Saab 9-3 Convertible (1998 to 2012)

Saab built its reputation for open cars with the classic 900 Convertible, and the 9-3 carried that tradition through two generations. The first-generation car, sold from 1998 to 2003, was essentially an extensively revised version of the GM-era 900 Convertible that had arrived in 1994, renamed 9-3 with chassis changes and a mild facelift. It offered genuine four-seat accommodation, a well insulated triple-layer power hood with a heated glass rear window, and a range of turbocharged engines culminating in the wild, torque-steering Viggen.

The second-generation car, launched in 2003, was based on the new 9-3 Sport Saloon platform. Saab engineered it to cure the main criticism of its predecessor, a lack of rigidity, and claimed a large improvement in torsional stiffness. It remained in production, with facelifts and a widening engine range including diesels and a V6, until Saab's demise.

Both generations are comfortable, refined cruisers rather than sports cars. The early car suffers noticeable scuttle shake and has soft, roll-prone handling; the later car is tighter and safer. Reputations rest on engines that are durable when serviced with the right oil, but which punish neglect. Sources on the hood mechanisms are fairly general, and buyers should treat any roof hesitation with caution.

• First generation: 1998 to 2003 (preceded by the closely related 900 Convertible from 1994). Trims S, SE and later Aero.
• First generation engines: 2.0i (130bhp); 2.3i (150bhp); 2.0t light-pressure turbo (154bhp, later 150bhp); 2.0T turbo (185bhp); 2.0 high-output turbo, sold as Sport and later Aero (205bhp); Viggen 2.3 turbo (quoted at 225 or 230bhp, sources differ). The 2.2 TiD diesel was offered in the hatchbacks.
• First generation gearboxes: five-speed manual, four-speed automatic. Viggen manual only.
• Second generation: 2003 to 2012, trims Linear, Vector and Aero, plus special editions.
• Second generation engines: 1.8t (150bhp), 2.0t (175bhp), 2.0T Aero (210bhp), 2.8 V6 turbo (250bhp from 2005, uprated later; one source gives 280bhp), 1.9 TiD diesel (150bhp from around 2006), 1.9 TTiD twin-turbo diesel (180bhp, dated 2007 or 2008 depending on source). BioPower flex-fuel versions from 2007.
• Second generation gearboxes: manual and automatic, around a third of cars sold being automatics.
• Production numbers: none found in the sources opened.

• 1994: 900 Convertible launched.
• March 1998: renamed 9-3 with chassis revisions and a mild facelift.
• June 1998: 2.0t light-pressure turbo replaces the 2.3i.
• Late 1998: 205bhp high-output turbo arrives.
• June 1999: Viggen launched; it was dropped in 2000 or 2002 depending on source, with poor sales cited.
• September 1999: Aero model with body kit and higher equipment.
• 1999 onwards: engines move to Trionic 7 engine management, identifiable by a black ignition cassette (Trionic 5 cars have red).
• 2003: second generation launched with 1.8t, 2.0t and 2.0T Aero.
• 2005 to 2006: 2.8 V6 turbo and 1.9 TiD diesel added.
• September 2007: facelift with clamshell bonnet, new grille and lights; TTiD and BioPower versions.
• 2011: final update with revised looks and lower emissions before production ended.

Bodywork and structure

• Both generations are generally sturdy. Check wheel arches for bubbling and stone chips.
• First generation: the steering rack is mounted on the bulkhead, and flexing can crack the mounting, an issue especially common on convertibles. Look for cracks and see whether the pedals move when the wheel is turned at a standstill.
• Body flex on first-generation cars causes squeaks and rattles; excessive shake may point to a tired or damaged structure.

Engine

• All turbo engines need fully synthetic oil changed on time. Neglect causes sludge, a blocked sump strainer and low oil pressure, which can wreck the engine. Look inside the oil filler cap for sludge, which can also suggest head gasket trouble.
• With the engine warm and the car stationary, blue or black smoke when revved can indicate a failing turbo. Listen for boost leaks and whistles.
• First generation: early engines can suffer loosening head bolts. The ignition cassette is a single unit and fails with age, causing misfires. Noisy cam or balance shaft chains point to oil neglect.
• Second generation diesels with automatic gearboxes: a failed cooler inside the radiator can let coolant reach the transmission.

Gearbox and drivetrain

• First generation clutches are not long-lived; a stiff pedal suggests replacement is due. The clutch hydraulic pipe tends to split at the join between rigid and flexible sections.
• Jumping out of gear under load is a serious sign. Heavy reverse selection often means a worn rear gearbox mount.
• Second generation cars use a dual-mass flywheel that wears; listen for a rattle as the car pulls away.
• Check front tyres for heavy wear on powerful versions, a sign of hard use or tracking problems.

Suspension, steering and brakes

• First generation handling is soft; very stiff aftermarket lowering springs can make it worse.
• Seized brake calipers are typical on little-used cars.
• Second generation recalls covered rear hubs, the handbrake and brake servo among other items.

Electrics and interior

• Operate the hood two or three times. It should move smoothly without hesitation; whistling or drumming at speed points to damage. Forcing the hood by hand damages the mechanism.
• Second generation: a recall dealt with hydraulic pipes that could become trapped in the hood mechanism. Ask for proof it was carried out.
• Damp or stained carpets suggest leaks or a car left open in the rain.
• First generation: information display pixels fade, the headlining droops, sun-damaged leather and plastics crack, and audio can cut out from dry joints.
• Interior trim creaks are reported on second-generation cars.

Identity and paperwork

• Viggens and Aeros are performance models. Viggens have an uprated 2.3 turbo engine, stronger gearbox casing, clutch and driveshafts, and lowered, firmer suspension. Check the VIN and engine code against the V5C, as lesser cars can be dressed up.
• Ask for full service history, ideally showing synthetic oil.

Despite Saab's closure, parts remain readily available through independent specialists, and many first-generation service parts are easy to find. Some right-hand-drive specific parts and interior trim are scarcer, so used spares are often the answer. Independent Saab specialists and active online forums support owners.

The Saab Owners Club of Great Britain (saabclub.co.uk (opens in a new tab)) is the main UK club.

• Has the car always had fully synthetic oil, and is there history to prove it?
• Has the hood been operated recently, and has any hood recall work been done?
• On a first-generation car, has the steering rack mounting been checked or reinforced?
• When was the clutch last replaced, and has the dual-mass flywheel or turbo ever been renewed?
• For a Viggen or Aero, can its identity be confirmed from the VIN and documents?