Saab Reviews

Brand loyalty is being tested around the world as Saab, under financial siege and with its factory still closed, unfurls its flagship model.Private owners will have to scrutinise Saab's future to assure them that parts and service will be available. Fleet and user-chooser owners will want Saab's corporate solidity to prop up resale values and maintain sensible balloon payments.And then there's the car. The new Saab 9-5 is a good car - in a lot of ways, equal to its peers. But the cold facts overshadow the attributes of the car itself and beg the question: Will Saab aficionados spend up to $100,000 to have the badge in their driveway given the parlous corporate state and no guarantee of sunrise in the morning?VALUEForgetting for a moment the mist surrounding its future, the 9-5 offers a big car that perfectly suits the prestige segment. It is very well equipped and I'm delighted to note it retains the indelible Saab character that classes it - and its owner - as something special. The price of the all-wheel drive 2.8 Turbo model is $94,900 and almost $20,000 more than the 2-litre, front-wheel drive version. Add $5500 for the sunroof and rear entertainment system and the 9-5 moves into the $100,000-plus zone. Harman Kardon surround sound audio is standard and sensational. The 9-5 wants for nothing except a good home.DESIGNIt looks really good. That short and almost horizontal bonnet with rounded nose and swept-back headlights, the upright A-pillars and severely curved windscreen, slim side glass that subtly rises towards the boot and the long and gentle slope of the roof and trunk put it into another class.Designers maintain Saab's link with aircraft, despite the company foolishly splitting off the now successful aero business in 1969. The cabin is very roomy, the boot huge and the dashboard has a distinctive and very purposeful design.TECHNOLOGYHistorically, Saab has always trod new roads in technology. The latest, however, doesn't introduce much new but rather gather up clever bits. For example, electronically-adjustable suspension; a heads-up instrument display on the windscreen; automatic park assist; and a night panel switch that shuts down all instrument lighting except speedo and, on standby, any emergency panel warning lights. The Holden-made V6 engine is 2.8-litres and gets a turbocharger, drives through a six-speed sequential automatic transmissi on and then through a Haldex clutch that proportions power between the front and rear wheels depending on demand. There's also an electronic rear limited-slip diff that allocates power between the rear wheels.SAFETYIt's chocka-block with safety features, starting with a five-star crash rating, six airbags, the automated park assist, full-size spare wheel and all the electronic aids including all-wheel drive, stability control, cornering control and brake assist.DRIVINGIn terms of design, the cabin is well done though time spent familiarising yourself with the switchgear placement is advised. The keyless start button is down near the gear stick, the parkbrake is electric and the seat is electrically adjustable so it's an easy car to fit into. The engine is a bit noisy at idle but no complaints about performance. It hits its straps from around 2500rpm and delivers with excellent response. The six-speed transmission can bump uncomfortably up its gears at low speeds - though is much smoother when more power is applied - and steering is light and a bit vague. While I'm here, cabin noise and ride comfort is excellent at anything over 60km/h but at lower speeds it is drummy (probably due to the tyres) and the ride gets jiggly (suspension) and handling is less than precise. The 9-5 is more American in feel than European. The all-wheel drive has merits in handling, safety and when hitting the snow but may be an overkill for most Australian buyers.VERDICTTough call, this one. I'm impressed with its engine performance and love the distinctive styling. It betters the BMW 5-Series in features and space, equals it in lots of ways but is notably out of this race in handling and driveline smoothness. Then, like a father discussing the future with his intending son-in-law, there's the small issue of what's going to happen tomorrow.SAAB 9-5 AEROPrice: $94,900Warranty: 3 years, 100,000km, roadside assistResale: 44%Service Interval: 15,000km or 12 monthsEconomy: 11.3 l/100km; 262g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TC. Crash rating 5 starEngine: 221kW/400Nm 2.8-litre V6 turbo-petrolTransmission: Six-speed sequential auto, AWD Body 4-door, 5 seatsDimensions: 5008 (L); 1868mm (W); 1467mm (H); 2837mm (WB)Weight: 2065kgTyre size: 245/40R19 Spare tyre Full-size

Saab's hopes of a phoenix-like rise from the ashes rest squarely on two cars - the 9-5 Vector four cylinder in diesel and petrol and V6 petrol Aero. Both are built on a GM platform and use GM underpinnings.VALUEThe Aero is a $94,900 competitor for the likes of BMW 5-Series, E-Class Benz and Audi A6. Whether punters will chance their hundred grand on a Saab is an interesting question.DESIGNIt's an impressive car to look at particularly around the three quarter rear section and from straight on. The interior is awash with electronics and plenty of luxury kit including lashings of leather and woodgrain fascia and an impressive audio system. It's a good place to be especially with multiple adjustments for the driver who can set up the car within a range of parameters for ride, response and feel. These can be set to default or will reset to normal settings after every startup.TECHNOLOGYThe engine is a sweet sounding Holden 2.8-litre, petrol, twin cam V6 with a twin-scroll turbo fitted. It sees life in various cars including Alfa Romeo and in larger capacity (without turbo) in Commodore. Outputs are 221kW/400Nm through a six speed automatic transmission and then all wheel drive that seems to work... sometimes.DRIVINGWe had couple of "moments" when the front wheels started spinning with the rears stationary reversing up a slippery drive. What's the point? Due to its abundant equipment, the Aero is a weighty beast tipping the scales at close to 2.0 tonnes but the way it goes and handles belie this.Fuel economy hovers around the 11.5-litres/100km mark.It has a large boot and generous rear seat legroom with passenger DVDs. The drive experience is positive with the big Saab delivering on most fronts. And it appears to be built to a high standard, in Sweden.VERDICTIt's just that lingering doubt that needs to be overcome, something that took Audi more than a decade after it came and went in Australia a couple of times.

It wasn't so long ago that Saab was for all intents and purposes dead in the water.Dumped by General Motors during the financial crisis, it was eventually bailed out by German sports car maker Spyker which has in turn joined with a Chinese company Hawtai Motor Group with a guarantee of substantial financial support in return for shared technology.It's all a bit confusing really, apart from the fact that Saab is back and back with an all new resuscitated 9-5. So what? I hear you say. They couldn't get it right the first time what makes you think they'll do any better this time around?The short answer to that question is that the new and improved 9-5 ain't half bad.It's not going to set the world on fire but it is definitely appealing, with its long bonnet and swept back windscreen.The 9-5 has plenty of cache for the price and is a genuine alternative to mainstream Audi's, Benzes and BMWs.Going forward, however, Saab needs to work on putting some distance between its cars and those of the opposition.It needs to emphasise the points of difference that make a Saab a Saab, like returning the ignition key to its rightful place between the front seats. That's what will sell cars.DESIGNBuilt on GM's Epsilon platform, the new 9-5 is a much larger, more substantial offering than before.It's 172mm longer than the first generation 9-5 and, more importantly, 361mm longer its sibling the 9-3. Previously the two models were far too close in size.Suprisingly, the 9-5 is longer and wider than the Mercedes E-Class, although the Benz boasts a longer wheelbase.In keeping with its aircraft heritage, the car's interior features green instrumentation, with some aviation cues like the horizon-style speed gauge and the night panel button that knocks out all but essential instrument lighting at night.Ironically the speed gauge is not necessary because the holographic head-up display projects the car's current speed in the lower part of the windscreen.The interior is light and bright and friendly, with clean unclutterred styling and easy to read instruments.The centre console is dominated by a large touch screen navigation screen with a an upmarket Harmon Kardon sound system and 10Gb hard drive.Bluetooth, park assist, bi-xenon lights, automatic lights and wipers and heated front seats are all standard.TECHNOLOGYMotivation in the Vector model is provided by a 2.0-litre turbo charged petrol engine that delivers 162kW of power and 350Nm of torque from 2500 revs.It's good for 9.4 litres/100km and will do the dash from 0-100km/h in 8.5 seconds, with a top speed of 235km/h.The four cylinder engine is hooked up to a 6-speed Japanese Aisin transmission, with the option to change gears manually via the shifter or steering wheel mounted paddles.For another $2500 the optional DriveSense chassis control system provides intelligent, sport and comfort modes _ but we reckon sporty doesn't feel all that sporty.DRIVINGPerformance is brisk but the turbocharger has trouble keeping up with the demands of the throttle. Although traction control is fitted, the front wheels tend to scramble for traction, especially in the wet.VERDICT The 9-5 is an appealing car, but we're hoping there's better things to come yet as Saab seeks to redefine its identity. The 9-5 Turbo4 Vector sedan is priced from $75,900.

It has been a long time since I've driven a Saab and even longer since I've driven one I liked. So long, in fact, that I can't really remember if there was one at all.Under the stewardship of GM, the cars became bad, dull or hopelessly outdated. The previous 9-5 was a symptom of that regime. It lacked the upgrades needed to keep it relevant and fell behind the competition.DESIGNThis car has at least as much GM involvement and, in gestation terms, has been ready for 12 months or more. But it does have a couple of advantages. It's much larger than its predecessor; the previous 9-5 was too close in size to the smaller 9-3. This car has generous rear seat room and a capacious, if shallow, boot.Besides turbocharging, other Saab signatures are realised through the car's sheet metal, which has a distinctive cabin shape with visor-like glass. It looks like a Saab even without the liftback rear that used to be part of the formula.Inside, the asymetrical speedo, grid-pattern vents, shapely seats and cockpit-style centre console also echo brand strengths. It's a pleasant place to be.Trainspotters will notice the absence of a central ignition key slot and funky flip-out cupholders. Those will be a deal breaker for no one.TECHNOLOGYThe underpinnings are good. Although they're shared with lesser brands such as Opel, the car's composure and chassis tuning feel up to segment standards. It feels solid and substantial.VALUEIt's packed full of gear. There's not a lot missing from the spec sheet and an entry level car comes almost fully loaded. The list includes stuff that's now de rigueur, such as Bluetooth, as well as premium kit such as an informative head-up display. Active cruise control seems to be the main omission.DRIVEThe range has been rationalised. Previously, there were almost as many Saab variants as buyers. This time it boils down to three engines: the petrol four-cylinder, driven here, a four-cylinder 2.0-litre diesel and 2.8-litre V6. All have turbocharging, a Saab signature, and the petrol four delivers surprisingly adequate, if unspectacular, performance.Driving the front wheels via a six-speed transmission, it reaches 100km/h in 8.5 seconds. The V6 offers all-wheel drive but is a lot heavier.Some will question the ride quality, though, which rumbles and thumps over road details, and the tyre roar generated by unfavourable tarmac. But on a first taste the 9-5 exceeded expectations. In a very real sense, the only way was up.VERDICTThe 9-5 must redefine the brand for a new generation of buyers and it is at least in with a chance.Read more about prestige motoring at The Australian.

THIS is a handsome, well-mannered machine for the more genteel, more mature outdoors type.  Launched in Europe in early 2009 and based around Saab's 9-3 Combi, the X adds all-wheel drive, a little extra ground clearance plus some exterior cues to distinguish the wagon from stablemates.It is, says Saab designers, the machine for those who eschew traditional SUV styles; more Timberland than Blundstone perhaps.  And if anyone can combine practical solutions for conquering indifferent roads with practical and smooth design for family transport it ought to be the Swedes.The result here may have been late into the segment - when the likes of Subaru, with the Outback, and Volvo with the XC70  - had already beaten a track into this area. Even one-time stablemates Holden had tackled this niche with the Adventra, that Commodore-based wagon being usurped by the Captiva after a three-year production run.In fact this Saab 9-3 X - while carrying a very different body - has that Adventra approach with the black wheel arch extensions and skid plates, fog lights and such, dressing up the family wagon into an all-seasons, all roads machine.VALUEAt $59,800 the Saab is about line-ball in price with Volvo's petrol-engined XC70, a bit dearer than the top-of-the-tree Subaru Outback and around $20,000 ahead of Skoda's Octavia Scout. Audi's A6 allroad has moved up and out of sight, coming in just a tad over $100,000.The 9-3 X misses for little over these all-wheel drive rivals; all have the Swiss army knife approach to these designs - give 'em lots of gear and hidey holes and some talking points such as cup holders which fold out in ballet-motions from the dashboard. And there's plenty of leather and comfort features here though it could be hard for this Saab to match the resale values of the Subaru and Volvo.TECHNOLOGYUnderpinning Saab's all-wheel drive adventure wagon is the Swedish manufacturer's XWD system, designed with Haldex and allowing seamless transfer of torque to whichever wheel can find traction.It also allows up to 85 per cent of torque to be shared between rear wheels. And the system incorporates the usual array of driver aids - ABS, stability programs, traction control and emergency brake control.DESIGNThe current 9-3 style, tweaked here and there, has been on the roads for almost a decade. There's nothing wrong with that, these shapes are familiar and comfortable. And here, with the aid of the raised ride height (up 35mm) and the adventure-style add-ons - including more aggressive front bumper, dual exhaust pipes - the style still has attraction.Inside style is also smooth and familiar, right down to the ignition key mounted on the transmission tunnel between the front seats. Dash and instruments are most tidy and very legible. But it's not a big cabin and while the cargo area is a reasonable size, the back seat is best left to smaller people.SAFETYThe Swedes have long held trophies for safety in cars; other manufacturers may have caught up but the folk at Saab haven't backed away from driver and passenger airbags, roof rail airbags, side airbags and all those primary safety features to keep the 9-3 X upright and pointed in the right direction.DRIVINGThe Saab 9-3 X is a mature and very comfortable machine. It is a sure-footed wagon under all manner of conditions, torque is transferred smoothly and with little fuss on greasy and gravel surfaces. And it can be moved along a country road with confidence, without the high-riding drawbacks of traditional SUVs. The steering hasn't too much life but the ride is excellent in a wagon suited to cross-country cruises.But the performance-economy ratio with this petrol-engined Saab and its six-speed transmission drags the wagon back. It is a docile engine-transmission combination, adequate rather than adventurous.  Saab's claimed city consumption is 15.5l/100km; certainly this test, a mix of city, freeway and country, saw fuel figures closing on 12l/100km. While these may not be alarming numbers, drivers may expect a bit more punch for their petrol.SAAB 9-3X ***Price: $59,800Warranty: 3 years, 60,000kmResale: N/AService interval: 20,000km or 12 monthsEconomy: 10.1l/100km;242g/km CO2Safety equipment: six airbags, ABS, ESP, ABD, TCSCrash rating: 5 starEngine: 154kW/300Nm 2 litre, four-cylinder turbocharged petrolTransmission: Six-speed autoBody: 5-door, 5 seatsDimensions: 4690mm (L); 2038mm (W);1573mm (H with roof rails)Wheelbase: 2675mmWeight: 1690kgTyre size: 235/45 ZR18Spare tyre: 6.5x16

A new flagship is waving the Saab flag again in Australia. The all-new 9-5 is the first newcomer since the Swedish brand was released from more than 20 years of suffering under General Motors, and comes with the promise of value pricing, impressive quality and styling that breaks away from the origami school of creasing in European design.Now, if only they could get the ride and handling right... The 9-5 is a good looking car that's noticeably bigger than any previous model to wear the badge, and a bottom line from $71,900 - helped by a Luxury Car Tax break for an eco-friendly diesel engine - will help to get it on shopping lists against everything from the BMW 5 Series and Benz's E Class to the Volvo S80.Saab Cars Australia is planning a slow burn on the 9-5 - and the rest of its comeback plan - and is only predicting around 100 sales this year. "Our brand is not something we shout about. We want to talk to people individually," says Steve Nicholls, managing director of Saab Cars Australia. He says the point of difference for the 9-5 is the way it looks."All our communciations are based around design. That's the key message. It's not about kilowatts or how much you can fit in the boot," says Nicholls, who flew global design boss Simon Padian to Australia for the introduction of the 9-5.VALUEThe starting price of the 9-5 is helped by a diesel that comes in at 6.8 litres/100km, but even the petrol-powered Vector is affordable - for the class - at $75,900. The flagship Aero Turbo6 XWD is priced from $94,900 with all-wheel drive and most of the good luxury stuff, although a back-seat DVD system is an extra-cost option.Good stuff on the Vector includes a head-up instrument display and chilled glovebox in addition to the usual satnav, an all-speaker Harmon-Kardon sound system, leather trim, bi-Xenon lamps and more. The top-line car is boosted by park assist, sports seats cornering headlights and more. Every 9-5 comes with keyless entry and the start button is in the console between the seats, the traditional location for the ignition key in any Saab. "We've created a big gap now between the 9-3 and the 9-5," says Nicholls.TECHNOLOGYWhen Saab was part of the GM family, the way the company was treated was basically just child abuse. That meant investment and development was always limited, so Saab is playing catch-up. Even so, its all-turbo engine philosophy is sound, it promises body strength and safety as good as anything in the class, and there is independent rear suspension - but not in the turbodiesel.Engine outputs are 118kW/350Nm for the diesel, 162/350 in the petrol four and 221/400 in the 2.8-litre V6, with all cars using a six-speed automatic gearbox. To put the 9-5 in its place, it's just over five metres in length with a wheelbase of 2837mm, has 513 litres of boot space and a full-sized spare.DESIGNThe shape and style of the 9-5 is a welcome move away from the creases-and-crunches, origami style of so many modern European cars. It even has a blacked-out A pillar to disguise the traditional bulk around the front of a car, and an aero-influenced curving windscreen."Because we're Saab we're allowed to be different. To be honest, I think if we followed the rest of the crowd we'd lose our soul," says Saab's chief designer, Simon Padian, in Australia to preview the 9-5."Saabs have always been durable, practical cars that are designed to be used. Our customers want cars that have meaning and substance." "The 9-5 is the result of a very conscious journey. We're always looking for a way to create more desirable products."So the body is smooth an distinctive, while the cabin has a driver-  focussed dashboard and the sort of quality final finishing you expect in a Saab.SAFETYThe 9-5 should easily clear the five-star bar at NCAP, but Saab says it wants more and is bringing everything from its 'black panel' dash - which blanks everything but the speedo on command to cut after-dark strain - to the head-up display. There are front-side-thorax-curtain airbags, ESP stability control and ABS brakes, as well as a rollover sensing system.DRIVINGThe look and feel of the 9-5 promises a lot. It's a classy car where you can see and touch the quality. The engines also respond well, from the quietness of the diesel to the pull of the V6, with a smooth shifting automatic - although there is no response to calls for a downchange when you tug the shift paddles in D, only in Sport.Based on a very short drive in a full range of cars, the 9-5 is fairly quiet - apart from some wind noise around the mirrors - the seats are very comfy and supportive, and the dash is well laid out with plenty of toys. The head-up display is the best we've seen but there is a silly extra display in the dash that means you can have three speedometers operating at once - main, head-up, and an 'altimeter-style' extra - and that's plain silly.The real problem with the 9-5 is the suspension. Regardless of the car, and despite running through 17-18-19 inch tyre sizes, the suspension is crude and fails to cope with Australian conditions. Saab says it wants a sporty feel, but the 9-5 crashes through potholes, is nervous on corrugations, and is generally not a nice place to travel. And there is torque steer and kickback, as well. The 9-5 is promises a lot but urgently needs to have its suspension fixed before it can be considered as a serious prestige contender in Australia.VERDICT: "Looks good, drives not so good."SAAB 9-5 ***1/2 

When winter becomes a fast fading memory convertible owners drop their tops and let the sun shine in. There are few things more enjoyable in life than driving a rag-top like the Saab 9-3 on a sunny summer day.For a country covered in snow and ice for much of the years it’s surprising that Sweden is a maker of convertibles, but Saab has been one of the main players in the rag-top market for many years.There is now a wide choice of soft tops from many manufacturers, but it wasn’t so long ago that the Saab convertible was one of the few choices we had. Early Saab convertibles were about the only affordable choice just a few years ago and there are still plenty out there today.The 9-3 arrived in local showrooms in 1998, replacing the 900S, which had been a popular model.The range was made up of three-door and five-door hatches and a convertible, which is the model we’re focussing on here.Saab had a long history of building affordable convertibles and the 9-3 continued that tradition. By the time it was launched there were a number of convertibles available from other carmakers so the pressure was well and truly on the small Swedish car maker to hold its place in an increasingly competitive market.From the outset it has to be said that Saab convertibles have always been a little loose in terms of body stiffness and shake was a constant annoyance when driving one. Saab wasn’t alone in suffering from body shake, which was mostly in the dash and scuttle area, but they seemed to suffer more than most.In the late 1980s with the competition never more intensive the Saab was trailing its closest rivals in the body stiffness stakes, it was something most other car makers had been able to get on top of. Saab seemed to believe theirs was acceptable, but one drive of another convertible was enough to know that they were wrong.What made the lack of body stiffness more annoying was that the Saab made a pretence of its convertible being a sports or performance model. The shake was one thing, but the body flexing dulled the handling and made the 9-3 less precise than it should have been.Front-wheel drive didn’t help the 9-3’s precision either, and couple all of that to a powerful turbo engine and the soft-top Saab could be a bit of a handful.As a cruiser though these problems aren’t so obvious, the 9-3 makes a most pleasant car when the sun is shining and the coast road beckoning.The convertible was available in two models, with a choice of 2.3-litre double overhead camshaft four-cylinder engine or a 2.0-litre double overhead camshaft four-cylinder force fed by a turbocharger.The 2.3-litre engine would make 110 kW at 5700 revs, which gave the 1368 kg soft-top good performance without ever threatening to make your nose bleed, the 2.0-turbo engine made 136 kW at 5500 revs, which gave it a little more zip.While the 2.3-litre was smooth and perhaps the better choice, the turbo lag associated with the 2.0-litre engine was a real downer.Transmission choices were a rather wooden shifting five-speed manual gearbox and a four-speed auto with final drive going through the front wheels.9-3 owners weren’t left without when their cars came packed with most of the comfort, convenience and safety items that were sought at the time.The 2.3 rag-top came complete with power steering, power antenna, windows and central locking, it had leather trim, cruise control, trip computer, CD sound, air-conditioning, front and rear fog lamps and an immobiliser.The 2.0-litre turbo had all of that plus six-speaker sound, CD stacker, woodgrain dash and auto climate control air.In 2000 Saab released the Aero model which had the 151 kW boost of an uprated 2.0-litre turbo four-cylinder engine and came fitted with just about every feature on the Saab option list including ABS and traction control.The 2.3-litre engine is a rugged unit that doesn’t give much trouble, and with a chain driving the camshafts there isn’t the need to service it as there is with belt driven engines. Likewise the 2.0-litre turbo gives little trouble and also has a chain driving the camshafts.When shopping for a convertible there are a few things that need to be checked. For starters the interior trim often comes in for a battering from the sun when left exposed for long periods so look for cracking of the leather trim, the dash panel and other plastic parts that will harden and crack or break in time when exposed to the sun’s rays.Leather can get very hot in the sun and be uncomfortable to sit on. Some owners would happily forego leather for cloth for more comfort in the summer months.If you stick with the leather it’s worth treating it regularly with a leather cleaner and conditioner to keep it soft and supple. That way it won’t so readily dry out and crack.Check floor carpets for dampness or staining that might indicate previous dampness from being left in the rain with the roof down.Also check the operation of the soft top, making sure it goes up and down smoothly without any hesitation or jerkiness.Dual front airbags and side airbags provide all round protection for front seat passengers, add to that side head airbags in the Aero and the secondary crash protection is quite extensive.Alex Giansiracusa owns a 2001 9-3 Aero manual convertible and loves it! He was looking specifically for a manual Aero, which at the time was very difficult to find so he went to Sydney to buy his. Now with 32,000 km on the odometer he says it has been very reliable and is very therapeutic to drive. His only criticism is the noticeable turbo lag. Other than that, he reckons he has bought an almost brand new luxury sports car for at a very reasonable second hand price.• body flexing causes squeaks and rattles• solid performance of non-turbo engine• annoying turbo lag on force fed models• interior damage from sun exposure• hot leather in summer months• smooth operation of power roofAn affordable convertible that is generally reliable if you can put up with the body shakes.

Saab, the quirky Swede, has always been in Volvo’s shadow, which was perhaps a good thing when Volvo was the laughing stock of the road. Saab being stuck behind Volvo's shadow meant that few car buyers took a serious look at the cars from Trollhatten when it would have been worth their while to consider one alongside other prestige cars from BMW, Audi, Honda and the like.Saabs are still relatively invisible to most motorists even though the company builds cars with sporty performance, comfort aplenty and commendable reliability.The 900 is just such a car. Built from 1993 to 1998 it was a well built, smartly styled car with enviable reliability that is worth a look if you’re in the market for a used prestige car that will give solid reliable service for many years to come. It’s also a safe, solid car worth considering as a first car for the rookie driver in the family.MODEL WATCHThe 900 was initially offered only as a sleek five-door hatch, with two different versions, the S and SE. The five-door configuration was popular as it doubled as a stylish sedan and a useful part-time wagon when the extra carrying space was needed. A few months later a three-door hatch, a two-door coupe, and a convertible joined the five-door.There were plenty of choices when it came to engines. The most popular engine was the 110 kW 2.3-litre fuel-injected DOHC four, but there was also a 98 kW 2.0-litre version offered which wasn’t terribly popular, and a 125 kW 2.5-litre DOHC 240-valve V6 which was a product of General Motor’s involvement in the company.For a real blast Saab also offered a 2.0-litre turbocharged four, which boasted 136 kW. It could only be described as brutal in the days before Subaru redefined the term with its WRX, but it also suffered from chronic torque steer when you nailed your right foot, which made it much less appealing.The narrow-vee V6 was the first six-cylinder engine ever fitted to a Saab, and was the same engine that was more familiar under the bonnet of the Calibra sports coupe Holden briefly sold here.There was a choice of transmissions, a five-speed manual or a four-speed Asian-Warner electronic auto, and drive was through the front wheels. A clutchless manual gearbox, called Sensonic, was offered as an option on the Turbo in 1995.Novel at the time the Sensonic gearbox simply did away with the clutch pedal, the clutch was actuated by a mechanical system triggered by electronics. To shift you lifted off the throttle, shifted the lever to the gear you wanted, and stepped on the gas again. Quirky yes; necessary, no!The suspension was MacPherson Strut at the front and a semi-rigid axle at the rear, with gas shocks front and back, and an anti-roll bar at the front. Steering was power-assisted rack and pinion.Brakes were disc front and rear with ABS standard on all models.Facelifts in 1996 and 1997 brought more refinement. In 1996 there was Electronic Brake Force Distribution (EBD), alarm, immobiliser, lumbar adjustment for the driver’s seat, and some minor cosmetics, while 1997 brought a smoother gear shift, and the V6 was only available as an auto. There were also special ‘Talladega’ models in honour of the successful record breaking blitz of a 900 Turbo in the US.All 900s were well equipped, even in base form. A long list of features included driver’s airbag, air-conditioning, central locking, fog lights, heated front seats, power mirrors, power windows, and four-speaker sound. A passenger’s airbag was also standard from September 1995.IN THE SHOPMechanically the 900 is pretty well bullet proof, particularly the 2.3-litre engine that is good for many hundreds of thousands of kilometres providing it’s well serviced. The good thing is that the camshafts are chain driven which means there isn’t a belt that regularly requires changing. The same can’t be said for the V6, which does have a cam drive belt and Saab specifies it should be changed at every major service, which come up every 40,000 km.Brakes tend to be a high cost maintenance item with pads and rotors needing replacement at intervals of 50,000 km or less. Heavy front brake wear can be seen from the build-up of brake dust on the front wheels, it’s a consequence of the brake set-up used on most modern cars which use the front brakes quite heavily.Check convertibles carefully. Saab changed from hydraulics to electrics for the roof on the new 900 and then switched back to hydraulics for the next model. Get the message. Make sure the hood operates, up and down, smoothly as it can be expensive to fix a problem roof.While you’re at it check the roof for tears, or areas of high wear which can occur because of the movement in the hood as it goes up and down. Tears can mean water leaks and high wear areas can mean a replacement hood will be needed.Convertible interiors are usually subjected to high sun exposure, which can lead to cracking of trim components. They can fade and become brittle with time if left in the sun too much. It’s also a fact of life that convertible interiors can get wet if you’re caught in a sudden downpour, it’s not a huge problem if the trim and carpets are allowed to dry properly before being left in a garage. If it smells mouldy, walk away!Convertible side window seals can leak if they’re not adjusted properlyOWNERS SAYStuart Stone commends the performance, ride, comfort and roominess of his 1995 V6 five-door. He rates the build quality as excellent, but says the cost of Saab servicing and spare parts is too high.David Batrouney has owned his 1996 Saab 900 SE V6 since new and says it’s been a pleasure to own. It is comfortable and economical on long trips and has never broken down, although he says he would like more powerful headlamps, and the suspension is harsh on road imperfections.Alan Mackew bought his 1994 Saab 900 S 2.3-litre five-door two years ago. It had done 70,000 km, came with a full service history, and cost about the same as a base Corolla at the time. Alan wanted something different which was economical, built to last and good for long distance driving, and bought the Saab after looking at similarly priced Mercedes-Benz and BMWs. The Saab stood out with its high level of standard equipment, useful five-door body configuration, and implications of durability and safety associated with Swedish cars. He’s found it to be a very relaxing and reassuring long distance car that returns very good fuel economy, and would look at a new Saab next time he buys.Accountant Evan Evangelou bought his 1995 900 convertible two years ago with just 30,000 km on the odo. Overall he’s happy, and would buy another Saab, but says the steering is vague and the convertible body shakes. He also says Saab servicing is expensive and has taken it to a non-factory specialist.Walter de Gregorio reckons that if his 1993 900 convertible had a little more punch on take off, and a smoother gearshift, it would be perfect.LOOK FOR• Forget the 2.0-litre engine, the high maintenance V6, and the turbo; go for the reliable and economical 2.3-litre engine.• Gearboxes are generally reliable, although the manual shift is notchy. Forget the Sensonic clutchless manual, it’s a gimmick.• Build quality is high, and there is little problem with rust although one owner reported a less than satisfactory experience with Saab over rust in his car.• Convertible is an affordable and pleasant driving soft top, but beware of cars that have been left exposed in the sun and rain with the top down. Also know that Saab convertibles shake like crazy.• Brake wear is high so be prepared for regular replacement of pads and rotors.• Front-wheel drive 900s suffer from torque steer on takeoff, the Turbo is chronic.

Saab is a difficult make to judge. It’s the second Swede, a quirky make that has always been stuck in Volvo’s shadow and suffered as a result. For some it has more character than Volvo, and it has always tended to tread a different path, but it remains largely invisible. We all know it’s there, but few seriously consider it a rival for makes like Audi, BMW and the like, even though it builds reliable, comfortable and sporty cars.MODEL WATCHExternally the 9-3 seems little different to the 900 that preceded it. The styling was basically carried over from the previous model with little change and the reality is that little did change other than the model designation, which fell into line with the new system Saab was using, and some simplification of the model range.Saab offered the choice of three-door coupe, five-door sedan, and convertible in the 9-3 range.The styling of the 9-3 was simple, clean and efficient. There was nothing that jarred, the lines flowed nicely, the curves were soft and the shapes clean, but that also meant it was easy to miss. It simply melted into the background rather than stand out.Saab simplified its engine offerings in the 9-3, dropping the V6 and sticking to the well respected four-cylinder engines.The 110 kW 2.3-litre double overhead camshaft four had a solid reputation for reliability and was a Saab favourite, and there was also the choice of the 96 kW 2.0-litre and 136 kW 2.0-litre turbo engines.From 1990 the choices were limited to the 2.0-litre, which came in 113 kW low-pressure turbo and 136 kW regular turbo versions.The transmission choices were a five-speed manual with a rather clunky shift and a four-speed auto, with drive through the front wheels. Early Saabs suffered terribly from torque-steer, which became chronic on the more powerful turbo models.All Saab models came with an extensive list of standard features.IN THE SHOPSaab stuck to its reliable four-cylinder engines in the 9-3, the 2.3-litre four a well known and trusted power plant that gives little trouble.Mechanically the 9-3 is pretty well bullet proof, particularly the 2.3-litre engine, which is good for many hundreds of thousands of kilometres providing it’s well serviced. The good thing is that the camshafts are chain driven, which means there isn’t a belt that regularly requires changing.Brakes tend to be a high cost maintenance item with pads and rotors needing replacement at intervals of 50,000 km or less. Heavy front brake wear can be seen from the build-up of brake dust on the front wheels, it’s a consequence of the brake set-up used on most modern cars which use the front brakes quite heavily.The Saab sedans and coupes are generally tight in the body, and retain the tightness over time, but the convertible is full of shakes and rattles. So much so that it can be a turnoff when you first drive one.For a time the Saab soft top was one of the few affordable convertibles on the market, and buyers tended to accept its scuttle shake because there was little choice, but today there are lots of soft top choices and few have the shake problems of the Saab.Check convertibles carefully. Make sure the hood operates, up and down, smoothly as it can be expensive to fix a problem roof.While you’re at it check the roof for tears, or areas of high wear which can occur because of the movement in the hood as it goes up and down. Tears can mean water leaks and high wear areas can mean a replacement hood will be needed.Convertible interiors are usually subjected to high sun exposure, which can lead to cracking of trim components. They can fade and become brittle with time if left in the sun too much. It’s also a fact of life that convertible interiors can get wet if you’re caught in a sudden downpour, it’s not a huge problem if the trim and carpets are allowed to dry properly before being left in a garage. If it smells mouldy, walk away!IN A CRASHDual front airbags were standard in the 9-3 as the main secondary safety protection. ABS and safe handling provide the first line of protection in a crash situation.OWNERS SAYChris Bor bought his 2001 9-3 turbo a year ago after falling for a friend’s 9-3 cabriolet in Sydney, but chose the five-door sedan because he felt it was better suited to Melbourne’s climate. It’s done less than 40,000 km and hasn’t given him any problems to date. Chris likes the Saab’s style, the performance, and particularly appreciates its roomy boot, which is handy for his work as a salesman. While Chris acknowledges Saab’s poor resale he says it worked in his favour when he bought it.LOOK FOR• good value for money• low resale values• modest performance from low pressure turbo• plain and simple looks• reliable 2.3-litre four cylinder engine the pick of the bunchTHE BOTTOM LINEWell built Swede is often overlooked, but soft resale values can make a good used buy.RATING80/100

Owners of the new Saab Turbo X will get a personalised greeting when they switch on the ignition.A “Ready For Take-off” message flashes in the main instrument display with the owner's name and car edition number.The mean-looking Turbo X will be launched next month in all-wheel-drive, rekindling the spirit of the 1980s Saab 900 Black Turbo.Only 30 Turbo X vehicles will be released in Australia and New Zealand, with 25 Sport Sedans at $88,800 (manual) and $91,300 (auto) and five SportCombi models at $91,300 (manual) and $92,800 (auto) arriving before September.GM Premium Brands communications manager Emily Perry said they had three confirmed orders for the Turbo X.Perry said the Turbo X AWD technology would become available in an all-wheel-drive version of the Aero late in the year.“That is, by Christmas you'll be able to choose the current 188kW FWD Aero or the 206kW XWD Aero,” she said.However, Turbo X will include unique features that won't be available on the standard XWD Aero such as the electronic limited slip differential but it will be an option.The Turbo X is powered by the 2.8-litre turbocharged V6 engine and features Saab's Cross-Wheel-Drive technology, which allows torque to be split to either side of the rear axle by way of an electronically limited-slip differential, based on information from the stability-control and traction-control systems.To optimise traction at take-off, Saab XWD incorporates a pre-emptive engagement of the rear wheels, eliminating the need to detect front-wheel slip before rear drive is activated.It also features an active rear limited-slip differential; which can transfer up to 50 per cent of maximum rear torque between the rear wheels to which ever has more grip.Turbo X also has retuned suspension, an electronic chassis, special throttle and powertrain settings and special styling.All cars will be black, with the front grille and all exterior detailing accented in a matte-grey titanium-like finish.Up front is a deeper lip spoiler and integrated air intake and, at the rear, the reprofiled bumper and insert panel lowers the point of air-flow separation to reduce drag and assist the vehicle's high-speed stability.The Sport Sedan features a rear spoiler that extends the line of the trunk deck, reducing high-speed lift forces at the rear axle, and the SportCombi has a similar spoiler that extends the rear roofline.They sit on 18-inch, three-spoke titanium-like alloys (19-inch available as a factory option at $2250) and feature twin, rhomboid-shaped tailpipes.The black theme is continued in the cabin with black leather upholstery (premium upholstery costs an extra $4000), and carbon-fibre fascia, door inserts, glove box and gear shift console.The Turbo X boost gauge is a replica of the original 900 Turbo display.  SnapshotAudi A5 3.2 FSIPrice: $91,900Engine: aluminium, 3197cc, 24-valve, direct injection, DOHC V6Power: 195kW @ 6500rpmTorque: 330Nm @ 3000-5000rpmTransmission: 8-speed continuously variable multitronic transmission with DRP sport program, front-wheel drive with electronic stabilisationSuspension: 5-link (front), independent-wheel, trapezoidal-link (rear)Brakes: dual-circuit brake system, ABS, EBD, ESP, brake assist, tandem brake boosterWheels: 7.5J x 17 cast alloysAcceleration: 0-100km/h in 6.6 secsFuel: 95 RON, 65L tankEconomy: 8.7L/100kmCarbon emissions: 207g/kmOptions: metallic paint $1600, 18-inch wheels $1350, sports seats $800, memory seats $1300 and B&O sound system $1550