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9000 Experience
Posted by David Prantl (more from David Prantl) on Thu, 24 Jan 2002 17:45:04
In Reply to: , Kok Chen, Sat, 17 Dec 1988 12:00:00 

Hi Jim.

>  Have you seen QuasiMotor's site

I have indeed.  Excellent site.

>  What's your opinion of these cars in terms of reliability?

A 9000 can be as reliable as any other car out there, including Hondas and 
Toyotas.  The key to making this happen is keeping the car up to date on 
several unique service issues.

Speaking specifically about the 1991 - 1998 models (with the 2.3-liter turbo 
engine), the following things should be replaced before the car reaches 8 
years of age:

Timing chain and sprockets
Balance-shaft chain and sprockets
Head gasket (convenient when the above items are being done)
Alternator brushes and voltage regulator (1991-1994 models)
Cabin air filter
Heater core
Heater fan motor
Center and rear exhaust pipes and mufflers

I have found these things to be time-related, not mileage-related.

The only mileage-related thing (besides brake pads and tires) is the 
automatic transmission.  It's normally due for an overhaul between 100k and 
150k miles.  The 5-speed gearbox is a life-of-the-car component.

The car should also have annual brake-fluid changes including a clutch 
hydraulics flush (once every 2 years should still be OK), new coolant every 
2 years, and oil/filter changes every 3k-5k miles using full-synthetic 10W30 
(5W30 and 5W40 should also be OK).

>  steering pump/rack

Not a problem on the later cars ('92-'98), since a fluid filter is 
incorporated into the fluid reservoir on these cars.  This filter should be 
replaced once every few years.

>  DI cassettes

The early ones did not last, which means that 99% of all running DI cars out 
there nowadays will have a newer, updated, more reliable cassette installed. 
  This part is extremely easy to replace on the road, with nothing more than 
the standard toolkit that comes with the car, so I recommend carrying a 
known-good spare cassette in the trunk for long trips.

>  blower motors

Covered in the list above.  Unfortunately, Bosch seems to have cheesed out 
on this thing.

>  clutch hydraulics

Some cars were assembled with a faulty clutch hydraulic pressure hose.  It 
would be prudent to have this replaced since it is a relatively quick easy 
and cheap operation.

>  motor mounts

Not a problem on the 2.3-liter cars, if the upper torque-rod bushings are 
not allowed to get too worn out.  The torque rod controls engine movement, 
and it's bushings are quick and easy to replace.  As the bushings 
deteriorate, they allow more engine movement.  Too much engine movement 
tears the motor mounts, and then you have a problem.

>  litany of electrical problems

I have found the electrical systems on 9000 cars to be reliable.  An 
occasional dirty connector (e.g. Air mass meter, ABS pressure monitor) can 
cause a big headache to someone who doesn't know where to look, but someone 
who does can get it fixed in a matter of minutes.  The biggest electrical 
nightmare however is the Traction Control system (TCS).  Cars with TCS also 
come with ETS (electronic throttle system), which is also known as 
drive-by-wire.  I know that many new cars today have drive-by-wire, but ten 
years ago it wasn't quite ready for prime-time, and SAAB really effed up 
implementing it.  All ETS 9000 cars will almost certainly suffer the failure 
of the electrically-actuated throttle body before reaching 10 years of age.  
This failure makes the car almost undriveable, and usually costs upwards of 
$1000 to repair.  I would recommend staying away from cars with ETS/TCS.  
These include all 1992 turbos, and the majority of 1993-1995 turbos/Aeros.  
SAAB did not offer the ETS/TCS system on '96-'98 9000 turbo cars.

>  I've seen some '95 and '96 9000 CDE's and Aero's

The CD/CDE models indicate the 4-door body-style with a trunk.  THe trunk is 
relatively huge, but, it ain't no hatchback.  The 1995 CDE was the last 
4-door model sold in the USA, and only came with the 3-liter V6 engine and 
automatic transmission.  I know little about this engine, except that it 
requires timing belt changes more frequently that comparable German and 
Japanese 3.0V6 products.  I am pretty sure it's not quite as economical on 
gas as the 2.3 turbo, and I'm sure it feels less powerful thanks to a much 
less generous torque curve.  I like to experiment with SAABs, but I would 
not mess with the V6.

The CS/CSE models are the 5-door Combi-Sedan cars ('93-'98).  SAAB took the 
original 9k hatchback ('85-'92) and re-styled it to look more like a sedan 
by taking away the c-pillar window and increasing the curvature of the back 
window.  The CS/CSE hatch gives up a little utility to the styling 
department, but the space back there is still quite cavernous.

>  I noticed that your stable does not include an Aero.

The Aero is a CSE with extra body plastic, slightly stiffer and lower ride, 
bigger wheels (16' instead of the stock 15'), and heavily bolstered leather 
seats.  I find the comfort and support of the stock seats more than 
adequate, and hate the fact that the Aero rear seat-backs do not fold flat, 
greatly diminishing the hatchback utility.  The 5-speed Aero adds 12% more 
horsepower and 7% more torque than the CSE, while the automatic Aero gets 
nothing more than the standard CSE motor.

I like the 9000 for it's all-around capability.  The Aero diminishes that 
capability.  The extra plastic doesn't particularly attract me, the 16' 
wheels are very nice but tires tend to cost twice as much as the 15's (and I 
can put those 16's on any 9000 whenever I want), the stock CSE ride doesn't 
need to be any stiffer, I don't need the front spoiler to drag on the ground 
any more than it already does, the Aero seats are positively UGLY and the 
fact they don't fold flat in the back is just plain stupid, the increase in 
power is minimal, and the Aero markup over the CSE is at least a grand 
(depending on year of course).  That's why I don't own an Aero.

For serious power/speed, there's a street bike, or, if it MUST have 
4-wheels, a Porsche.

>  The other comparable car that I am considering is the Nissan Maxima.

A colleague drives a '97 Maxima 5-speed.  Nice car, but it 
rides/feels/sounds like any other Japanese car.  It's well put together, but 
lacks the *substance* of a SAAB.  Stepping on the clutch feels like stepping 
on a really big piece of bubble-gum.  The leather seats are the 
*slipperiest* seats I've ever sat on.  The Maxima gearing is relatively 
*short* (higher rpm at lower speeds), which makes the car easier to drive 
and makes it feel powerful, but puts a serious dent in gas mileage.  Even 
though I believe the Maxima automatic transmissions are very good, they'll 
all eventually need an overhaul.  This is the nature of automatics.  That 
'97 Maxima sold for $17,500, while clean low-mileage '97 9000 CSE turbos 
retail in the $14k range.  So, I would personally NEVER consider trading a 
9000 for a Maxima of equivalent age.

The key to a successful SAAB 9000 ownership experience is having a competent 
trustworthy technician look at the car once a year, and taking care of the 
service issues I listed at the top of this message.

Best regards,

David Prantl
david_prantlno39sdcx6spamx782hotmail.com
'84 900S, 5M, 210kMi, RIP as of 2/98
'89 900, 3A, 116kMi, restored and SOLD on 3/24/01
'86 9000T, 5M, 193kMi
'88 9000S, 5M, 142kMi
'90 9000S, 4A, 136kMi
'93 9000CSET, 5M, 74kMi
'97 9000CSET, 5M, 60kMi
'68 97 Sonett V4, 4M, 76kMi, #000467
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