1986 Saab 900 4-door saloon.
There are some cars which really seem to be timeless - their design
just being what it is, and never seeming to really look any older, no
matter how many years pass by. To me, the Saab 900 is one of
cars. The main reason for that to be honest, is probably that
so completely different to pretty much anything else on the road at the
time in styling terms - and still is - that it doesn't really have a
"look" which anyone can instantly pin down to any specific period.
The fact that the design was in production largely unchanged
for around 15 years probably has a lot to say there too!
Personally, I prefer the 2-door out of all the
body styles, but it's a 4-door we've got shown here.
A heads up
to anyone ever considering buying a C900 (That's Classic 900 in Saab
speak) in this colour...it looks real nice. Do accept however
will need to wax and polish it regularly if you want it to hold
anything resembling a shine.
This being a car from 1986, just
predates the facelift which saw the "face" of the car change somewhat,
with new headlights, bumpers and radiator grill. The chrome
here also disappeared in favour of matt black parts after the facelift.
I'm of two minds about that - I'm a complete sucker for
chrome - but
also think it does give the car somewhat of a cleaner look...so you can
come to your own conclusions there.
From the front, the low, wraparound bonnet and windscreen are
The tow bar shown above isn't original - though judging from its
attachments it's been with the car (and destroying unsuspecting peoples
kneecaps) since many years ago, I'd assume the original owner had it
fitted soon after buying the car.
From the rear, the saloon isn't quite as distinctively styled as the
hatchback version - but is still very definitely a Saab, with the
steeply sloped bootlid and massive bumpers - which are ideal for
sitting on when you're at a classic car show! Like the
classic car show shown below actually - this was the annual Morris
Minor Owners club arranged Classic & Vintage Rally held at
Fyvie Castle in 2007. Parked here next to a very good friend's
lovely Jag XJ6 Sport.
In 1986, while it was starting to become rather less of a novelty, it
was still by no means a given that any car would have a five speed
gearbox - so like a number of companies, Saab wanted everyone to know
that their cars had this when you were looking at them - hence the
little badge below tucked away by the number plate. As with
all of the badges on the C900, it's aluminium with a lightly brushed
finish...no plastic here!
Opening the door - which is probably the first thing you'll notice
purely by the fact that it weighs a ton - you're greeted with a cabin
which while definitely not that of a car made yesterday, doesn't really
seem an alien environment - certainly compared to many designs dating
back to the closing years of the 1970s. Having seen this
trimmed in other colours such as grey or dark blue, I'll point out that
the beige and brown is probably the worst combination for making it
look dated! Many cars (I'd go so far to say most) also had a
centre console separating the floorspace between the driver and
passenger foot wells, this car lacks that however.
I should point out that these photos don't really point to a pristine
example...the beige seats and door cards are a pain to keep clean, and
are less than spotless in my example...still, it IS a 22 year old
car...so I think we can forgive it for needing a darn good clean.
One thing a lot of people comment on (well, those who notice such
things anyway!) is that there's a huge amount of legroom in the front
and that the floor's very flat. This is due to some very
clever - if hugely unconventional - design on the part of Saab under
the bonnet. The engine is mounted a long way forward,
effectively backwards (so the flywheel is actually at the FRONT of the
car), and sits directly on top of the gearbox, power being transmitted
from the clutch to the 'box by a chain drive. To fit this
under the low nose of the C900, the engine's canted over at 45 degrees
- making it look suspiciously like half a V8.
In the back things aren't quite as roomy as the front - but are still
very good for a car of this era. The fact that it came with
seat belts, proper three point ones in the case of both the side
passengers long before they became a legal requirement demonstrated
Saab's safety consciousness. Many cars also had a centre
armrest in the benefit of passenger comfort in addition to headrests -
not on this base-model example however. The rear seat's
unusually springy, but is quite comfortable actually, even on pretty
The only real thing to watch with this car is that you don't crack your
head getting into the back...or maybe that's just because I'm terribly
The rear doors on the 4 door C900 close with a REALLY satisfyingly
loud, solid *THUMP* as well.
Once you've slotted yourself into the drivers seat, a few things will
immediately spring to mind. The first of which is that while
it might not look quite as modern as cars coming off production lines
today, that a lot of companies could learn a lot from looking at this
cabin. The fact that Saab also had experience in the
aerospace industry really did show back in this time period.
Everything that you could possibly need sits right at your
fingertips, from the indicator and windscreen wiper stalks to the
heater controls, even to the stereo. Yes, the stereo and
heater controls, which even today manufacturers seem to insist on burying
down by the gear lever on a number of cars. Virtually
everything is in your line of sight. The one exception to
that being the button for the rear fog lights which is obstructed by the
steering wheel, tucked away just below the main headlight
control...we'll forgive them that though, as I think I only ever
actually needed to press it once when I had the car...and that was to
check they worked the day before the MOT!
The instrument panel in front of you is another thing worthy of a
mention, being an absolute picture of clarity, telling you everything
you need to know and not needing you to really apply any thought to
interpret it. Especially of note is that the warning lights
are actually large enough that you've got a chance of noticing them
while driving, even if you're concentrating on dealing with heavy
traffic and have the sun shining on the instrument panel - the fact
that they're right at the top - hence as near as possible to your line
of sight also I would think is by design rather than chance.
The main beam indicator on this panel is one of the earliest I've
seen with a lighter dot added to - the purpose of this being to aid you
in seeing that the otherwise rather dim light is lit if you've
accidentally switched main beam on in daylight. Finally, it gets
a mention for being one
of the few examples of a front-lit instrument panel which works well,
managing to provide both a useful level of lighting and without
introducing any annoying or distracting reflections.
Unfortunately, that didn't stop my camera reflecting its
flash back off it terribly.
Just off to the left, you've got the heating and ventilation controls
and the stereo (excuse the circa 2003 CD/Radio, which I realise spoils
the originality a bit!), and the controls for things like the hazard
flashers and rear windscreen demister. In a car with air
conditioning and/or a rear windscreen wiper these buttons would be on
the opposite site of the cigarette lighter where the positions are
blanked off on this car. Unlike many cars of its age (and
many far newer!) all of these controls are backlit very clearly.
In fact, Saab seemed to be downright lighting obsessed, with
lights also making an appearance in the glove compartment and the
ashtray. Unfortunately, as the sidelights are on whenever the
ignition is, this simply meant that after 22 years of use, that there
were a heck of a lot of bulbs for me to change - those in the heater
being particularly awkward to get to.
The fasten seat belts light (legal requirement in Canada - but common
sense elsewhere) also lives down here. What puzzles me
however is why in addition to this light here - later C900's also had a
fasten seat belt light on the instrument panel (between the oil pressure
and low brake fluid lights if I remember rightly), which never appeared
- at least on UK spec cars - to be used. Can anyone confirm
that this was in active service on cars overseas? ...Okay,
I'm a geek who finds instrument panel design interesting...you'll just
have to deal with me.
The heater controls are pretty obvious - though the one thing which may
come as a surprise to many people is how light the air distribution
control is. This is because it doesn't actually do the moving
around of the big, heavy flaps to control the airflow. That's
all done by a complex network of vacuum hoses and servos behind the
dash. This results in quite distinctive hissing and clunking
noises emanating from deep within the fascia whenever the control is
moved. The fan is only ever actually off when the
distribution control is set to "0" - the 6 o'clock position.
Useful, if like me you've got a heater fan which squeaks at
The heater in the C900 is one of the most effective I've ever
encountered (probably not least because it's got a heater matrix not
far off the size of the radiator on some small cars!), quite capable of
making the air coming out the vents verge on being painfully hot.
It's also nice that it can supply cool air to the face while
distributing warm air elsewhere in the car...I really miss that in a
lot of cars. Irrespective of what the ambient temperature is,
I tend to like a cool breeze blowing at my face.
So you've familiarised yourself with the controls, and figure that you'd
like to take a test drive...this is where you suddenly find yourself
holding the ignition key in one hand, and scratching your head with the
other. Basically because you've just tried to put the key
where all the likely candidates for the position of the ignition are -
and failed to find it. This is one of the wonderful idiosyncrasies
of the C900 - the ignition is in fact tucked away
between the seats, right down by the handbrake - while looking there
you'll also find the choke on carb equipped models. The
ignition surround is illuminated when the interior lights are lit to
help you find it. The switch next to the choke being the
override to switch the excellent interior lights on if the doors are
While it might seem a bit odd having that tucked away down there, it
does make a lot of sense, both from a safety and security point of
view. Safety wise, it means that there are no hard structures
right next to your knees. Security wise, the steering lock is
substituted in the C900 by a gear-lock. To get your keys out
of the C900, the car must be in reverse - and once the key's removed,
you cannot get it out of reverse. The location also makes it
rather harder to interfere with than a conventional steering column
Also means that you've no excuse for your C900 rolling off if you've
got a duff handbrake - as unless you've left your keys in it, it should
be in reverse! Automatics work just the same, but with park
being the "safe" gear rather than reverse.
The odd ignition location, having to remember to select reverse before
taking the key out - and of course remembering you're in reverse when
starting the car (that's important!) are all things you get used to
very quickly though - even if it does feel a bit odd the first time you
start the car with the wrong hand, away down by the handbrake. It
also means that you end up leaving every car or van you drive for ever
more in reverse every time you get out. This has caused my poor long
suffering father much frustration getting into his car after I've been out
Once you're on the move, it's very easy to forget how old the design of
the C900 is - very easy. While the basic 8 valve single carb
engine only has 113bhp and is pulling quite a lot of car meaning it
really isn't hugely fast, it's quick enough, and is a willing enough
engine, revving quite cleanly through the band, though rather trashy
at the top end. The fuel injected 8 valve engine had far more
torque, and the later 16 valve engine saw electronic multi point
injection and a heck of a lot more power introduced. Of
course, there are also the turbo versions which don't hang around even
by the standards of your typical family car today. There is
quite a distinctive whine produced across the rev band from the engines
in all C900s (I believe the drive belts for the power steering, water
pump and alternator may be partly responsible - as they are only a few
inches behind the bulkhead), but noise levels aren't offensively loud.
Make no mistake though, this is an area where modern cars are
well, well ahead of the Saab - there's a lot more wind and mechanical
noise than you'd get in even quite a number of small cars.
The exhaust was designed when there were less stringent
limits on the noise emission levels as well, so even that's quite loud
by modern standards. The earliest cars had systems which
produce a very boomy note in the middle of the rev band, it's not really
intrusive, and is very distinctive - a sound a Saab enthusiast can pick
out from a good distance away! The 8v cars after 1985 had the
system redesigned, bringing an extra silencer into the equation,
resulting in an unfortunately rather muted soundtrack. The
16v cars have a very sporty rasp from around 3000rpm upwards - the
reduction in mechanical noise from the timing gear though and just
generally more refined nature of the 16v engine means that even taking
into account the sporty, raspy exhaust, it's definitely the quietest of
the lot. Whether you prefer the more raw sound of the early
8v cars or the sporty soundtrack of the 16v is up to yourself really.
The turbo versions were fitted with a different system again,
and while I've not really heard one of them used in anger, I can vouch
for them having a lovely burble at idle.
The suspension maybe doesn't have quite the same ability to soak up
bumps that a modern car of this type would - but even so it's certainly
not uncomfortable by anyone's standards. The car pictured
here was in quite desperate need of a new set of rear springs - but I
know from my other C900 how the car SHOULD ride, which is really not
badly at all.
The steering however must have felt really quite incredible to the
first few people who had shots of these cars. The steering
wheel is pretty much average in size, but with a satisfyingly thick,
chunky rim which feels quite satisfying in the hands and is comfortable
to hold for long periods of time. The steering on all but the
very first C900s is hydraulically power assisted, and they've managed to
get it just right. There's just enough weight left in it to
give you a tremendous amount of feedback through the wheel - so you're
completely confident in what the wheels are doing, but without making
it prone to snatching, or too heavy. All too often I find
that where the steering's fine at low speeds, that it's terribly vague
at higher speeds, a phenomenon that this car is free from.
After my first time behind the wheel of a C900, I found myself rather
surprised. There cannot be many cars of this age, this size
(because it ain't a small car!), weight and level of comfort which
manage to be quite so incredibly agile. Once you get one of
these on the twisty stuff, you can really forget the relatively low
power output of the engine purely thanks to the incredibly nimble and
balanced chassis. If you do start to push it, the tendency is
for the car to start to understeer when the grip starts to run out, but
it does so in a very progressive and controllable way, there's no
sudden transition from grip to slide, and it has really quite a
surprising degree of grip, even with 22 year old, saggy springs on the
back and less than stellar tyres! The 2-door is reputed to be
the best handling of the bunch, as it's got both the stiffest and
lightest body shell - and my experiences back that up - though I'm by no
means saying that the 4-door's to be overlooked...these things can
out-handle a lot of hot hatches.
The only thing which really detracts at all from the whole driving
experience is that the gear change is a bit vague. It's not
hard to use or anything, and is a very light shift (if it's not - check
that the lever's adjusted properly - there are three screws around it
under the gaiter which often work loose, throwing the alignment out),
it just feels a bit vague and clunky when you're comparing it to the
likes of the steering and brakes, which work so well. The
automatics are a fully hydro-mechanical 3-speed Borg Warner unit (Type
35 on the earliest cars, later ones fitted with the type 37), and shift
smoothly if set up right, and are certainly very willing to kick down
when you boot it. My first C900 was an 8 valve injection car
with an auto box, and that really seems to be a fantastic combination -
the torque curve of the 8 valve injected engine seemed to be a perfect
match to the gearbox, resulting in a very surprisingly swift motor.
I'm not a fan of automatics generally, but got along very
well with the one in my first C900. The only real problem is
that it lacks a lockup mode for cruising - that makes for a rather
noisy motorway driving experience, and dismal fuel economy unless
you're very gentle (you'll struggle to see more than 25mpg (imperial)).
If it had a proper top gear...I'd really
struggle to criticise it.
Brakes are almost incredibly good for a car of this age, well on par
with the anchors in any car you'd get into today (ABS was an option on
cars after 1988 I believe), and even though the caliper design on
earlier cars tended to result in a rather temperamental handbrake -
there was never anything wrong with the foot brake. A very
progressive pedal which makes stopping smoothly no problem at all, even
at low speed. There's easily enough power there to bring the
car to a stop in a great big hurry from speed without any drama, even
bearing in mind its not inconsiderable weight.
Around town it's a great drive. Plenty of bottom end torque,
a gentle clutch and fantastic all round vision make for a pretty
relaxed drive. Turning's no problem either if you do take a
wrong turn, as despite only being a few centimetres short of five
metres in length, it's got a very sharp steering lock, resulting in a
surprisingly small turning circle. While it's a long car,
it's not actually very wide, so it's not too bad to park, the bumpers
offering good resistance to the odd scuff and ding from inconsiderate
(or incompetent) drivers who might nudge you while parking/existing
spaces in front or behind you if you're parked at the roadside.
If you're looking at a C900 though, you're probably someone who enjoys
driving though, not someone who's just looking for a city commuter car.
You want a proper classic which you can use every day, or at
least regularly. In which case, the C900 isn't a bad choice.
Just to bear in mind that even the latest of them first saw
tarmac in 1994, so are going to need a bit more looking after than a
car produced yesterday, especially where keeping corrosion at bay is
concerned. It's rust that kills the vast majority of C900s,
the mechanical parts will generally go on for a long, long time, 200K
miles on original engines not being at all uncommon.
Gearboxes have been identified as probably the weakest link
mechanically - though problems seem to be most common on the higher
performance cars such as the turbo variants, or 16V models which have
been driven hard. I'm not going to write a full "what to look
for" guide here, as plenty of people have done that already, and those
people have considerably more experience than myself. Go take
a look at the guides which you can find on UKSaabs, which is linked to
from my links page, there are guides there, and a good number of people
who should be able to answer any of your questions.
From a drivers point of view though, the C900's quite at home on
today's roads. They're comfortable, general maintenance is as
easy as you could ever wish for (though lack of gearbox oil drain plugs
is a pain on later cars, making changing the gearbox oil a lot more of
a faff), and if well maintained, they're usually dependable cars.
As far as reliability's concerned, the 8v carb cars such as that on
this page are very simple under the bonnet, but can be more prone to
niggling problems like carbs drifting off tune, sticking choke cables
and the like. The 16V cars are more powerful and a lot more
economical, but do have a lot more in the way of electronic trickery to
go wrong. Turbo models of course are rather more sports cars,
and are rather more highly strung cars, needing religious maintenance
if they're going to be reliable.
Probably one of the most common problems you're likely to encounter are
suddenly appearing electrical gremlins - more often than not, these
tend to be tracked down to a dodgy earth connection. More
often than not, this tends to be traced back to the main earth
connection for many vehicle electrical systems - down by the bottom
right hand corner of the radiator. This gets bombarded by all
the spray off the road and baked by the nearby exhaust manifold, so
tends to dissolve. Remaking this and ensuring it's kept
liberally coated with grease is a good idea, and while rather fiddly to
do (the wires really aren't any longer than they needed to be!), will
save a fair amount of repeated hassle in the long run.
I think it's fair to call the C900 one of the worlds real practical
classics. It's a car that's unique enough to have really
attained proper classic status, and even if it was ten years newer, its
looks alone would probably have seen to that. The fact of the
matter is though, that you really could (and I have done!) use one
every day, provided you can look after it and afford to put petrol in
Comfortable to drive.
Can carry four people in comfort...five is a bit of a squeeze though!
Luggage space decent in saloon - fantastic in hatchback.
Cabin ergonomics that many modern cars struggle to beat.
Basic maintenance you can go with your eyes closed.
While not really up to today's lofty standards - for a classic, these
cars are pretty safe. Volvo and Saab have always been
synonomous with safety.
16V and turbo versions don't hang around.
Some of the most distinctive looks of any family car from the last 30
Can be thirsty, especially autos.
Single carb engines could do with a bit more power - they struggle a
bit with a full car load.
Some service items - notably exhausts for one - can be quite pricy.
Earlier cars with front handbrakes need regular adjustment of the
mechanism if you want a working handbrake.
Electrical gremlins not uncommon - though these can mostly be traced
back to one dodgy earthing point (right hand side of the radiator).