use, 900 steering racks will develop leaks. While rebuilt racks are difficult to source, repair kits are available and typically cost around $50. Play in the steering column indicates the failure of a small plastic bushing that costs less than $10; its replacement can be done by any reasonably handy DIY\u2019er with a good set of tools, including Torx bits to remove those fasteners Saab frequently used. As with any front-drive car, inspect the CV boots for tears and listen for clicking or popping noises in tight turns; replacement CV axle assemblies remain available. Pay attention to the right inner drive because the exhaust pipe runs under it and heat can burn away the sealing ring, causing grease loss and the eventual failure of the discontinued cup- a symptom is noticeable vibration on acceleration. Replacing brake pads requires a special tool to secure the calipers, but this can be made at home with flat strip metal and two screws.<\/p>\n

What To Pay<\/h3>\n

\"Saab<\/p>\n

*Source: J.D. Power<\/p>\n