My Classic 900 is an 8 valve, 2.0 litre injection model from 1988 with 212,000 miles on the clock. The bodywork is the popular Odorado grey which compliments the 5 door hatch shape very well. The only alterations to the body are a mesh grill and smoked side repeaters.

The interior is the no frills base package except for the SAAB mahogany gear stick knob I added recently. Sagging headlining seems to effect most classic 900s at some point and I replaced mine about six months ago. Now I can actually see out the rear windscreen! Apart from that, the seats are still supportive and heat correctly and the instrument panel works as it should.

It probably goes without saying these cars do need regular servicing. I change the oil, filter and plugs every 3,000 miles. Using a quality semi-synthetic oil, genuine SAAB filter and plugs the cost comes in at less than £25.00. Contrary to the popular view it isn't all that expensive to keep the Classic 900 on the road.

I've fitted a cleanable JR high flow air filter. This direct replacement for the stock filter claims to give an extra 2-3 hp by allowing an increased air intake. Another item I've found works well on my non-turbo 900 is the Ecotek CP-26 device. Fitting is quick and easy on injection models. The pros and cons of this device are well documented. I've found an improvement in fuel consumption together with increased throttle response.

A common problem with 900s is the dancing alternator. The rubber bushes simply wear out over time so I replaced mine with polyurethane ones. The alternator no longer moves, the engine is quieter and the bushes should last several times longer than the originals. With less side to side movement the drive belts should last longer too. The small bore vacuum hoses have all been replaced with silicon ones which should last years.

This model is one of the first to get the up-rated Girling vented disk brakes from the 9000. With only 118 hp to stop and a car weighing roughly 250kg less than the turbo 9000, this braking system has ample power. The 1988 model year was also the first to have a rear mounted handbrake: handy given the hills in my part of the world. The gear shift is the usual stiff one found on pretty much all 900s. It works fine just so long as you don't try to rush it.

The standard suspension was well thought out on 900s and has the ability to maintain the car's balance in the case of a high speed front wheel blow out. A claim I have, unfortunately managed to test! However, after 200,000 miles or so the rear springs become saggy and the shocks are pretty much done. I took the opportunity to replace my springs with those specified for the 8 valve turbo model. These offer a slightly firmer ride with better road holding.

I also replaced the shocks with Sachs Advantage gas sports ones. Overall I think these suspension modifications are a good compromise in terms of handling, comfort and price. Even on 15" steel wheels the ride quality and road holding very good. This has also been helped by fitting polyurethane bushes to the front lower shock mountings.

It goes without saying that a car of this mileage is not going to be factory fresh. Acceleration was never the base normally aspirated's strong point and you miss is the extra punch of the turbo. But that wasn't the point of the standard 8 valve 900. It was designed to run well in mid-range and last almost for ever. As it stands that is just what this car does. It is still remarkably quiet, handles my local country roads with sure footed ease and is perfectly stable at higher speeds on the motorway.

Stephen Nimmo