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Strut brace - no, as a c900 does not have any struts to brace...
I'll be getting a custom rear brace between the shock mounting points in the boot area, though. It will be removable too for when you need the entire load capacity. Will posts pics after Beek Auto Racing have gotten to it.
There are cam upgrades available from Crower (regrinds-were problematic on my car, but went well on others), Cat Cams, Swedish Dynamics and Sweedspeed Racing. You won't get the full benefit of either without reprogramming the fuel EPROM for a higher rev limit (as well as matching the fuel delivery to the new chacteristics).
As for ignition wires - OE (Bougicord) or Magnecor best, all other 'upgrades' reek of snake oil IMO. The weak link in the c900's engine controls is ignition timing management - several ways to go about this. In ascending order of elaboration, you can use an adjustable vacuum advance/boost retard capsule (Group 9 Performance AID or a custom modified one from Brad at KC Saab in the USA), an MSD BTM which allows you to 'map' the ignition timing to a certain extent whilst still using the stock distributor ignition, or the retrofit of a DI system (controller out of one of the earliest DI-equipped 9000's of '88) of which the EPROM can be reprogrammed.

Eibach does not make springs for the c900 (anymore) - Trent Saab or Abbott have proprietary ones that offer a very good performance. Koni is the accepted standard for performance c900 shocks. They're the regular 'red' series, but give excellent results nonetheless.

The obvious brake upgrade for '88-on c900s consists of callipers, discs and pads from a 9000 which pretty much bolt on (only modifications are larger cutouts in the backplates and the fabrication of L-shaped brackets to retain the short peices of hard brake line that need to be transferred from the 900 callipers.

I use Brembo grey iron discs and Ferodo DS3000 pads to good effect. For a 'daily' car the latter might be a step too far for most: normally the DS2500 compound is the most aggressive people will go for on the road.

The 3000's work better from cold than the old set up when fully warmed up, though...

Goodridge braided brake lines: very good. Go for them at your next brakefluid change (and if you don't know when the fluid has been changed last, do it now).
 

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There is a quickshift mechanism available from Jörgen Eriksson (E.T.T. - Eriksson Transmission Teknik, no web page) in Sweden, a d*mn near replica from Saab Savior in the US as well as several cast-offs using stock parts that mostly get advertised in the parts classifieds of Saabnet.com et al.
 

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The 9000 callipers go with 9000 (25 mm thick) discs. You can re-use the 23.5 mm 900 discs using the 9K callipers, but it kind of defeats the object IMO.
 

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I wouldn't bother if I already had a chargecooler in there. As long as you don't exceed 1.2 bar boost (that is - tune for flow rather than making up for deficiencies in this area with gobs of boost; as there's a gasflowed big-valve head on the car already it's fair to say it's been taken some way into that direction already) the Abbott CC system should be fine, and going to a 9000 IC instead would be a serious retrograde step (for starters, it flows 81 cfm instead of the 140 cfm of the Abbott/Pace unit, and the long, contorted piping to allow installation of the IC won't help the transitory behaviour of the system either...).
 
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