How does it drive?

Saabs are as quirky to drive as they are to look at, thanks to both the unusual mechanical arrangement and the distinctive, aircraft inspired ergonomics. Overall there’s a sense of confidence-inspiring solidity, informed by the typically safety-focused Swedish ideals.

But thanks to Saab’s long traditions in rallying and a more performance-orientated mindset there’s also an emphasis on sharp handling, the sophisticated front suspension meaning better than expected steering response and predictable balance.

True, the general vibe is fairly described as nose-heavy and less exciting than the BMW 3 Series you might also have considered at the time, but that’s more than compensated for by the distinctively boosty rush of power on the turbocharged models, especially the more powerful 16-valve versions.

 What’s good?

Saab’s independent thinking has always had huge appeal to both the aesthetically and technically curious driver. And the 900 rewards that engagement from the moment you open the door, drop into the driver’s seat, appreciate the visor-like sweep of the windscreen, the carefully considered ergonomics that prioritise controls according to those you use most and quirks like the ignition barrel in the centre console behind the gear lever.

Some might consider the styling somewhat odd, and it’s true the long front overhang can look ungainly from some angles. But few cars have made three-spoke alloys look good, and the more the years go by the better and more distinctive the 900 looks.

They’re also built tough and, looked after properly, can go on for ever. The huge boot and excellent long distance comfort and refinement also make them very usable, and as appreciation grows and numbers dwindle the good examples are likely to get increasingly sought after.

What’s bad?

While superficially similar on the outside, once you start delving into the intricacies of the different engine, trim and model year differences the 900 range quickly gets very confusing. And that’s just the turbocharged ones. Refining your search is one thing, but finding one will likely then prove nearly as big a challenge, given how few there seem to be around these days.

As such it’s probably best to narrow your search down to a few key must-haves but accept choice may be limited and you’ll just have to go with the best you can find. Mechanical toughness is a blessing and a curse as well, given many will have limped on with minimal care to the point that restoring them to proper condition will now be an expensive and complex business.

The desirable models like the 16-valve turbos and rarities like the Carlsson and Ruby special editions are also getting very expensive now.

Which model to choose?

While the naturally-aspirated cars shouldn’t be dismissed out of hand there’s little doubt a turbocharged 900 of some form or another is probably the way to go if you want the full Saab experience. In terms of bodystyle the convertibles have a following but it’s fair to say the five-door hatch and saloon versions are less desirable than the three-door most consider the definitive shape for the car.

Narrow that down to the super desirable Aero models with their wind-tunnel honed bodykits and iconic three-spoke alloys and you’ll quickly find your choices limited and prices rising.

The heart says one of these – or at least a 16-valve ‘Full Pressure Turbo’ – would be top of the wishlist. But your money may go further if you’re willing to broaden the search to less overt Low Pressure Turbo or eight-valve models, given they still have plenty of performance and the necessary character to put a smile on your face.

Specifications – Saab 900 Turbo 16S (1987)

2.0-litre four-cylinder, petrol

175PS (129kW) @ 5,300rpm

273Nm (201lb ft) @ 3,000rpm

Five-speed manual, front-wheel drive

from 1,265kg

8.7 seconds

130mph

1978-1993 (total production)