Saab 900 1987 Repair Manual

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1993 Saab 900 Turbo 5-door Overview Manufacturer Production 1978–1998 Body and chassis Chronology Predecessor Successor The Saab 900 is a compact luxury automobile which was produced by from 1978 until 1998 in two generations. The first generation from 1978 to 1993 is known as the 'classic' and the generation from 1994 to 1998 is known as the 'new generation'. The 'classic' Saab 900 was based on the chassis, though with a longer front end to meet U.S. Frontal crash regulations.

L4-2118cc 2.1L DOHC (1992) L4-1985cc 2.0L SOHC Turbo VIN S FI (1984) L4-1985cc 2.0L SOHC (1988) L4-1985cc 2.0L DOHC Turbo EFI (1985). View and Download Saab 1987 900 owner's manual online. 1987 900 Automobile pdf manual download.

The 900 was produced in 2- and 4-door, and 3- and 5-door configurations and, from 1986, as a cabriolet model. There were single- and twin-, and engines, including both Full Pressure Turbo (FPT), and, in European models during the early 1990s, Light Pressure Turbos (LPT). 2.0 2.0 L I4. 2.0 L I4. 2.1 L I4 4/5-speed 3-speed T-37 Dimensions 2,517 mm (99.1 in) Length 4,685 mm (184.4 in) 4,680 mm (184.3 in) (S & Turbo) Width 1,690 mm (66.5 in) 1,695 mm (66.7 in) (Turbo SPG Hatch) Height 1,425 mm (56.1 in) 1,400 mm (55.1 in) (Turbo Convertible & Turbo) 1,405 mm (55.3 in) (Turbo SPG Hatchback) Chronology Predecessor Successor The Saab 900 is a front-engined, front-wheel-drive with a longitudinally mounted, 45-degree slanted, inline four-cylinder engine, front and beam-axle rear suspension. It was originally introduced on 12 May 1978, for the 1979 model year.

Sales commenced in the fall of 1978. Like its predecessor the 99, the 900 contained a number of unusual design features that distinguish it from most other cars. First, the engine was installed 'backwards', with power delivered from the crank at the front of the car. Second, the transmission, technically a, bolted directly to the bottom of the engine to form the oil pan (albeit with separate oil lubrication). Thus, power from the crank would be delivered out of the engine at the front, then transferred down and back to the transmission below, via a set of chain-driven primary gears. In similar fashion, Minis also had their gearbox mounted directly below the engine; however, the Mini gearbox and engine shared the same oil, whereas the Saab 900 (and 99) gearboxes contained a separate sump for engine oil. Refined over several decades of two-digit Saab models, the 900's design provided excellent handling and road feel.

The rear suspension comprised a typical design, stabilized with a. However, the attachment points between the axle and chassis made up an unusual configuration that, in essence, consists of two at either end of the axle: A lower control arm attaches the axle to the bottom of the vehicle, while an upper link attaches at the top but faces towards the rear, unlike a typical four-link design with both lower and upper links facing forward. 1986 3-door hatchback (pre-facelift) Early models did not have; they began appearing on certain models in 1985, and, in U.S. And possibly other markets, became standard on all trim levels by the late 1980s. The sway bars decreased body roll, but at the expense of some ride comfort and when driven aggressively, increased inside wheelspin.

The front and rear bars' diameters were unchanged throughout the model's run. The 900 utilized a deeply curved front, providing the best, calling attention to the marque's aircraft legacy. Also underscoring their aircraft lineage, the 900's dashboard was curved to enable easy reach of all controls and featured gauges lit up from the front. Saab engineers placed all controls and gauges in the dashboard according to their frequency of use and/or importance so that the driver need only divert his gaze from the road for the shortest possible time and by the smallest angle. This is why, for example, the oft-used radio is placed so high in the dashboard.

In keeping with the paradigm of its predecessor, the 99 model, the 900 employed a door design unique in automotive manufacturing, with an undercutting sweep to meet the undercarriage, forming a tight, solid unit when the door was closed. This feature also eliminated the stoop in the cabin at the footing of the door, as seen in automobiles of other manufacturers, thereby preventing water and debris from collecting and possibly entering the cabin or initiating corrosion, as well as enabling passengers to enter and exit the cabin without need to step over several inches of ledge. The 900 underwent minor cosmetic design changes for 1987, including restyled front-end and bumpers that went from a vertical to a more sloped design; sheetmetal body parts were unchanged. Being a small car factory, for economic reasons, Saab kept the basic undercarriage more or less unchanged throughout the 900's production run.

The Saab 900 could be ordered with different options. One highly sought-after option was called the Aero or, as it was known in the U.S. 'Special Performance Group'(SPG). The Aero/SPG incorporated (depending on the market and model year) a body skirt; Engineered by Martin Freestone (me) a sport-suspension (1987+) that included shorter, stiffer springs, stiffer shocks, and swaybars; leather seats; premium stereo; and air conditioning. Each of these features could, of course, be ordered independently from Saab's Accessories Catalog for fitment to standard models.

Another desirable UK option at this time was the fitment of very distinctive Minilite alloy wheels. Initially these had the words 'Minilite' and 'Saab' cast in raised lettering (later Saabs had a remarkably similar copy but made by ). Power output varied by model year and market but 900S and 900 Turbo models produced after 1985 were fitted with a engine, while the basic 900 kept the earlier engine. A 1989 Saab 900 SPG owned by Peter Gilbert of Wisconsin, was driven over a million miles, before being donated to The Wisconsin Automotive Museum. Peter Gilbert claimed a million miles out of the turbocharging unit in addition to the engine itself.

Saab gave Mr Gilbert a Aero. Facelifted Saab 900 sedan (Australia) A new grille, headlights, front sidelights and so-called 'integrated' bumpers freshened the 900's look for 1987, though the sheet metal was largely unchanged. Several common parts for the 900 and were introduced for 1988 model year, including brakes and wheel hubs. This also meant that Saab finally abandoned the use of parking brakes which acted on the front wheels.

Power steering was added on the 900i. The base 900, available with two or four doors, kept the pre-facelift appearance for 1987. Also new was the carburetted 900c. The Aero model received slightly bigger fender extensions so as to accommodate larger wheels, while the window trim was blacked out on all models. For 1988 catalyzed models of all fuel injected engines became available to European buyers, all with cruise control as standard to further help lower emissions. A water and oil cooled turbocharger (replacing the older oil-cooled unit) was also introduced to improve the unit's durability. In each of the seasons 1987 and 1988, there was a special 'one-make' race series, in the UK, called the, sponsored by and.

It was run by the. The eight-valve engines were phased out in 1989 and 1990, with the turbo versions having been removed in North American markets by the end of 1984; North American 900S models received the non-turbo 16-valve engine for 1986. A non-turbo 16-valve engine replaced the 8-valve FI unit in the 900i (900S in North America) as well, while the engines were dropped. In Europe the eight-valve Turbo dropped out with the 1989 model year, with the limited production 900 T8 Special built to celebrate this.

805 were built for Sweden, featuring Aero trim and equipment. The 900i 16 arrived in Europe, with 128 PS (94 kW). Were introduced as well, and were standard on Turbo models.

High-mounted rear brake lights appeared during 1988, and power of the catalyzed Turbo 16 Aero jumped from 160 to 175 PS (118 to 129 kW). Larger pinion bearings were fitted to manual gearboxes for 1989 to improve their strength and reliability. For 1990 eight-valve engine were taken out of production while a low pressure turbo engine with 145 PS (107 kW) was available in European markets.

ABS brakes and driver's side airbags were standardized for all North American market cars beginning with the 1990 model year. In the spring of 1990 the naturally aspirated 900i 16 Cabriolet was added. A 2.1 L (2119 cc/129 in³) engine was introduced for 1991. This engine was available in the United States until the end of the original 900, but in most of Europe, this engine was replaced a year later with the earlier because of tax regulations in many European countries for engines with a displacement of more than 2000 cc. Front seats from the were standard from 1991 on and electronically adjustable ones were available as an option.

Airbags became available as an option in Europe as well, while there was also an Aero version of the Cabriolet. The Saab 900 no longer offered the mesh wheels. There was also a change in the door locks, which carried over to the 900NG. For 1992 there were mostly equipment adjustments, with ABS brakes finding their way into most of the lineup everywhere. 1993 brought no changes, and 'classic' 900 production ended on 26 March 1993, with a new -based entering production shortly afterwards.

The final classic convertibles were still sold as 1994 models, with the Special Edition commanding top dollar in the resale market even today. In all, 908,817 Saab 900s were built, including 48,888 convertibles. Convertible.

RepairSaab 900 1987

Saab 900 Turbo convertible (Australia) In the mid-1980s, the president of Saab-Scania of America, suggested a version to increase sales. The first prototype was built by ASC, American Sunroof Company (now ). Similarly, Lynx Motors International Ltd produced two 'convertible' models, just prior to the official 1986 launch. The design department, headed by, based its version on the 3-door hatchback while the Finnish plant used the sturdier 2-door version, which also looked better and was therefore selected for production.

The initial production was not planned to be large but the orders kept coming in and a classic was born. The new car was shown for the first time at the (IAA) in the autumn of 1983. The first prototype aroused enormous interest and in April 1984, Saab decided to put the car in production at in Finland.

The production of the first 900 convertible started during the spring of 1986. The convertible usually had a engine, some with, but it was also offered in certain markets with a fuel-injected 2.1 L from 1991 on. Influenced by (GM), in 1994 the 'New Generation' (NG) 900 SE, based on the chassis, was introduced.

While this design contained styling cues reminiscent of the classic 900, the GM 900 was fundamentally a different car. For many fans of the marque, the GM 900 marked the end of Saab's technology-driven design philosophy and, in their view, the beginning of the of the SAAB brand. The cabriolet/convertible, however, was made on the 'classic' chassis for an additional year. This model is affectionately known as 'The Goose', as, in some markets, the emblem on the back of the SE version reads 'Saab 900 SE', which looks a bit like 'GOOSE.' In US and Canadian markets, commemorative versions were produced for 1994 featuring special charcoal metallic 'Nova Black' paint, a wood dash, black leather piping on the seats and higher-performing engines.

Engine development. 1986–1989 2.0L B201 Intercooled turbo H engine Saab introduced a turbocharger in 1978 in its Turbo with the (based on the designed for Saab by ). This engine was also used in early 900 Turbo models. For 1981 the B-engine was re-designed as the, which was used through to 1993 (and 1994 cabriolets). Unlike the earlier version, the H-engine is very durable.

Saab used -made mechanical continuous fuel injection in the fuel injected and 8-valve turbocharged versions, and the and electronic fuel injection systems were used in the 16-valve versions. The 2.1 L 16-valve engine used the Bosch LH 2.4.2 EZK electronic ignition system with knock sensor. 1981 was also the first year that the Turbo was available with an automatic transmission. The four-speed manual option disappeared after this year. What set the 900 Turbo apart from its turbo-equipped competitors, especially in the early- and mid-1980s, was the development and use of the (APC) boost controller from 1982. The system allowed the engine to run at the limits of. The system had a knock sensor attached to the intake side of the motor block and if knocking of any kind was present, the APC-system would decrease the charge pressure by opening a, a bypass to the exhaust.

This enabled the use of various and also made the use of the turbocharger safer for the engine. Some 900 Aeros, Carlssons and Commemorative Editions had special APC controllers in red and black enclosures (so-called 'redbox' APCs) that provided more boost and increased power to 175 hp (130 kW) or 185 hp (138 kW) without a catalytic converter. At first, Saab used a turbocharger (T3), which was oil-cooled. From 1988 through 1990, water-cooled T3s were fitted. In 1990, Saab fitted TE-05 turbochargers in the SPG models only for the USA; for other countries, and for the USA from 1991, all 900 Turbos were fitted with the TE-05. Also water-cooled, the TE-05 was slightly smaller than the T3s, providing improved throttle response and quicker spool-up.

Saab 900 1987 Repair Manual

The TE-05's exhaust inlet flange utilizes a T3 pattern. Saab 900 Ruby 900 Ruby Only available in the UK, the Ruby had the 185 bhp (138 kW; 188 PS) 'Carlsson' engine but no body kit. All were in 'Ruby' Red and can be distinguished from other 900s by the colour-coded bumpers and grey (rather than silver) alloy wheels. They also had the unique air-conditioned interior of buffalo leather with Zegna pure wool inserts in the seats and door panels. There were 150 examples and were the last classic style 900s sold in the UK. Swedish Special Edition 15 rarer LHD 'Ruby' versions were also produced. 8 were made available to the Swedish market, known as the 'Swedish Special Edition' and the rest were scattered in Europe.

They were identical to the UK spec but had a more refined lower dash or knee guard and electric front seats. Conversions.

Saab 900 Safari. Lynx Engineering produced two 'convertible' models, just prior to the official 1986 launch.

A demountable camper module, the, was created for the 3/5-door hatchback. Coachbuilder Nilsson built a wagon variant, the 'Safari'.

There were also a few Limousine conversions. A typical modification is a 20 cm wheelbase stretch. Dealer models Some SAAB dealers made special models. SAAB Wimbledon made the Sprint and the Sport. The Sprint had a special body kit, lower, stiffer springs, and P7 on 7'x16' wheels. It also came with an intercooler, full colour-coding and 3-spoke leather steering wheel. The Sport had alloy wheels, full colour-coding and spoilers, uprated suspension, 3-spoke leather steering wheel, Clarion stereo and an electric aerial.

Heuschmid GmbH offered options such as tuning, intercooler, suspensions tweaking and custom alloy wheels. EIA Motors of France made a series of 100 naturally aspirated 16 valve tuned to 158 bhp (118 kW; 160 PS). Lynx Motors in the UK made a short run conversion of the two-door 900 shell to a convertible. The Winchester edition was a 4-door slate blue sedan and blue velour interior and wood trims. Saab A.I.M of the Netherlands made two special models.

The Red Arrow: a red 900 Turbo 8V two-door (MY 1987 and 1988 - slant nose) with a grey AirFlow body kit and a whaletail spoiler. 150 were made, 100 with whaletail and SuperInca wheels and 50 without whaletail and with 15-spoke Turbo85 wheels instead (shortage of expensive parts). Tan cloth interior with Carlsson steering wheel, bit manual mirrors, window and lacking air-conditioning.

And the Silver Arrow (MY 1985 and 1986, flat nose): Metallic silver 900 Turbo 8V sedan (known as tudor or notchback) with special red/anthracite side striping, wooden four-spoke steering wheel and gearknob, labrador grey cloth interior, with only manual windows and mirrors. Engine was with intercooler, delivered 155hp (no catalytic converter yet, so Red made a bit less as it had it already). 200 Silver Arrows were made (many sources wrongly claim 150). Both Arrows have a special plate on the dashboard with a unique number 1-150 and 1-200 and also nice logo on the sides of the hood - above the fenders and on the back. It is however believed that none of Arrows actually reached planned numbers for the limited production run - highest Red known is 138, Silver is 186.

There are also few convertible versions styled as the Red Arrow (red car with grey AirFlow body kit), with no special version designated to it. Red Arrow is sometimes referred as 'poor man's Carlsson' because while using same body kit, it was not coulour-coded, only equipped with tan velour interior instead of leather and used the outdated 8-valve turbo engine - this was later described as an attempt of the dealer to make last 8-valve versions appealing and somewhat special to make some profit. This was similar to the Swedish 900 T8 Special (model year 1989). Convertible Variants included 900i (4-cylinder, non-turbo), S (4-cylinder, non-turbo) and SE (4-cylinder turbo or V6) models in three-door, five-door and body styles. For 1997 and 1998 only, there was also a, after a record-breaking endurance test in 1996, on the. Depending on market, the NG900 was available with a choice of 2.0 L or 2.3 L Saab 16-valve engines (Saab engine codes, ) in naturally aspirated or turbocharged form (2.0 L only), as well as a 2.5 L version of GM's European. Engine management for the turbos was by Saab 5 with (SDI) and, and for non-turbos by Motronic fuel injection.

A -operated was provided for naturally aspirated engines in some markets. In contrast to the 'classic' Saab 900 with its longitudinally mounted engine and front-hinged hood (bonnet), the NG900 had a more-common with rear-hinged hood (bonnet).

Sensonic The 'Sensonic' clutch variant, (available on Turbo models only) provided a manual gear lever as in a standard car, but omitted the clutch pedal in favor of electronics which could control the clutch faster than an average driver. When a driver started to move the gear shift knob/gear selector lever, a computer-controlled actuator operated the clutch. With the car in gear but stationary, the clutch was released only when throttle was applied. If neither brake nor gas pedal was depressed, a warning tone sounded and a message flashed on the on-board display, and if no action was taken after 7 seconds, the engine was shut off. A 'Hill Start' function for Sensonic-equipped cars (as described in the owner's manual) was intended to assist in getting underway on hills, by engaging the car's clutch to prevent rolling backward. However, this feature was not actually implemented on the car. Sensonic was discontinued after a short timeas it proved unpopular.

Saab Information Display The NG900 introduced the, or SID (available on S or SE models only), which gave the driver real-time information while driving, such as fuel efficiency and outside temperature. Base specification cars had a digital clock in place of the SID and a non-digital instrument panel with a mechanical odometer (as opposed to the digital odometer on higher spec models). The SID also controls other vehicle components, including but not limited to audible warnings for turn signals and the vehicle's horn. NG engines. 2.0 L normally aspirated 16-valve four cylinder, 130 PS (96 kW; 128 hp). 2.0 L normally aspirated 16-valve four cylinder with no, 133 PS (98 kW; 131 hp). 2.0 L 16-valve turbo, 185 PS (136 kW; 182 hp).

2.3 L normally aspirated 16-valve four cylinder, 150 PS (110 kW; 148 hp). 2.5 L 24-valve 54º, 170 PS (125 kW; 168 hp) Night Panel. One Saab innovation, inspired by the company's roots in, was the 'Black Panel' feature available in classic models through the turn of the panel dimming knob,and subsequently available (on S or SE models only), through the touch of a button on the SID(Saab Information Display) digital panel(classics had analog display, which extinguished most instrument panel lights, to eliminate distraction from dash lights during night driving. While active, the SID activated feature permitted darkened instruments to re-illuminate themselves when they required driver attention - if for example, the engine speed increased alarmingly or if the fuel level should drop below 15 litres (4 US gal). This feature was later renamed 'Night Panel' in and models. In the later Night Panel version, the speedometer is only illuminated up to the 87 mph/140 km/h mark.

The remainder of the scale will only be illuminated if the speed of the car exceeds 84 mph/135 km/h. Under the leadership of General Motors, Saab was re-branded as a luxury maker. This meant that the NG900 would be positioned, and priced, above the, with which it shared its chassis platform. It would also make the bottom-of-the-range 900i more expensive than the Vectra. This led to cost-reduction measures for the 900i.

The 900i would lose its rear-window wiper, the exclusive, and would utilize a different instrument layout with a mechanical odometer instead of a digital one, first versions were even lacking rev meter. The NG900i would also lose its rear spoiler.

Some of 900i were later equipped with a standard instrument cluster and the basic SID. The 900i was only available in Europe, Australia, New Zealand and Japan as a three-door or a five-door with a choice of a 2.0. It did not sell very well in the UK and Australia, where the S and SE models were popular with Saab drivers. It was, however, popular as a cheaper alternative to the S and SE models. Special models and limited editions Below are few special limited versions of NG900 derived fom 900 SE 2.0 Turbo with 185hp that are specific to some countries, as some local dealer produced them, or specific to the tuner that made them when ordered by dealers or SAAB itself. None of them is recognizable by the VIN, all are decoded as a standard 900 SE. R900 1996 - Germany.

R900 was the first special model of NG900, produced as a civil version of Group A race car for SAAB Germany by a tuner Uli Weinmann in Upper Franconia as an upgraded 900 SE Coupe. It was limited to 200 pieces, with some special features. In the interior, front seats only were replaced by foldable fully leather Recaro sport seats (well known as optional equipment from Ford Cosworth and Turbo models), dashboard fascia was covered by carbon fiber and sporty metal pedals were added. Exterior was painted pearl black metallic with R900 decals on the rear hatch, but also front fenders above turn signal lights. Color-coded mirror covers and front / rear spoilers by Zender were added, that later found their way to other limited editions and the Talladega version as a standard. Suspension was lowered by 30mm for exceptional handling and 3 inch diameter stainless steel exhaust was added to provide some sporty sound.

6-spoke 17' ATS Type 10 wheels in matte silver used for NG900 first time approved 245/35 tires, or optional 225/45 16' version approved as well, described on a sticker on the driver's side B column. Performance was left unchanged on 185 hp, as manual, automatic and also Sensonic transmissions were used. Later some of R900 cars were upgraded by Hirsch Performance (Swiss SAAB tuner) to Stage 1, producing 222 hp and 310 N⋅m on manual or 275 N⋅m on automatic transmission.

Acceleration 0-100 km/h time was reduced by this from (aut/man) 8/9,5 s to 7,4/7,9 s. While no hardware was actually replaced on the car, this ECU modification cost around 2000 CHF at the time. It is believed that R900 influenced the SVO project and later the Viggen model development. Many of those cars no longer exist, however there is a discussion board that tries to keep track of some 30 cars that remained registered in Germany, but there are known examples in Czech Republic, Baltic countries and even Iceland.

SUN Beach 1996/1997 - Switzerland. SUN Beach by RINSPEED was produced for Swiss importer Scancars, limited to only 70 pieces. 900 SE Convertible was used as a base and again, changes were mostly cosmetic, since the performance was the same at 185hp.

Price was set to 70 000 CHF at the time. The most changes were done in the interior. All headrests were in turquoise color with SUN Beach logo embroidered. Turquoise carbon fiber trim could be found on dasboard fascia, above the glovebox, on air vents, over the SID, radio, ashtray but also on the windows controls, even on door handles.

Shifter lever gaiter and knob were of same color too. Armrest was added to the equipment.

Saab 900 1987 Repair Manual Download

Exterior was painted in Neptune Turquoise Metallic color with color coded front Zender spoiler and rearview mirrors, it was pearl effect paint shimmering between purple and green or blue. Car was 30mm lowered using Eibach springs and yellow Koni schock absorbers. To take further advantage of upgraded suspension and also add to the look and style, chrome version of wider 5-spoke 16' Moda M1 by BBS wheels were used with 225/45 tires. Since wide tires are not optimal in winter conditions, each original buyer also received a set of original 16' alloy wheels, which were fitted with 205/50 winter tires. Many of these cars are known to be equipped with Sensonic transmission. Apart from headrests, SUN Beach logo was also on a sticker below the outer right rear light and just above the strip on the rear quarter body panel by the door gap. It was on the wheels hubcaps too.

These models are now registered in Germany, Belgium, Netherlands, Czech Republic and even Norway. Aero 1996/1997 - Italy. Strangely enough, there is no official Aero version of NG900 compared to 9000, 93 or 95. This special version was created by SIDAUTO dealership, then belonging to Odoardo Pagani (in his honor - by his grey suit, SAAB named the color referred as Odardo / Edwardian grey). The actual production number of such versions is unknown, it is believed to be originally set on 200, while it is also known that not all body kits were used.

No upgrades were done to the performance as well, apart from sport suspension everything stayed the same as 900 SE / 900 Talladega. All are equipped with manual transmission, as the automatic was lacking the true sportiness. Car was only made as a Coupe, in silver metallic or solid black, while silver is believed to be far more common.

Both color versions however used that Odoardo grey bodykit, which is a tribute to the Classic 900 SPG / Aero with similar AirFlow body kit. Therefore also front and rear bumpers are grey. Front bumper and rear hatch had Zender spoilers, both were color-coded together with mirrors. Metallic silver wheels were used of rather standard SAAB 3-spoke design, known from 9000 Aero version, made by RONAL as SuperAero 16' running also standard 205/50 tires.

In the interior, standard black leather seats were used, some of them perforated. Same leather was used on doorcard inserts. Other than the carbon fiber trim on the dashboard, the interior was also standard.

The body kit consisted of side skirt, which was one piece together with front and rear fender panels and a separate door panel. There was a SAAB name logo inserted in front fender panel, below the turn signal light. This version actually carried Aero badge (same part as on the 9000 Aero), placed after the 900 model designation on the rear hatch. Some of the body kits produced were never mounted on the Aero version (most probably because the planned production number was not built) and were used by individuals on Talladega Coupe, R900 or even Viggen and 93 Convertible models. Last such body kits were sold as late as 2004. Not many of NG900 Aero models are still registered, for example handful of silver and black are known to still be in Italy, two black are in Poland, two black also in Sweden, few silver ones in Czech Republic, one black is also in Belgium Slovakia and Latvia.

Mellow Yellow 1997 - SAAB Europe version. Presumably 350 yellow SAAB NG900 Convertible models were made, of which 32 were exported as US models.

Of the rest, 210 were converted to the limited edition by Rinspeed. Many sources claim there were only 150, which is known to be untrue due to special reason. An unusual accessory was supplied - wristwatch MARK XII of the Swiss brand IWC. Of course, the automatic watch was similar in appearance to the convertible.

The case and dial were titanium colored, the leather strap lights up in a rich yellow. The watch model was slightly different than standard MARK XII, for example instead of the words 'MARK XII AUTOMATIC' the watch beared the words 'SAAB AUTOMATIC'. It was made in limited number of 210 pieces. The price of the watch is now similar or even higher than the car itself.

At the time of release, the car with wristwach as a gift accessory, cost around 74 000 DM. The car itself is mostly a standard NG900, painted in Monte Carlo yellow solid color as a tribute to much liked Classic 900 Convertible of same color. In addition to that it had some details in dark grey, or rather metallic titanium, like stripes on the bumpers or seatbelt reel dome cover.

Same color was used on the 3-spoke 17' Antera 145 wheels, with 215/40 tires, utilizing the sport suspension. There was also sporty chrome roud exhaust tip in the back. The performance was again the same as standard 900 SE Turbo, with 185hp. Apart from above mentioned special versions, there was no spoiler used on the front or the back here. Half of the production is supposedly equipped with manual transmision, the other half is automatic.

Sensonic was no longer used. Mellow Yellow by Rinspeed logo was on hubcaps of the wheels, under outer rear left light, on the seatbelt reel dome but also in the center of the gauge cluster, where all illumination was yellow instead of the original green.

The only other change in the interior is metallic titanium trim over the SID, radio and climate controls, as well as over the windows controller. Many of those cars are still registered across the Europe, some are known to be heavily tuned.

Out of all mentioned, it is probably the best known NG900 special version amongst SAAB community.

If you asked someone for one word which summed up everything that Sweden embodied, there is a better than even chance that they would answer ”dependability”. This is something embodied by the popular vehicles made and sold by the country’s top makers, including Saab. Originally an airplane manufacturer, Saab quickly recognized the potential for transferring their skills from that sector to automobiles, and they have been making quality cars ever since.

Along with Volvo, the name of Saab (short for ”Svenska Aeroplan Aktiebolag”, or Swedish Aeroplane Limited), has become a byword for quality. Nonetheless, even the Swedish have not, as yet, managed to create a car that never requires a service and never goes wrong. It is an unavoidable fact of time that, after a while, wear and tear can lead to faults developing. In this respect, it is important to have a service manual which allows you to detect and identify faults with your own Saab. Once identified you may be able to repair the fault yourself or you may need to take it to the mechanic – but one way or the other it will save you money that you would have had to spend if the fault had worsened. Where Can I Find A Saab Service Manual?

The best place to pick up a service manual for your Saab is on this site, where it is possible to download a free copy. Having done this you can then store the relevant information on your computer’s hard drive and print off as many copies as you think you will need.