1988 Saab 900 Turbo SPG Test Drive

It’s difficult to approach reviewing a vehicle objectively when it’s been an object of desire for the majority of your adult life. Never the less, I’ll do my best.  I had the...
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It’s difficult to approach reviewing a vehicle objectively when it’s been an object of desire for the majority of your adult life. Never the less, I’ll do my best.  I had the chance to drive a 1988 Saab 900 Turbo SPG recently, and suffice to say it left quite an impression on me.

The Saab 900 was the darling of “yuppies” during most of the 80′s, duking it out with the evergreen BMW 3-series as the ride of choice of the recently prosperous.  It wasn’t hard to understand why: solid build, inherently safe structure, capable but safe handling, massive cargo capacity in a unique (read: not a wagon) body, and of course… turbo power.  The attributes that made investment bankers fall for the 900 Turbo at a cost of $17,000 and change in 1983, ironically enough, are the same ones that make people like  me – car buyers on a budget with a preference for something interesting – fall for it today.

1988 Saab 900 Turbo SPG

My obsession with all things Saab is clearly visible on this site as well as my own (check out all the things tagged under Saab here!).  It’s a genetic problem; between my parents, there have been a total of 8 Saabs in the family.  Mum had a two-stroke Saab (an 850GT!  And it was her first car!) and a 96 V4 then two 99′s; dad had a 96 V4, a Sonnett II V4, and an ’04 9-3 Aero Covertible.  It’s in my blood.

There were a whole lot of 900′s in the 1980′s.  They came in every variety from the stripped 5-door family wagon model, to the bright-red drop top with a turbo, to the stiffly-sprung three door hatchback with the “newfangled” 16 valve head.  But among all the numerous variants of the 900, the one for those who liked to drive had a simple name: SPG.

1988 Saab 900 Turbo SPG intercooler piping

The SPG combined all of the best components from various 900′s: 16-valve head, turbocharging, APC (Automatic Performance Control, an active knock sensor that can adapt to any grade of fuel from 87-92), the revised 5-speed transmission from 1987, anti-roll bars, aerodynamic body addendum, etc.  The SPG (which stood for Special Performance Group) was the top-of-the-line 900, produced in limited numbers from 1985 to 1991 – just over 7,000 units reached American shores during the six year period, making it coveted and collectible.

Driving a Saab 900 is a unique experience, as it has a fairly unusual mechanical layout.  For one thing, it’s front wheel drive – but the engine is mounted longitudinally (front-to-back).  Also, the engine is oriented  in the opposite direction you’d expect – power comes off the flywheel at the front of the engine, and is transferred to the transmission via chain-driven gears.  The gearbox is mounted transaxle style to the bottom of the engine to form the oil pan – although engine and transmission oil are kept separate (unlike the original Mini, which used a similar setup.)

1988 Saab 900 SPG engine

Suspension is via double wishbones in the front and a torsion beam in the rear, and the SPG came equipped with anti-roll bars on both ends.  Due to the powertrain arrangement, the 900 has a rather long front overhang, which give it such “unique” proportions.

Sitting in a 900, you notice a few things about the interior.  First of all, many things aren’t where you’d expect them to be – they’re where they should be.  Like all Saabs, the ignition is between the seats on the center console, behind the shifter.  This is nice because it means you don’t have keys jangling against your knee when you drive – and reduces the risk of key-impaling-knee related injuries in a frontal collision.  Smart.

Saab 900 SPG interior

The controls are laid out in Saab’s ergonomic aircraft cockpit-inspired manner – the IP tilts toward the driver so that all the controls are on the same plane of travel as the driver’s arm.  Everything is larger than you’d think is necessary and visibly marked.  Window and sunroof controls are down on the center console as well.  The instrumentation is so very Saab – the tach is marked with “econ” and “red” zones, there’s a cute little (non-calibrated) boost gauge, and an analogue clock.  Clear, legible, natural.  The car does date itself a bit with the yellow triangle marking at 55mph, indicating the nationwide 55mph speed limit from the 80′s.

1988 Saab 900 SPG instruments

The interior is supremely comfortable.  Even after 135,000 miles and 21 years of wear and tear, the seats still coddle you like that creepy uncle you don’t like to visit, everything falls easily to hand, and it just feels natural.  It’s no wonder that Saab hardly changed the interior of the 900 in 1994 when it got a complete redesign – or again in 1998 when the 9³ superceded the 900.  Good design never goes out of style, and the 900′s cabin still feels classy.

Of course, half the 900′s appeal is that it’s a small car with tons of room.  A three door coupe-hatchback, the rear seats fold flat giving you a massive amount of room – easily enough to sleep in or move a 2-seat couch with.

Turn the key (between the seats!) to turn over the engine, and the 2.0L 16v I4 cranks to life with a healthy sounding burble and a smooth idle.  This motor, equipped with a Garrett T3 with water and oil cooling, creates 175 horsepower and a meaty 201lb-ft (273nM).  The first thing you notice as you take off is – wow, this shifter is awful.

Saab 900 SPG with clamshell hood open

Well, every car has a weak spot, and the 900′s is the transmission in general, and the shift linkage in particular.  It’s ropey and vague, and takes a deliberate hand and some familiarization to shift smoothly.  Still, it’s better than the three speed automatic.

The SPG has a charming warble to it’s exhaust, not quite lopey and cammy sounding like an uncorked Subaru, but quite distinct.  Power is flat below about 3,000 rpm, although thanks to the 16v head’s better flow properties as well as the higher 8.5:1 compression ratio the APC system allows, it’s not nearly as lethargic as older Saab turbos.

Saab 900 SPG interior

Past 3,000 rpm, the “shift up” light comes on – and so does boost!  Oh yes, the SPG has 80′s style turbo lag – but when it starts to come in, it’s just smooth as butter.  A wave of torque pushes the SPG down the road at a rate you simply wouldn’t expect for a car with this many birthdays under it’s belt.  Since the curb weight is around 2900 lbs, those 175 horsepower don’t have all that much heft to fight with.

The infamous Saab torque steer never reared it’s head on my test drive – then again, it’s not my car, so I wasn’t laying heavily into boost at low speed.  The power steering is remarkably precise – just the right weighting, not a lot of steering fight, no bump steer.  The brakes leave nothing to be desired, either.

1988 Saab 900 SPG clamshell

What’s most remarkable about the 900 driving experience today is that it probably feels exactly like it did in 1988.  There are no weird noises, no rattles, no scuttle shake and wobble, no clunking suspension, no whining differential or funny smells.  It still feels solid as a bank vault.

I just feel at home driving a 900 – can’t really put my finger on why, but it’s one of those cars that just “fits.”

Which is why I’m buying it!  Stay tuned… you’ll be seeing more of this 900 in the future.

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  • Greg

    I had an ’86 SPG. It have owned four Saab’s since and the SPG is hands down my favorite of the bunch. It was an Edwardian Grey, just like yours, with the only difference being the headlights on yours were the lensed where mine were sealed beam. Seeing yours and reading your review brought back some fond memories,

  • Ron

    Man, that interior shot of the console really took me back to my ’88. I imagine you can have a lot of fun making this one look close to perfect.

    I ended up replacing my own ‘awful’ transmission for one that shifted a lot better, but not until after a new mech didn’t put the drain plug back in properly.

    and just so you know, a 3-seat couch is possible too, if you don’t mind the hatch being partly open.

  • David Blumberg

    What a sweet car! I got a 1990 900S (LPT) back home so I know exactly what you’re talking about. Although I lack the extra 30 bhp, this car just puts the biggest smile on my face every time I drive it =) I love everything about the 900 model. Just feel those doors – how heavy are they! Brilliant.

  • http://www.saabce.com Ric DiDonato

    You need to get yourself a short-throw shifter. If you think that the sloppy shifting is the only weakness of the car, a S-T shifter will make that a distant memory and you can thoroughly enjoy the car. I’ve made them for all my classic Saab 900s with manual trannies (three at the moment), and I’ve made them for friends as well. I created a DIY page in the tech section of the website I maintain–the Saab Commemorative Edition Registry (www.saabce.com)–piece of cake to make and install.

  • http://www.tehcarblogz.com James

    Ric – I’ll take a look! Thanks!

    I’m really loving all the comments on this article.

  • jose

    Hi, you should try a Red box APC, gives you over 10hp more an the only other part you have to change is the fuel pressure regulator very easy to do for a lot more power out of your SPG, cheers

    • http://www.tehcarblogz.com James

      hi Jose

      plans for the car include:

      -3.0bar FPR from a 900 2.1 (N/A) model
      -27lb/hr injectors from a 2.3L 9000 Turbo
      -EPL Stage 1 or Stage 2 modified APC

      with this i should get the driveability and reliability of a redbox/2.8bar FRP setup but with a bit more get up ‘n go than the CE/90+SPG’s had. Still, thanks for dropping in!

  • Mathias

    I own a 89′ 900 Aero Turbo here in Australia.
    I love it! I have done a fair bit of work to it and it is just the best car. I am rebuilding it this time for the 3rd time and the last time.
    The car has great boost, amazing cream leather interior.
    I just wish these cars were rear wheel drive, that would be the best!
    Cheers and Happy Saabing!

  • http://N/A Ed C.

    I am considering buying a Blue on Blue convertible ‘mechanics car”.
    I saw it in front of his shop.
    He did not have a ‘For Sale” sign on it …I just asked if was interested in selling .
    He said yes, and allowed me to drive it.

    I was impressed, the shifter was OK but not as precise as a close ratio short throwm 3 Series BMW ; but it moved right out the gate tracked straight; handled well it could probaly use some new struts or do you have to replace the whole assembly

    He was only asking 2 thousand for it. Thw paint was nice . no rust, convertible top was decent(blue) rear window was clean, not cracked or yellow.

    I did not feel the Turbo kick in; but it ran beautifully through the gears.
    Before I make a final descision I want to test drive it on the Highway.

    Will let you know if I buy -it ?

  • manny

    I have owned Saabs since my senior year of high school. I had a 1983 Vw gti which was awsome. But one summer day i watched as a white 900turbo raced a 911 porsche on a vacant stretch of road and fell in love. Later the next year got a metalic green 900t. It was a blast to drive but when the warranty ended a mechanics dream and a cash dump. I held on to it until 1990 and purchased a 1985 euro 900t. Sold it 2 years later. I again purchased a 1987 spg kept another 2 years and sold. And 1988 900t with group 6 upgrades which could smoke anything on the road. Sold and picked up my current 1989 spg grey with only 39k at the time. I still own this car and it now has 100k. Repairs have been very light only major part was turbo. It burns no oil interior is as clean as when i bought it and no rust. I have had many offers by people wanting to buy it but cant part with it. Classic saabs are the best.

  • Charles

    I have the spitting image of your Edwardian Gray 88 Saab SPG Turbo. It has served me well since 88 and still purrs along, but with new vehicles joining it in the driveway, it sits parked mostly now. It is available to the first taker at deminimus cost – name your price. Cheers

    • Dave

      And this SPG lives where?
      And deminimis would be?


      • http://www.facebook.com/profile.php?id=2734772 James

        After the transmission blew, I sold it to a mechanic in Lynchburg, VA.

        Deminimis? What is that?


    • Dave

      Is your SPG still on the market?


  • Markus

    I had an 88 SPG just like the one in the article. My first real car. Cracked the head on a road trip to Vermont from Toronto and had to tow the thing back. What a great machine. Thanks for the great story!

  • Nate

    I was fortunate to not only drive around an 86′ 900 turbo which was a neighbor’s..black with the burgundy fabric interior, but make friends with someone who had the SPG of 1987-1988 vintage. I do recall doing in excess of 125mph on the backroads near Sacramento in the SPG. The owner was some young Airforce Pilot who just wanted someone to go for a ride eith. There was effortless torque along with the turbo that wanted to work! An incredible experience. Thanks for sharing.


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