Although this is a redesigned Saab, the instrument panel and controls will make previous 900 owners feel right at home. Everything is where it's always been. The clean analog dials are easy to read through the big steering wheel, and the simple rotary climate controls have now become fashionable.
As part of the character-preservation process, Saab even kept the ignition lock where it's always been, which is between the front seats - a tradition that could have been dropped, in our opinion.
The seats feel the same - snug, supportive and sporty, with a good range of adjustability. There's also ample front legroom, plenty of headroom throughout, and surprisingly good backseat leg-room for a car of this size.
Our convertible had the additional allure of leather upholstery and, of course, fresh air at the flip of a switch. It didn't have the voluminous luggage capacity of the hatchback - 24 cu. ft. with the rear seatbacks in place and a whopping 49.8 cu. ft. with the seatbacks folded forward - but there was enough space in the trunk for a modest amount of luggage.
Even though Volvo is the Swede best known for safety, the 900 also gets exceptionally good marks on this score. Besides dual airbags, the 900 provides excellent side-impact shielding.
Also, the stiff body structure offers extra protection in roll-overs. The windshield pillar, for example, was designed to withstand a force of four tons, which benefits the convertible as well as the hard-topped members of the family.
There are 3-point seat belts at all seating positions and head restraints on the four outboard seats. A head restraint for the rear middle seat is an option.
Like Volvo, Saab has joined the ranks of manufacturers who think you should have your lights on any time you're driving: Daytime Running Lights are standard on all '95 Saabs.
On the active safety front, all members of the 900 line come equipped with 4-wheel disc brakes, and all have standard anti-lock.
Saab's chassis work has paid big dividends in the 900's ride and handling. The engineers developed the new chassis from two Opel models, and the result is a unibody that's markedly stiffer than the old one.
Although the new 900s still fall short of the knife-edged response favored by BMW, they certainly qualify as sport sedans in our opinion, and the convertible is equally nimble.
There's more body roll than you'd get with a BMW 3-Series, and the suspension is more compliant. As a result, all the 900s, including our convertible, are smoothies on rough roads. But even so, they're responsive and agile, which is one of the reasons they've commanded such loyalty over the years.
The rack-and-pinion power steering, though somewhat slow at 3.7 turns of the wheel from extreme left to extreme right, has excellent road feel, and the braking performance of our test car left absolutely nothing to be desired.
Another element that keeps 900 owners coming back for more is the power and flexibility of Saab's 2.0-liter turbo, the engine in our test car. Even though the new V6 is a pretty peppy engine, with a bit of an advantage in stoplight acceleration, the turbocharged 4-cylinder delivers a delightful liquid rush that's pure pleasure. That rush is particularly welcome when you're making a hurried pass on a two-lane highway.
We should add here that the Saab 900 is almost as much fun to drive - and about $6500 cheaper - with the basic normally aspirated 4-cylinder engine.