Used buying guide: Saab 9-5

The more powerful models also came with magnetically controlled dampers and a system Saab called DriveSense, offering three modes (Sport, Comfort and Intelligent) and fine-tuning the throttle and steering responses to prevailing conditions. Reviewers rated it, especially in combination with the 2.0T engine. However, it does bring an extra layer of complexity to a car whose parts supply situation isn’t the best.

There were two trims, called Aero and Vector SE. Aero was the most expensive, featuring leather sports seats and headlight washers. Sat-nav was optional.

For a stress-free life, no matter which engine, gearbox and trim you choose, make sure the car has been serviced regularly by a specialist.

How to get one in your garage

An expert’s view - Chris Perrett, Finchley Saab: “We were a Saab dealer, and I’m still a huge fan of the cars. The 9-5 was impressive straight out of the box and, despite its GM underpinnings, very Saab-like: imposing, safe and comfy. Saab engineers were proud and independent. I remember one telling me how a GM representative had said he didn’t recognise the 9-5’s sat-nav; he was told they weren’t happy with it so had redesigned it! We still see 9-5s regularly for servicing. They have their issues but are generally reliable. Getting hold of parts is becoming an issue, but the people at Saab Parts work hard to get us what we need.”

Buyer beware…

Engine: On high-mileage 2.0-litre diesels, an ominous rattle could be the dual-mass flywheel shaking, caused by excessive end float on the crankshaft. In time, it will cause the engine to seize. On diesels, ensure a new water pump and timing belt were fitted at 60,000 miles. The petrols have timing chains and are generally worry-free, although there’s more to go wrong on the V6.

Diagnostic equipment: When choosing a specialist workshop, ask which diagnostic kit they have for the 9-5, as some use equipment that recognises it as a Vauxhall Insignia. Still, it can talk to around 85% of a 9-5, so it’s better than nothing.

Gearbox: A stiff manual shift might be explained by a worn pivot on the gear turret. Reengineering specialist X8R can supply a kit to cure it. Workshops recommend changing the automatic gearbox’s fluid and filters every 30,000 miles.

Suspension and brakes: Rear springs are prone to breaking and rear brake discs can wear prematurely.

Bodywork: Any rust is likely to be repair-related, so check for respraying and irregular panel gaps. Check the LED brake light strip works, as replacements are ultra-rare. Fortunately, there are a variety of repair solutions to be found online.

Interior: Don’t expect the sat-nav to function flawlessly. Check the condition of the head-up display (if fitted), because spare screens are scarce. Given the situation regarding diagnostic kit, be sure no warning lights are illuminated.