Buyer's Guide: 1986-'94 Saab 900 Convertible

Body

The work ASC did to develop the convertible out of the unit-body 900 two-door sedan was a springboard for Saab’s 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’s 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.

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’s an indication the interior has been soaked, you’ll 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’ll 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—as well as the welded-on outer front fenders—can be purchased new.

Interior

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’s folding top used an attached glass window that could be unzipped for ventilation, although doing so wasn’t 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-’94) 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.

All U.S.-market 900 convertibles came with leather upholstery; this material can dry out and shrink after getting wet, so it’s 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) 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’s cable sheaths are damaged, but repair tutorials live online. Be forewarned that it’s nearly impossible to find a convertible with an intact dash top; molded plastic and fabric/carpet-style covers can hide unsightly cracks.

Engine

Every Classic 900 was powered by Saab’s Triumph-derived, longitudinally mounted “slant” (45-degree) four-cylinder engine, reengineered by the Swedes in “H” 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-’94 Turbos offered 160 hp at 5,500 rpm and 188 lb-ft of torque at 3,000 rpm. The Commemorative Edition cars used a “red box” 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.

These notably durable engines use a timing chain rather than a belt, and if the guides aren’t 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) and multiple specialist retailers.

Transaxle

The front-drive 900’s 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 “back” 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.

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.

Suspension and Brakes

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 ’87 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.

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’er 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.

What To Pay

*Source: J.D. Power

• Low $3,250
• Average $6,500
• High $9,000

Note: In two years of classic.com sold-car listings, 25 900 Turbo convertible selling prices averaged $15,765; the two 900 S convertibles sold averaged $17,500.

Parts Prices

• Brake rotor, front, ’88-’94, OEM $86
• Clutch kit, ’86-’89 $130
• CV boot kit, inner/outer $13/$12
• Front fender $471
• Fuel pump, OEM $318
• Hydraulic cylinder, convertible top $565
• Knock sensor, OEM $77
• Shock absorber, front $66
• Thermostat kit $16
• Voltage regulator $60

Tips From A Pro

Michael Connelly of Conntech Saab Specialists in Warwick, Rhode Island, offers advice on 900 convertible purchases earned from decades of experience with these cars.

-The Girling brake calipers used through 1987 are becoming very difficult to source; some owners are resorting to converting their cars to the 1988-up, rear handbrake system. Specialists like White Post Restorations can rebuild good caliper cores. 1987-’89 brake boosters are also challenging to locate.

-1986-’88 convertibles offered limited adjustment of door glass, but inclination adjustment was added for 1989, making it much easier to achieve proper window position/sealing.

-1986-’89 automatic transmissions used a final drive ratio that allowed quicker acceleration, but higher cruising rpm; revised 1990-up Type 37 automatics were a bit more relaxed at highway speeds.

-The manual transmissions in 1989 and 1990 models were the most durable and had the best shifting feel.

-Airbag steering wheel clock springs can break if the steering column bushing fails. Clock springs for the 900 are NLA, but it’s possible to convert to the more durable 9000 version; search “Saab 900 classic convertible clock spring wire replacement” on YouTube for a tutorial.

-1992-’94 factory (Alpine) alarm systems are compatible with adding aftermarket remote locking.

-Despite increasing values, you can still buy a solid, functional convertible for less than you’d spend to restore a rusty example.