Vehicle: 2011 Saab 9-3 2.0T Sport Sedan XWD
Price as tested: CDN$38500
Other than the all-new 9-5, Saab’s return to the marketplace has included the 9-3 series. While the 9-3 has been aged compare to all of its rivals, it still has enough merits to compete with competitions in the lower end of the spectum.
Our 9-3 comes with Haldex XWD, or what Saab dubbed Cross-Wheel-Drive, which is a really neat Haldex system that is able to transfer power from side-to-side and left-to-right. Something that even VW’s Haldex system isn’t able to do yet. This is a sophiscated AWD system that justify the pennies over equivalent FWD counterparts on the 9-3. Dynamically speaking, 9-3 is competent given the age of the platform. The steering provides decent feel and feedback, even though its a bit too light for our taste. The XWD + ESP has controlled understeer extremely well, the same goes for body motions.
The engine is the same tried-and-true 2.0 liter 4-cylinder with 210hp and 221 lb/ft of torque. Even with the additional weight of AWD, its still able to move the 9-3 with ease. However, Saab’s rubbery manual gearbox with a rather ungainly clutch have messed up with the entire package.
Interior wise, 9-3 has suffered from corner cutting right from the last facelift. Its not until the new owner, Spyker, has got their acts together to fix that annoying trait for incoming new generation. Except for the trademark Swedish leather seats, the rest of the interior just feels tired and cheaply-made.
Before the next generation 9-3 arrives within 3 years, the current car has to remain solider on with lots of factory rebate to keep the stock moving. That’s the sad fact that even the Spyker has to face. Saab will be able to see the lights at the end of the tunnel, if the incoming 9-3 is able to do to Saab on what A4 did to Audi just a decade ago. A wonderful car that singlehandly turnarounded a proud carmaker which famous for their innovations and uniqueness.
Vehicle: 2009 Saab 9-3 2.0T XWD sedan with Premium leather trim, 6-speed Sensotronic transmission, premium package and sunroof
Price as tested: CDN$48500
New-for-2009, Saab has finally added its Cross Wheel Drive to its base 2.0T trim, in addition to 2.8TS Aero and limited edition Aero X. So how will this proven 210hp 2.0 liter turbocharged engine combined with automatic and additional weight of XWD, or what Saab named its AWD?
Without a doubt, Saab’s legendary 2.0 liter turbocharged engine always provide impressive refinement and flexability after years serving the stable. Its also proven to be more reliable and dependable than GM-sourced V6 in uplevel Aero trim. With 210hp and 221 lb/ft torque carrying north of 1700 lb of leather-lined Swedish luxury, this 9-3 XWD provides really good performance. Not only does the 9-3 has excellent throttle response. It doesn’t have the sluggishness of weighting in the AWD components when matching with automatic transmission. The biggest offenders of having a sluggish and underpowered automatic AWD are definitely Lexus with its IS250 and BMW with its 328Xi. The IS250 has 6 fewer horses while the BMW has 20 more ponies than the Saab. But none of them provide the same grunt as the 9-3. On the other hand, 9-3 still feel short of torque when compares to our class favourites: Audi A4 2.0T Quattro and Mercedes C300 4-Matic. Both of these simply has the best performance versus all-wheel drive security in a wonderful all-rounded package in the market these days.
When it comes to driving experience, 9-3 still provides very much of the “Saab feel” that we have always been enjoyed. That’s despite the chassis already felt aged when compare to many of its rivals. However, this Swede has lots of merits that we always like since the introduction of the current 9-3 back in 2003. Its ReAxs suspension provides an oversteer feel when driven hard in the corners. That makes 9-3 has the rear-wheel-drive feel without losing the traction of AWD. The steering provides decent feedback. While there remains some body rolls, it tends to settle itself through a set of corners without losing its composure. Best of all, its ride quality is supple without being harsh. Its European firm and far from being unbearable.
What we are still disappointed remains the interior quality. There are just too many GM switchgears from corporate parts bin to put together in the dashboard. It simply lacks the elegance and classy fit-and-finish that we used to expect from Saab. On the other hand, those leather seats are simply superb when it comes to comfort and support.
At the time of our writing, Saab already filed bankruptcy as an independent company from General Motors. The current 9-3 is the perfect example of how GM managed or mismanaged this niche Swedish company. When it first came on the market in 2004, many believed it is the “turnaround car” for Saab to make profit and volume. As time goes by, GM beancounters began cutting corners, as witnessed with its interior materials and fit-and-finish. Its also a pity, given Saab as an innovative company, that they were the last carmaker in Europe to get AWD. Although XWD is a great system from Haldex, its a bit too late to get into AWD party. Saab is better off independent by engineered some of the most uniquely designed and innovative products. In the meantime, they need a truly remarkable turnaround car that is completely knock the competitions off the chart. The current 9-3, even with its Aero X, isn’t exactly able to send rivals back to their drawing board when it comes to performance and packaging. Unlike its forebears, 900 Turbo and 9000 Aero did. This company needs exactly that kind of product to have a dramatic turnaround. Have we ever heard of this kind of turnaround stories before? Audi was able to turn itself around when they came out with 96 A4 after the unfounded “60 Minutes Unintended Acceleration incident with 5000″ in 1987. Nissan was able to have a turnaround with 2001 Altima, when it was almost go bankruptcy in 2000. Both of these companies were almost bankrupt and left North American markets entirely.
Will Saab able to turnaround after going independence? Are the products they are coming on the horizon finally capture its soul back without relying on GM? You will be the first to know here in Directshift.
Vehicle: 2008 Saab 9-3 Turbo X Sport Sedan
Price as tested: CDN$57095
Performance: Saab’s introduction of the Turbo X is supposed to be a reincarnation to the legendary 900 Turbo SPG. The SPG has always been the standard of how a sports sedan with Swedish flair should be build. Its a blast to drive without losing the composure and comfort one associates with this Swedish marque.
While the SPG didn’t have trillion horsepower, its 175hp 16-valve high-pressure turbocharged engine was a giant killer between 80-120 km/h acceleration. With the Turbo X, it receives the same GM-sourced 2.8 liter DOHC 24-valve V6 as its lesser Aero silibing. It got 280 horses and 262 lb/ft of torque, that is 25 more ponies and 5 lb/ft of torque than the standard Aero. This engine has plenty of torque as 262 lb/ft only arrives at a low 2000rpm. However, its slightly fell short when it comes to high end grunt when pushed. In the mid-range, it performs admirably if not outstandingly consider its a V6 with high-pressure turbo variety. There are many normally aspirted V6 that is able to outperform this turbo V6 in the mid-range. It certainly doesn’t have the authority of SPG’s giant killer 80-120 km/h in 2nd and 3rd gears. Throttle response is prompt and responsive. The Aero X can be opt for a 6-speed manual or 5-speed automatic. The gates are notchy and throws are not well-defined. Clutch feels featherweight and lack of feedback. If you are buying an Aero X, take the 5-speed automatic because it got decent gear ratios without the compromise of the manual gearbox.
Handling: With the addition of the new and advanced Haldex AWD, which is able to transfer the power from a minimum of 5% up to 100% to the rear axle depending on which offending wheel needs extra power. Its also capable of delivering up to 40% of rear axle to the offending wheel by applying the electronic limited slip diff. Unlike the earlier Haldex design, this one is proactive instead of reactive.
Haldex AWD aside, 9-3′s chassis starts to show its age in the face of new rivals. While the chassis remains sound and stiff, it doesn’t feel as rock-solid as many of its German competitions. There remain a quite an amount of understeer even with the benefit of new AWD system. The electronic stability control has acted decently if not exceptionally uninstrsive in most cases. The steering feels featherweight and lack decent driver feedback. It needs more on and off-center feel with added precision, that’s despite the turn-in is crisp. The suspension is able to settle itself after taken a set of body rolls. Body motion control is about average if not superb as a sports sedan. Ride quality, however, its a delightful surprise. Saab engineers always able to tune their ride soft without losing the suppleness one associates with Swedish car. The X is no exception.
Brakes: With 4-wheel discs and standard ABS, the X’s pedal feel is strong and solid without any signs of fade. Both the stopping distance and pedal feel are up to the high sports sedan standards. ABS only acts necessarily when needed.
Interior: Just like X’s exterior, its only available with only one color inside. The black interior feels drab and austere, that’s despite of the aluminum and carbon fiber trims. The use of materials felt cheap and plasticky for X’s price tag. Level of fit-and-finish is about average in this class. There are just too many American GM sourced switchgears in 9-3′s cabin. While those switchgears have worked wonders in the Malibu and Aura, it doesn’t work well with a Swedish car. All those GM interior pieces have made 9-3′s interior an afterthought feel, something we don’t expect to see in a Saab.
Conclusion: So, at the end of the day, does the 9-3 Turbo X recapture the aura of the 900 Turbo SPG? I doubt it. While the SPG doesn’t have lots of horses, its chassis fitness isn’t the top of its class and the shift quality isn’t exactly crisp; its quirky and fun loving character have put lots of smiles in any enthuisast’s heart. It can’t be said about the Turbo X. Yes, it got a V6 turbo, a proper AWD and center key ignition. It just doesn’t capture the heart of the enthuisast like its forebear used to be.
As for 9-3 itself, it was considered as one of the top contenders when it first debut in 2003. Times have changed, so do the competitions. It desperately needs a complete makeover to keep it updated.
OVERALL VERDICT FOR 2008 Saab 9-3 Turbo X Sport Sedan ===================================== Performance: 3/5 Handling and ride/fun-to-drive: 2/5 Interior/ergonomics/user-friendliness: 3/5 Fit-and-finish/build quality: 2/5 Cargo/accessibility/layout: 3/5 Value-for-money: 2/5
Vehicle: 2008 Saab 9-3 Aero Sport Sedan Manual with Aero Touring Pkg
Price as tested: CDN$46440
Performance: While the base 9-3 is motivated by Saab’s proven 200hp 2.0L 4-cylinder High Output Turbo engine, its the uplevel 2.8 liter V6 as the highlight of this review. This 2.8 liter V6 is another version of Saab’s High Output Turbo, which is good for 255 ponies and 258 lb/ft of torque. As we have experienced last time in pre-facelifted SportCombi, this powerplant is smooth and willing. It doesn’t have any of those turbo lag or roughness we once associated with Saab turbos of the past. While some might find this kind of smoothness and refinement lack Saab’s character, especially those who missed Classic 900 Turbo SPG’s turbo lag slap when it spools up @ 3 grand, this V6 motor is the one that this niche Swedish carmaker needs to go mainstream. Here lies the rough. Even though this motor has passed the last 2 years with flying colors serving 9-3 chassis, Saab engineers should message more refinement and quietness as many of its peers have gone through or will go through major overhaul in these years.
Handling: Ever since the introduction of the current generation 9-3, it has always been regarded as one of the better handlers in the sports sedan arena. What Saab has made 9-3 even better is the advanced Haldex all-wheel drive called XWD. In order not to mix up or start a lawsuit by other carmakers, this “X” is called Cross in Saab language. Given Haldex’s expertise on developing AWD system for Volvo, Audi and even VW, we never doubt any of its engineering through 9-3′s docile chassis. In daily driving, its the front wheels that received 90% of the power until it detects slippage. When it detects any of the wheels are spinning or lack of traction, it will redirect the power to the offending wheel. It works exceptionally well with Epsilon chassis. It also eliminates any of those infamous torque steer we used to associate with high-performance Saabs. The ESP won’t kicked in until Cross Wheel Drive can’t handle the nasty situation.
Brakes: With 4-wheel discs and standard ABS, 9-3′s braking performance has always leave smile on our face. The stopping distance is short and pedal feel is excellent.
Interior: Unfortunately, the biggest let down remains the interior. Ever since Saab redesigned 9-3′s interior last year, ditching its infotainment center and push-button auto climate control in flavour of GM’s corporate switchgears. It completely lost the Swedish feel even with center mounted ignition and superb leather seats. That’s despite everything else is ergonomically correct. The interior feels low-rent and very American GM-ish. There are plenty of hard plastic and shiny surface. While those rock-solid panels and gaps are not as nasty as Renault-era Nissan/Infiniti, those are just completely unforgivable given Saab’s usual high standards.
Conclusion: While I am not a huge fan of facelifted 9-3′s more radical front facial styling and cheap interior, its a much improved sports sedan mainly due to its excellent Cross Wheel Drive system. Its not only addressed all the dynamic deficits of all the previous high-performance Saabs, it also gives buyers more choices when it comes to AWD.
OVERALL VERDICT FOR 2008 Saab 9-3 Aero XWD ===================================== Performance: 4/5 Handling and ride/fun-to-drive: 4/5 Interior/ergonomics/user-friendliness: 4/5 Fit-and-finish/build quality: 3/5 Cargo/accessibility/layout: 3/5 Value-for-money: 3/5
Vehicle: 2006 Saab 9-3 Aero SportCombi with Aero Touring Pkg
Price as tested: CDN$46230
Performance: Starting from 2006, all 9-3 Aeros will be powered by a 2.8L V6 DOHC 24-valver turbocharged engine. On the other hand, the previous Aero engine: 2.0L high-pressure turbo with 210 ponies and 221 lb/ft of torque will be phasing in as the base 9-3 engine. The 175hp light-pressure turbo will be dropped completely from North American Saab line-up.
This V6 turbo is good for 250 horses and 258 lb/ft of torque. It could well be the best V6 engine Saab has ever produced. It doesn’t have the roughness and lack of sporty flair that are so infamous in previous Saab V6s. Instead, this V6 turbo is as sporty and refined as anything out there. It also has the sort of refinement and response that consumers usually associate with German 6s. With the maximum torque of 258 lb/ft arrives at lowly 2 grand, power is never an issue with this engine. Its also surprisingly flexible and rev-happy at the top end of the rev range. Unlike Saab turbos in the past, its also free of turbo-lag. The turbo spools up right when you need it without delay. Unfortunately, there are couple of drawbacks that have taken out some of the fun in this gem V6. That has to do with its 6-speed stick shift. Not only does the throws are long and gates undefined. The clutch feels unprogressive and tough to find the engagement point. Despite that, the gear ratios are well-matched with this engine’s character. As well as very well-spaced.
Handling: Saab has stiffened up the chassis and suspension in order to haul the sweet V6. With stiffer suspension and higher rebound damping, this Aero handles as good as anything else in this segment. It all starts with a stiff and sound chassis that is completely lack of flex and rattles. Similar to its sedan and convertible silibings, SportCombi’s ReAxs rear suspension has done a remarkable job by giving it tail-happy character when going out of a corner. When going through corners, the steering provides firm and reassuring feedback. The result is a sportswagon that is very fun-to-drive without losing the unique “Saab feel”. While the stiffer suspension adds some bounciness when driving through small bumps, it tends to absorb large bumps relatively well. ESP is an uninstrusive type which has a high threshold through the limits. However, there is a slight torque steer when accelerating in 1st and 2nd gears. The bottom line: this is a very composed package.
Brakes: With 4-wheel discs and standard ABS, 9-3′s stopping performance is nothing short of impressive. Both the pedal feel and modulation are excellent, as well as the brake assist has done a great job by modulating how a driver’s foot steps on before start the assistance.
Interior: The most significant aspect of SportCombi’s interior has to be its versatile hatch. Before the seats fold down, there is 841 liters of cargo space. With the seats fold down, it quickly enlarges to 2047 liters which is one of the largest in compact sportswagon segment. Beneath the hatch, there are plenty of cubbyholes for miscellaneous. It also features a nice cargo net for extra versatility.
Hatch aside, the interior is as well laid out as you would expect from Saab. Along with the superb seats, excellent ergonomics and great instrumentation gauges; Saab has upgraded some of the oft-criticised interior materials with much better plastic. However, they still haven’t figured out the way to design a proper handbrake that is finger-friendly.
Conclusion: The Aero SportCombi has done two things to both Saab and 9-3. Firstly, it brings the versatile hatchback style back to 9-3 fold. That is very important because Saab has lost numbers of loyalists after 9-3 became a sedan. Secondly, this sweet turbocharged V6 got the performance that the Aero monikor desperately needs in day 1. There is one doubt, however, on whether potential customers would overlook this Swede due to the attractive offerings from German rivals. If Saab can bring enough customers into showroom with 9-3 SportCombi, this puppy could become their comeback kid.
OVERALL VERDICT FOR 2006 SAAB 9-3 AERO SPORTCOMBI
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Performance: 4.25/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4.75/5
Value-for-money: 3.5/5
Vehicle: 2004 Saab 9-3 2.0T Aero convertible with 5-speed Sentronic
Price as tested: CDN$62150
Performance: The Saab convertible is powered by Saab’s proven 2L high-pressure turbocharged engine with 210hp and 221 lb/ft of torque. The power delivery is smooth, refine, flexible and completely lack of turbo lag. When the turbo spools up at around 2500 rpm, the acceleration feels like a rocket with the assistance of Saab’s famous Tronic engine managment system. The 5-speed Sentronic manumatic is an excellent tranny as it provides decent ratios, while it up and downshifts are responsive and appropriate.
Handling: While previous Saab convertibles are known for cowl shakes, the new 9-3 is a revelation for chassis stiffness. It feels as solid as anything else in its class when going through bumps, washboard pavements and expansion joints. With Aero’s sports suspension, it also handles exceptionally well. The steering is sharp and precise. There is a slight amount of body rolls and understeers when pushed. On the other hand, it also rides comfortably thanks to smart use of rebound damping.
Brakes: Saab’s usual high standard on braking performance remains intact in the convertible, as it provides top-notch pedal feel and responsivenss when bite hard.
Interior: The color-keyed door panels are tasteful addition to 9-3′s usual high-quality interior. It adds a bit of color to the sober black-on-black interior. As usual, you got all the features you expect from a Saab. All the power items like windows, locks, mirrors, auto climate control and stereo are all at hands. Not to mentioned Saab’s great set of sports seats. Back seat space is more than enough for a convertible, same goes for cargo space. As for the roof itself, press a button and it lifts off in less than 30 seconds without releasing a latch.
Conclusion: If the new 9-3 is the best Saab ever produced, then this must be the best convertible they ever made. It got the best of Saabs like unique style, nifty cockpit interior and turbo performance while addressing the cowl shakes and lack of chassis stiffness of its predecessors. Saab has got a winner on its hands.
OVERALL VERDICT FOR 2004 SAAB 9-3 2.0T AERO CONVERTIBLE
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Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5
Vehicles: 2004 Saab 9-3 2.0T Arc with sports wheel pkg with 5-speed stick and Aero with 6-speed stick
Price as tested: CDN$43450 (Arc) CDN$43900 (Aero)
Performance: Both the 9-3 Arc and Aero are powered by Saab’s venerable high-pressure turbo that has 210hp and 221 lb/ft of torque. This powerplant feels more peppy and responsive than the low-pressure unit we tested in base Linear model. There is no turbo lag when the turbo starts to spool up somewhere around 2500 rpm. Its not only more responsive than the base unit, its also more refined and flexible to rev. Both the 5 and 6-speed stick shifts are a joy to drive with good ratios, well-defined gears and easy-to-find gates. These are probably the best stick shifts Saab has ever produced. They feel far better than the heavy and ungainly units in previous Saabs. While the clutch grabbing point is high in the Arc, their clutches remain light and progressive.
Handling: There are 2 suspension settings in both Arc and Aero. While the Arc is tuned more toward comfort, Aero has a sportier setting tuned for more enthuisastic driving. Aero’s sports setting is very impressive, indeed. It combines an aggressive suspension tuning that is great for enthuisasts when pushing through twisties without sacificing the ride comfort through the use of the proper spring rates. Both steering are precise, responsive and provide plenty of driver feedback. The result is one of the best handling/ride compromise the other side of German sports sedans. As for Arc, it has a more comfortable ride given softer springs and shocks. However, its cornering prowess remains top-notch even with softer setting. Aero has fewer body rolls and understeers than Arc, as expected. 9-3′s ESP is also an exceptional system, as it won’t intervene by braking an offending wheel until the vehicle goes extremely crazy in a curve.
Brakes: Combine 4-wheel discs, ABS and brake force distribution, 9-3′s pedal feel is nothing short of astounsing. The stopping distance is short while the pedal feels solid and effort balanced.
Interior: 9-3′s interior is truly a driver’s environment. The cockpit design has given out an atmosphere that put driver in the first place with everything else logically placed. The analog instrumentation gauges are clear and analog. Both the stereo and auto climate control are easy to figure out. Latter is a very effective system that can cool the interior very fast in a hot day. The Infotainment system is easy to use with a few buttons by checking fuel economy and distance-to-empty. While the standard seats in the Arc already provide exceptional comfort, Aero’s sports seats are simply awesome. Rear seat has more than adequate head and legrooms. However, there is one minor pet peeve. This pet peeve is belong to Arc’s wood trim. While this light wood is very high-quality, it looks out of place in an interior of a 9-3.
Conclusion: When I test drove the Linear a while ago, I already very impressed with its dynamic abilities. With the introduction of the more powerful 210hp 2.0T engine, it simply transformed 9-3 into an extremely good car into a great car.
Vehicle: 2003 Saab 9-3 2.0t Linear with Sport Launch package, Touring package and 5-speed Sentronic automatic tranny
Handling: The single biggest drawback of the outgoing 9-3 is the flexy chassis. That dated chassis has made all the engines coupled with the outgoing car feels overengined. The new 9-3′s handling dynamics is simply a revelation. With the stiff new platform, a very well balaned suspension and steering control. This model has the merits to challenge some of the world’s best competitions. On our particular tester equipped with the sports suspension and 17″ wheels, 9-3 handles exceptionally well even during the rainy weather. The steering feels responsive, quick and linear at any speed. Both on and off-center feel are simply excellent. Even if the 9-3 handles like a sports car, it doesn’t ride like one. Its ride comfort is simply superb, among the best in its class. Unlike the 9-5, 9-3′s ESP or electronic stability program doesn’t kick in until absoultely necessary. Both the understeer and body rolls are very well controlled. Pushed through corners, its flat handling and natural feedback have given the feeling that has never felt before in any Saabs. Best of all, the whole driving experience still feels very much like Saab.
Performance: The 2.0 light-pressure turbocharged engine that bumps out 175 hp and 195 lb/ft of torque feels responsive even with the optional manumatic. There are plenty of low-end torque considered its maximum torque appears at a lowly 2500 rpm. It never runs out of stream when pushed through redline. The 5-speed manumatic has the responsivenss and smoothness that have never felt in previous Saabs before. The quality of the shifts are top-notch. Its willing to upshift and downshift, on the manual mode, it allows you to push through redline without upshifted itself. There’s no doubt it got high refinement considered Saab is a manufacturer which is famous for building great 4-cylinder turbo engines.
Brakes: The 4-wheel discs with ABS works like wonder on the 9-3. The stopping distance is short and the pedal has excellent feel. Even the brake assist system doesn’t feel too overassisted as you hammer down into the pedal. During our rainy weather testing, the ABS won’t kick in until necessary.
Interior: Inside the new 9-3, everything feel very much like a Saab. Everything from the vents to the center console ignition switch have said “this is a Saab”. It got the typical superb seats with SAHR 2 whiplash protection. The center console is logically layout with stereo, automatic climate control, trip computer and heated seats all packed in one area. There are cool icons shown which position is your heated seat level. Finally, Saab has put the power windows and moonroof into the proper locations to make way for the center bin. On the back, there are plenty of head and legroom. Space is never been an issue with this car. However, there’s one pet-peeve. While the rest of the interior is covered with high-quality leather, the side panels are covered in cloth. Despite the quality of cloth feels durable, it looks out of place in a car costing 37 large grand.
The trunk has a low liftover that easy cargo accesibility. However, there is one drawback. Although Saab has used the carpet-covered instrusive trunk hinges, they are still no uninstrusive hinges. Considered how well thought-out the new 9-3 is, this is an area that these Swedish designers have forgot.
Conclusion : Not only 9-3 is one of the best in the competitive sports sedans currently dominated by Germans, its probably the best car ever come out of Sweden recently. With the advent of the new chassis, Saab has transformed a good car into a great car. Along with the right pricing, Saab should have no trouble selling each of of them.
OVERALL VERDICT FOR 2003 SAAB 9-3 2.0t LINEAR
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Performance: 4.25/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 4.5/5
