Saab Reviews

Looking for the “real you” usually involves selling the family wagon and buying a red convertible.However, after your toupee has been torn from your head, you have been stared and pointed at by giggling schoolgirls, and you have been drenched in the rain when the roof has refused to return to its raised position, you will be ready to sell your convertible and try something else.At this stage you realise you have wasted a lot of money and tested the patience of your family and friends.Yet some of us take time to learn and this process can go on for a while as you flit from one midlife crisis purchase to another. There's still a coupe, V8, ute and SUV to try.I went through the process with a succession of vehicles that I am too ashamed to admit to in public.My wife would argue that my midlife crisis is still going with my six-monthly turnover of motorcycles, but that's another story. Besides, they're a bit cheaper than cars.If only I knew then what I know now, I would have saved some money. The lesson is; if you must have a midlife crisis, buy a Saab 9-3 Convertible and get it out of your system.The Saab is one of the few four-seater convertibles around, which means you can actually justify it as a sort of family car (we won't mention the lack of luggage space).Saab 9-3 convertibles also have good private resale value, which is absolutely vital, unless you enjoy throwing money down the drain.And remember, you will pay almost $20,000 more for the convertible over the sedan.Now Saab has a diesel version, which means it is not only cheap to run but should have an even better residual value when you go to sell it — and you will sell it a seemingly short time after you've had it.There are stacks of reasons for this.First, it's a rag top, so you can never be sure about its security. It takes only one brazen thief with a box cutter to get in.As a rag top, it is also loud, even with the top up, although Saab has a triple-lined rag top, so it's quieter than most.There is also the problem of handling. Convertibles don't have a roof to take the stresses of the chassis twisting in a corner, so they tend to handle like a leaky boat in a 50-knot wind on Moreton Bay.The fact it's a four-seater means there's an even bigger non-stressed area of chassis to bend and wave in the breeze.Saab has greatly improved the handling, but it still is no track-day special.The main reason for selling the 1.9-litre turbo-diesel model will be that engine.Yes, it is their most advanced diesel engine yet, with a two-stage turbo, common-rail direct and multiple fuel injection, greater maximum boost pressure, lower compression ratio and alloy cylinder head.And true, you get about 6.3 litres per 100km fuel economy (which is actually worse than the sedan's 5.8L/100km because the convertible is heavier).However, that two-stage turbo just doesn't work. In theory it should have no turbo lag. But the lag here is best measured by a calendar.Don't be tempted to cut into a stream of traffic or you will be left stranded before the boost cuts in just over 2000rpm.At that point you get peak torque of 320Nm available instantly, which yanks the steering wheel out of your hand and spears the front-wheel driver first one way then another.If that's not bad enough, the typical clattery noise of the diesel engine is even more evident, either with the top down or up.Outside, the new model looks much smarter with a few aluminium bits of trim which add to, rather than detract from, the ageing style. Inside is a different story.Saab's adherence to their traditional aircraft cockpit look is well past its use-by date and the switch gear all feels very light and flimsy.Admittedly the list of standard features is quite impressive; leather upholstery, heated seats, automatic climate and cruise control and MP3 compatibility.Our test car included a fully integrated, but retrofitted, Kenwood sat nav and entertainment command centre that Saab is testing for the Australian market.GM Premium Brands (Saab, Hummer, Cadillac) communications manager Emily Perry said it was a pre-production evaluation unit. “It's not currently available, but we are close to bringing it to market for the 9-3,” she said.“We hope to have this Kenwood unit available to customers as an accessory by the end of the year. At this stage it's only being tested in the 9-3, not 9-5, but there is a possibility that it may also become available in 9-5. I can't give pricing details or launch timing yet,” she said, although she estimated it would be under $4000.I have advised Perry that they shouldn't bother, for several reasons.The navigation function was so difficult to operate, I gave up and used a UBD instead. As for changing radio stations, forget about it.The screen was almost unreadable in any daytime conditions because of glare. And, although I find touch screens preferable for ease of use, my fingerprints, together with the glare, made it even more difficult to see.It also reflected the glare off the rear window, which allows little vision because the light blue paintwork on the test model's rear deck directed sunlight straight into it.There also didn't seem to be any clock in the sat nav unit that I could find, which left the driver with no means of telling the time in the cabin. What is this, a Harley?I'd stick with the factory-fitted sound system and get a portable sat nav unit.  SnapshotSaab 9-3 1.9TiD Convertible Price: $68,000 (Linear), $72,100 (Vector)Engine: On paper this should be a good unit, but the turbo lag negates the fuel savings. It is also too loud for a soft top.Handling: The laws of physics are against it from the start.Economy: The diesel is frugal, but hindered by the heavy convertible body.Value: Expensive, but you should get good resale value if you look after it.Body: 2-door, 4-seater convertibleEngine: DOHC, 1910cc, 4-cylinder, common-rail turbo-dieselPower: 110kW @ 5500rpmTorque: 320Nm @ 2000-2750rpmTransmission: 6-speed manual, 6-speed sequential Sentronic auto ($2500), front-wheel driveFuel: 6.3L/10km (claimed), 58-litre tankCO2 emissions: 166g/km (187 auto)Kerb wieght: 1687-1718kg depending on specificationTyres: 16 x 6.5 alloys — 215/55 R16 93V; 17 X 7.0 alloys — 225/45 R17 94W; 17 X 7.5 alloys — 235/45 R17 94W; 18 X 7.5 alloys — 225/45 R18 95W, space-saver spareFor: It's a midlife crisis must-have.Against: Too many to list.Verdict: The diesel experiment in a convertible just doesn't work. 

Actually, it's something I've never done in our wide, brown land.Neither is sitting beside a 60- something crazy man; as he flings a Saab 9-3 Turbo X along a snow-covered forest track at close to 200km/h with nothing but a wall of snow between us and a disastrous trip into the trees.Yet this is all everyday stuff for one-time rally champion Per Eklund and the team from Saab Ice Experience.Every year, they take small groups of journalists for a deep-frozen dip into the history of Saab, the engineering of its cars, and what makes Sweden different from the rest of the world.It's all done deep inside the Arctic Circle, in a white wonderland that's as far from Australia as you can possibly imagine.It's beautiful in a desolate way that contrasts with the hot, dusty plains of the outback, but a huge shock when you land at minus 20 after taking off from Australia at plus 30.There's a special hook for the Saab Ice Experience this year, as the company is about to bring its first all-wheel-drive cars into showrooms.If that sounds a little unusual, given the ultra-slippery winter conditions in Sweden — and most of Europe — it has taken Saab a while to gather the money and enthusiasm to upgrade from its traditional front-wheel drive.But it's about to feed more than 200kW to the road with the limited-edition 9-3 Aero X and Turbo X models, which are close to local showrooms.These are family vehicles, not Lancer Evo-style road rockets, so Saab felt it was essential to upgrade to all-paw grip.“If it works here, it works anywhere,” Saab engineering chief Anders Tysk says.“We do it the Saab way, with the latest Haldex drive system. It's always on, always all-wheel drive."“We want to eventually have it on all our models, because of the safety.”Saab calls its system cross-wheel drive, written XWD, and there's no doubt it has put a lot of work into the task, from the gearbox hook-up to the electronic brain that controls the active rear differential fitted to the Aero X.The technical talk is nice, and the Saab people — who now operate as part of the GM Premium Brands team in Australia, where the family includes Hummer and Cadillac — are warm and welcoming. But we want to drive.Soon enough, we're standing on a frozen Swedish lake alongside a line-up of pristine silver Turbo X automatic wagons.Per Eklund, a one-time World Rally Championship firebrand who still wins in rallycross with a very special Saab 9-3, introduces us to the event.The idea is that we will run through some safety demonstrations and exercises before a bit of fun against the clock on a twisting course; that has been carved through the 60cm-deep snow covering the ice.“We start a little bit slowly, to get a good feeling; later, we maybe have some fun,” Eklund says. “Here, you have a chance to try all the things in these new Saabs, like the cross-wheel drive and the turbo engine.”Eklund points to the 100 steel studs in each tyre, their to give some grip, but also points to the waiting bulldozer — with a tow rope that gets plenty of action each day — as he gets to the warning about driving technique.“A lot of people close their eyes when something goes wrong. This is not a good solution,” he says, with typically deadpan Swedish humour.“You have to drive the cars. Eventually, computers will do it for you, but not today."“Always do something. Do not stop driving. Otherwise, there will be some problems — and you have the chance to take some nice pictures while the tractor comes to tow you out.”So we get down to action and quickly learn that a simple braking exercise is much, much tougher on sheet ice than it is on dry bitumen.Try turning the wheel as well, to steer away from a make-believe moose (a man in a snow suit with antlers on his head), and it's easy to trigger a potential disaster.When we head to the twisty forest track for some fun, and to see what cross-wheel drive can really do, things hot up. A lot.It seems impossible that any car can go so quickly with so much control, although it's easy to slide over the limit and into the powdery snow banks. The tractor gets some work, including one tow for us.We learn about the need to be gentle, smooth and elegant to drive well in these conditions — lessons that should flow back to everyday driving without the white, icy edge.Then Eklund and another rally champion, Kenneth Backlund, show us how it's really done when they jump into a pair of black Aero X weapons equipped with narrow snow tyres and giant rally studs for extra grip.Whereas we struggled to get through the icy corners at 60km/h, Eklund and Backlund are sliding sideways at well over 100km/h on the ice lake, before uncorking the Saabs on a mock-up rally stage through deep snow in the forest.They are silly fast, with the speedo needle twisting around past 190km/h, yet the cars feel safe, secure, comfortable and toasty warm.So, what is different? Apart from the drivers and the studs, absolutely nothing. These are showroom-stock Saabs, exactly the same as the cars that are coming to Australia. And that is massively impressive.So, what did we learn? Probably not a huge amount, beyond the quality of the new cross-wheel-drive Saabs and the potential for a significant Saab sales boost in Australia once the Aero X and Turbo X hit our shores.But the ice-driving experience was a reminder of the need to learn to drive well — really well — to get the best from your car and to avoid the sort of nasty incidents that are so common on Australian roads.Make a mistake on the ice track, and you get an embarrassing tow out of the white stuff for another go, but there's no second chance on the road in the real world. 

With only two models on offer, the Swedish brand sold just 1862 cars last year. A small slice of the market, but not for lack of choice within the range.Within the two model range — 9-3 and 9-5 — there are diesel, petrol and ethanol BioPower options, as well as the choice of a sedan, wagon or convertible body styles.Without a definite all-new model on the horizon, the ageing 9-3 recently had a late-life nip and tuck. After years of continuity — it was last refreshed in 2002, the 9-3 has been dressed with some bolder styling cues. Inspired by the brand's Aero X concept car, the 9-3 is now a little more sporty.The front end is practically new, with a more prominent grille, new bumper mouldings and lights and the return of a “clamshell” bonnet.Elsewhere there's been some extra tweaking to give a freshened look, although the changes aren't dramatically different and the Swede is still left looking a little plain.At $50,900, the 9-3 falls into the luxury market, yet it doesn't quite deliver on expectations of price and performance. The 9-3 experience is like watching a movie that doesn't quite satisfy. You're initial impression is “will people notice if I walk out?”.Stick around and there are aspects that might try to win you over, but overall its a B-grade movie.Our car version of that experience was powered by a 1.9-litre turbo diesel engine, which accounts for 31percent of total 9-3 sales. While mid-range performance was good, it was getting there that was the problem.The first thing you notice is the massive turbo lag. Put your foot down and you're left waiting for what seems an age for any meaningful reaction.It finally comes on around 2000rpm, hanging around through to about 2750rpm — and you had best be ready.With the foot planted the arrival of all 320Nm of torque can come as a surprise, as can the torque steer along with it. Peak power of 110kW comes through at 4000rpm.The automatic transmission was comfortable and effective in drive mode, but venturing into user-chooser territory was disappointing.When shifting to the manual function, the gear changes are at your fingertips with paddles located on the steering wheel, but you're often left disputing your gear choice with the transmission nanny.Any attempt to get into fifth gear about the 80km/h mark resulted in a heated argument and a mechanical dummyspit with the driver definitely not coming out on top.Auntie Saab knows best and while you may want a toodle along in a fuel-saving gear the transmission continues to flick back down a cog.The same is the case in the lower gears and slower speeds as well.Try the Sport Drive mode and there's too much of a strain, simply holding the lower gears for too long.And it's not a sporty revving sound, but more of a moaning for the anticipated but non-present shift.On the upside, the ride quality is comfortable around town with soft suspension and it's quite an easy car to manoeuvre, with steady steering and a fairly tight turning circle.Overcome the starting obstacles and the 9-3 is a comfortable cruising car. The interior design feels a little boring and outdated — but still so functional in that very Swedish way — but uplifted by the comfortable black leather seats.The inside is also a quiet location, with minimal intrusion from road noise or the engine.Although the diesel engine is recognisable with the windows down.In trademark Saab tradition the ignition sits on the console between driver and passenger, while there is an ample supply of interior storage.You also get the reassurance of safety thanks to ESP, traction control, driver and passenger adaptive dual stage front airbags, front seat mounted head/thorax side airbags as well as active head restraints.It also comes with some decent equipment, including a electrically adjustable drivers seat, 17-inch alloy wheels, heated front seats, cruise control, a “cooling” feature in the glovebox, a full-size spare wheel and automatic climate control.But you will have to pay extra for parking assistance, a sunroof and a centre headrest in the rear.The 9-3 claims 7.0 litresper100km fuel consumption, but our test showed it to be a little higher for urban driving, averaging 7.7litresper100km.Saab has been a scrapper for some time. It doesn't sit at the top of the European luxury tree but there is enough about them to keep those who do love them enamoured.We are not one of them. Time spent in the 9-3 was just that little bit empty, as if there was something more, something better, just out of reach.But there is hope. A new twin-turbo diesel powertrain expected here next month. The TTiD, 1.9-litre four-cylinder two-stage turbocharging engine will join the range and should give a better low-down performance.The two turbochargers are different sizes and provide instant torque at low speeds as well as stronger top end power at higher rpm. THE BOTTOM LINESaabs 9-3 comes with a decent equipment list, but the performance hurdles of this diesel are hard to conquer. SNAPSHOTSAAB 9-3 LINEAR SPORT TIDPRICE: $50,900ENGINE: 1.9L/4-cyl turbo diesel, 110kW/320NmTRANSMISSION: 6-speed autoECONOMY: 7.0L/100km claimed, 7.7L/100km tested THE RIVALSAUDI A4 TDIPRICE: $57,700ENGINE: 2.0L/4-cyl turbo diesel, 103kW/320NmTRANSMISSION: multitronicECONOMY: 6.4L/100km VOLVO S40 D5PRICE: $44,950ENGINE: 2.4L/5-cyl, turbo diesel, 132kW/350NmTRANSMISSION: 5-speed autoECONOMY: 7.0L/100km BMW 320DPRICE: $56,700ENGINE: 2.0L/4-cyl, turbo diesel, 115kW/330NmTRANSMISSION: 6-speed autoECONOMY: 6.7L/100km 

Thanks to former US presidential candidate Al Gore, global warming is dinner party conversation these days.Diminishing oil reserves have also focused attention on fuel economy and emissions, leading to Swedish carmaker Saab expanding its bioethanol engines across its local range.The new 9-3 range now includes a bioethanol model, which joins the TiD diesel or turbocharged petrol four and V6 engines. The 9-3 BioPower E85 joins the 9-5 BioPower, which has also just gone on sale.Saab has brought 50 9-5 E85 cars here and Saab spokeswoman Emily Perry, says it is difficult to forecast possible take-up of the 9-3 BioPower, given the fuel's limited availability.Typically made from crops such as corn, bioethanol is an alcohol-based fuel mixed with regular petrol with up to 85 per cent ethanol and 15 per cent petrol, giving an E85 rating.But as bioethanol is more corrosive than petrol, fuel lines and engine parts must be made of more durable components.The 9-3 BioPower is available in sedan, wagon and the convertible. It costs $1000 more than the equivalent petrol models. Its engine delivers 147kW and 300Nm of maximum torque on E85. Running on E85, the BioPower 2.0-litre engine produces 18kW more (147kW versus 129kW) and 35Nm of extra torque (300Nm versus 265Nm) than the 2.0-litre turbo petrol engine.Saab estimates driving on E85 can reduce fossil fuel-based CO2 emissions up to 80 per cent.The most efficient small capacity diesel engines deliver in the region of 120g to 130g of CO2 a kilometre and the new 9-3 BioPower emits only 40g of CO2 a kilometre.Apart from the E85 cars, Saab has added an all-wheel-drive model, the Turbo X, and a performance turbodiesel to the line-up.The petrol models include an entry-level 129kW/265Nm 2.0-litre Linear, 129kW/265Nm 2.0-litre Vector and high-output 154kW/300Nm 2.0-litre and range-topping 188kW/350Nm Aero 2.8-litre V6.From February, the two-stage turbocharged 132kW/400Nm 1.9-litre TTiD arrives, joining the 110kW/320Nm TiD models.The TTiD will be available in Aero sedan or wagon models with either a six-speed manual or automatic transmission. Next June it will be joined by the limited-edition Turbo XWD all-wheel drive.The new 9-3 gains a new aggressive front end design, clamshell bonnet and new headlights, similar to the Aero X concept car.At the back, the sedan and convertible have smoked white light clusters and deeper bumpers.The entry-level Vector sedan is $43,400 and the range-topping Aero 2.8TS $70,600.

There is something about the style and the fact that a fabric roof defies the elements that gives it appeal.For years, Saab has steadfastly stuck with a soft-top for its convertible but today's soft top is a piece of high-tech kit. It is fully lined, for starters, and effectively mutes wind and rain noise as well as being true to the sports convertible philosophy.What isn't true is its diesel engine. Sports convertibles and diesels seem like chalk and cheese. Now there are two: the Saab 9-3 and the Volkswagen Eos.Saab's diesel convertible, the TiD, starts at $68,000 for the Linear with Sport adding $2000. Auto is more.It is powered by a 1.9-litre, common rail, twin cam turbo diesel good for 110kW and 320Nm. This engine is also used in Holden Astra diesels and the design is originally from Fiat and Alfa.A six-speed manual or optional six-speed automatic transmission is available with drive going to the front wheels via various electronic modulators.The diesel offers surprisingly strong performance coupled with excellent fuel economy rated at just 5.8-litres/100km. It also generates a relatively low 166g/km of carbon dioxide and features a particle filter to knock out any exhaust nasties.Though smooth and quiet on the road, the diesel is audible at idle and generates some vibration but nothing that really intrudes.It will take the convertible at least 1000km on a tank, possibly more if you drive frugally. That is impressive.The six-speed manual we drove was excellent on the highway, loping along in fifth or sixth with instant acceleration on tap.The difference between petrol and diesel under these conditions is imperceptible apart from slightly stronger acceleration from the diesel.As expected, the convertible is fully loaded with goodies like heated seats, leather, premium audio, climate control and cruise control. The 16in alloys look a little small for the car but there is a full-size spare.Safety equipment includes active roll-over protection, multiple airbags, stability control and five three-point seat belts.Driving the car is a buzz, especially with the roof down. It was cold during the test drive but we cranked up the heater and heated seats but didn't feel a thing.While it couldn't be considered a sporty handling car, the convertible is composed and comfy. It is easy to get into the front seats but a little more difficult in the back. The boot is a good size even with the roof down. We like the look of it especially around the flanks, but the front is a pretty generic Saab. 

Saab has changed more than 2000 things about the new model range to meet massive sales expectations. While the platform remains, the biggest news is the addition of all-wheel-drive.Given Saab's ability and penchant for loads of torque and front-wheel-drive. There are a number of models in the brand's history that could have warranted AWD; involuntary lane-change in a Viggen anyone? but it's here now.Destined for our shores early next year, the XWD Saab's designation for the latest-generation Haldex 4 system will hopefully lead the model range back to the forefront of buyers' minds.Australia's GM Premium Brands director Parveen Batish is aiming for continued sales improvements in 2007, he says the 9-3 will further improve the brand's performance next year."We did 1650 last year and this year we're tracking 16.5 per cent up on that. We're aiming for June 30 to be over 20 per cent up. It's been a great start,'' Mr Batish says."We've made lots of changes to the way we go to market. We've gone from giving allowances to dealers to customer offers instead. We're trying to be more customer-focused.''The brand's stated priorities are the new 9-5 and an SUV (which appears to be destined for a 9-4 badge), with a compact car built off the next-generation Astra platform all set to transform the sales tables.Mr Batish says the only way Saab can compete with the rest of the premium brands in Australia is with a car below the 9-3 and an SUV."The only way we'll really compete is going in both directions. It would be great to have those (the smaller car and SUV), we don't have them -- discussions are happening all the time and we're looking in those directions."The new 9-3 will help boost sales and you've got to make money to invest in products,'' he says.The new 9-3 range is expected on sale in Australia during November this year, with the flagship Aero XWD and the TTiD arriving in the first quarter of 2008.The base model still gets the 1.8l 110kW/167Nm powerplant, with the 129kW/265Nm or 155kW/300Nm models also on offer in the new 9-3.The Aero gets 188kW (up by 4kW) and 350Nm (or 206kW and 400Nm in the XWD model) and the existing 110kW/320Nm diesel is joined by the 132kW/400Nm two-stage turbo that's particle filter-equipped.Those tech-heads who've trawled through German spec sheets before will know the Haldex name from some Audi and Volkswagen product, but Saab is claiming all-new first use of the fourth system. Chief among the attributes is a pre-emptive set-up that lays claim to superior response to a lack of traction, with the in-car electronics and traction aids used to determine which wheel is best served with drive torque.The system also incorporates a rear electronic limited slip differential for added traction as well as a yaw control task, helping to stabilise the Aero XWD under heavy braking and cornering forces.The AWD system is for now an Aero-only feature, teamed with the 2.8-litre turbocharged V6 -- expect a price premium of several thousand dollars -- along the lines of its German competition's AWD price hike.Set to wear the Aero badge in its home market of Europe, the second newcomer to the Saab 9-3 range is a second turbodiesel model -- the TTiD two-stage turbodiesel.Still displacing 1.9 litres, the turbocharger has two turbines -- one small, one large -- which tag-team depending on engine revolutions to provide best-response for outputs.The new diesel offers 132kW and 400Nm, with sub-6.0 litre per 100km fuel consumption claims.The new model is easily picked as a Saab. The new snout, which adopts the old clamshell bonnet from Saab's history books, and the inherited face of the Aero X concept car offer ample DNA for identification.The new headlights with bi-xenon on the top-spec models gain a LED eyebrow, which works along the same lines as BMW's corona rings in supplying daytime running lights as well as a character trait for the new look.The bumper profiles on the Aero have been tweaked, the door handles have a more integrated look, the rear light lenses are now clear, the flanks of the SportCombi have lost the rubbing strip for a cleaner look, says Saab.The basic platform remains the same, albeit re-engineered particularly with a view to the rear-drive apparatus, with work being done to quieten the 9-3.A six-speed manual or automatic are the transmissions on offer, the latter gaining a Sport mode that offers more aggressive gear-changing habits.Pricing is still far from set but Saab Australia is aiming to get the new model's price tag close to the current range.With aims of 3000 units per year, the 9-3 will be critical to Saab's plans. A competent, capable and swift machine it is, but only time will tell if the brand can win back the not-so faithful.The DriveWith memories of the Viggen still strong, it was almost a relief to be settling in behind the wheel of an all-wheel-drive Saab.Not the somewhat-cynical 9-2X -- which the Saab hierarchy is adamant was a mistake and would not be repeated -- but the new 9-3 XWD.The Aero V6 turbo version, which offers 188kW and 350Nm, and its recent predecessors are far better controlled than the scintillating and scary Viggen.The prospect of all four wheels doing clever things electronically to get all that Swedish grunt to ground was plenty to anticipate, with the Swedish staffers putting on a handful of pre-production test cars for some driving on loose dirt, dry bitumen and a long, ultra-slippery skid pan drenched in water.Our chaperones were riding shotgun;  these were rare test cars after all, but there was no dire warnings of imminent doom for misbehaviour.Flinging the first car through the U-shaped dirt course certainly kept the minders alert, but the grip, poise and general ability of the all-wheel-drive system felt considerable.The electronic stability control's threshold felt a little less intrusive, allowing the driver to play a little with the tail on the dirt or wander across the skidpan in varying states of sideways but with decent levels of control.Repeated laps did little to diminish the first impression, with the turbo V6 getting plenty of grunt to ground and building speed quickly down the short back straight between the dirt and the skidpan, despite the presence of three chicanes.The other models were available for road drives and while the two-litre BioPower ethanol-slurping engine has plenty to offer, the new diesel is a big step forward for Saab.Although the Australian sales of the diesel SportCombi have been plentiful, according to the Australian arm of the company, the current powerplant has been accused of excessive noise.The new 9-3 has been fitted with more engine-bay insulation and the new turbodiesel is much quieter as a result, although you're still aware of its design at idle.The power delivery has been improved considerably, offering a broad spread of torque and power delivery in the upper rev ranges; most un-diesel like and more like a petrol engine than ever.In-gear acceleration is ample and the fuel use is frugal.Time in BioPower 2-litre turbo shows the engine has plenty of output to offer, as well as a thirstier demeanour.The engine note takes on a harder edge under full throttle but, aside from that, the powerplant behaves as the rest of the Saab engine range does; good torque and power, and not unpleasant engine note. 

Called the 9-3 TiD, it comes with a six-speed manual as standard or optional six-speed automatic. The auto has sequential manual change mode.Prices start at $44,990 for the manual sedan, subject of this review.The twin cam engine is a lift from General Motors Opel operation in Europe and can be found in the Holden Astra manual diesel.It is good for 110kW/320Nm output – plenty to push the sedan along at a rapid clip.It will do this while consuming a meagre 5.8-litres/100km making it possibly the most fuel efficient premium vehicle of its size on the market.Nothing on the outside or inside of the diesel is any different from the petrol models except badging.The TiD is well equipped with leather upholstery, heated seats, climate and cruise control and 16-inch alloys.It is a great drive, engaging, semi-sporty, smooth and relatively quiet and is blessed with impressive acceleration across a wide engine rev range – not common in turbo diesels.The manual is easy to use and not too shabby off the mark. Comfortable around town and out on the highway, the car is also practical and easy to live with – a well-rounded package that should be cheap to run.We wanted a second opinion and asked school teacher Adam Hendry for his thoughts on what was the first diesel car he had driven.He liked the styling and said the Saab was an unconventional beauty epitomised by the unique key and ignition system.“The leather interior is spacious and comfortable although austere,” he said.“Considerable room in the cabin is freed up by the transverse engine that also allows for a good-size boot.“The dash is not overcomplicated and everything is easily deciphered and functional.” He particularly liked the cruise control and position of the audio controls and other control buttons on the steering wheel.“Despite the driver’s seat being fully adjustable it felt like an instrument of torture until I found a comfortable driving position,” he said.“In first gear at under 2000rpm, I found the Saab a little sluggish but after that it responded well.“The six-speed gearbox helps overcome this slow start by its close ratios and smooth shifting.” The most appealing quality of the Saab from Mr Hendry’s point of view was its fuel economy.”

They’ve been running cars on ethanol for years without incident in South America. But apart from adding a small quantity of the stuff to our unleaded petrol it really hasn’t taken off here yet.And even this small quantity has not been without controversy, with claims that it can damage engines.That could all change, however, with the arrival of Saab’s BioPower cars, designed to run specifically on ethanol – led by the Saab 9-5 BioPower.We’re not talking about 10 per cent, but E85 or 85 per cent pure ethanol, which is combined with 15 per cent unleaded petrol.While some engineering changes are required to run E85, Saab says it does not require any special technology. BioPower vehicles will run happily on either petrol or ethanol, but some modifications are required before you go sticking ethanol in the tank because of its corrosive nature.They include the addition of more durable valves and valve seats and the use of ethanol compatible materials in the fuel system, including the tank, pump, lines and connectors. In return you get a more environmentally-friendly fuel and one that delivers better performance, because of its higher octane rating. The trade-off is that you burn more of it.Ethanol is alcohol distilled from grain, cellulose or sugar cane. It has been produced from sugar cane for many years in Brazil and also from corn in the the US Mid-West.In Sweden, it is produced from wood pulp and forest residues, with feasibility studies to see whether it can be produced from lignocelluloses.As a fuel, the most important difference between petrol and ethanol is that ethanol does not add to global carbon dioxide (CO2) levels.This is because CO2 is removed from the atmosphere during photosynthesis by the crops grown to produce ethanol.The main thing, of course, that ethanol is renewable and oil isn’t.Currently Saab offers BioPower versions of its 2.0 and 2.3-litre turbocharged four cylinder engines.Our test vehicle was a 2.0-litre wagon with “Saab BioPower” emblazoned on the side. Normally this engine would produce 110kW of power and 240Nm of torque, but with E85’s higher octane rating of 104RON this figure is boosted to to 132kW and 280Nm.The wagon certainly has plenty of zip, but at the same time seemed to chew through a full tank of E85 quickly.We had barely travelled 170km before the 68-litre (not standard 75-litre) tank was reading half empty and at 319km the low fuel light came on.By 347km the trip computer was demanding we refill the car. If you are planning any long distance trips this could be an issue, as there only half a dozen fuel outlets in NSW that offer E85. At the time we refilled the tank, the trip computer was proclaiming fuel consumption of 13.9 litres/100km.However, the tank only took 58.4 litres of E85, which working out the maths put our consumption at 16.8 litres/100km – about the same as a hoary old V8.There are no official fuel consumption figures for the 9-5 BioPower, but in comparison the same car with a 2.0-litre petrol engine delivers a claimed 10.6 litres/100km.Of course this needs to be weighed up against the cost of E85 (85.9 cents a litre when we filled up), compared to unleaded which was selling at the same servo for 116.9 cents – 26.5 per cent less. However, as we were burning 58 per cent more fuel, that in fact puts us 31.5 per cent behind the eight ball.Saab meanwhile claims fuel consumption for the BioPower is about the same as a petrol model at constant cruising speeds. But in mixed driving conditions it is uses about 25-30 per cent more E85. Carbon emissions for the petrol engine are 251 grams, but there are no figures on ethanol.

Generally, I’m in favour of trying the local delicacies in a foreign country, but a plate of hair-rings (sometimes spelled “herrings”) or some briney kippers is enough to turn anyone’s gills the colour of mushy peas.The Swedes are also very Green people, as in so environmentally aware that if they ruled the world we’d all live in flatpacked houses made out of recycled Ikea packaging and there’d be so little global warming we’d all have to wear black skivvies.Of course, we’d all have to drive Volvos or, for the slightly luckier, Saabs.Fortunately, you don’t have to wait for the meek Swedes to inherit the earth before you can use their know-how to do your bit for the planet.The Saab 9-5 BioPower is the company’s current future vision, and the best news about it is that, finally, someone has delivered a clean, green machine that doesn’t accelerate like a snail with chronic fatigue.In fact, the BioPowered 9-5 has more power and torque when it runs on ethanol than it does when chewing nasty old petrol, which pretty much makes it the great leap forward those of us who love driving and trees equally have been waiting for.The 2.0-litre turbocharged engine produces 132 kW and 280 Nm when running on E85, (a mix of 85 per cent ethanol and 15 per cent petrol). That’s up from 110 kW and 240 Nm, or a 20 per cent increase in maximum power and a 16 per cent increase in torque over the equivalent petrol model.To put that in terms teenage boys will understand, the Bio version will do 0 to 100km/h in 8.5 seconds, compared to 9.8 seconds on petrol.It should come as no surprise that the Swedes have been snapping up BioPower vehicles the way they normally Hoover up salted fish, with 12,000 sold since they were launched in July, 2005 – accounting for 80 per cent of all 9-5 sales in Saab’s home country.Obviously, it helps having ethanol widely available, but the struggle to find the stuff shouldn’t put off Australian buyers because, ingeniously, the car’s “flex-fuel’’ system means it can run - without any LPG-style flicking of switches - on any combination of E85 fuel and/or petrol.Of course, if you have to fill it up on normal unleaded, you’ll notice the lack of zip. The 9-5 we tested had the words BioPower written in 30-foot-high letters down both sides of the car (and if I had a dollar for every time someone asked me whether it ran on laundry powder, I could have bought one) so I was too embarrassed to drive it very far.But, late at night, I did do enough kilometres to note that it really did have considerable, tweaky-turbo-style get up and go.Unlike some Saabs, though, it had plenty of off-the-line grunt to match the top-end turbo rush.It’s not a sports car, by any means, but for a family sized vehicle it was a more than honest performer, with plenty of overtaking ability.The steering and dynamics didn’t seem too poor, either, but the 9-5 does fall down slightly on the interior front – which used to be a Saab strong point.Some of the fit and finish didn’t seem to be as good as we used to expect from the Swedes, and a cynic would point to the fact that the company is owned by GM these days and thus not quite master of its own destiny.The car also feels a little dated, but this could be because I can vaguely remember going to the launch of the original 9-5 in 1997 (and being forced to starve because there were only 53 types of herring on the menu), and things don’t seem to have changed much.The exterior design has at least been tweaked a little, though, and it’s undeniably a classy looking vehicle, with plenty of prestige presence and a svelte nose.So, alternative fuel issues aside, it’s not a bad car, but is turning to ethanol a worthwhile investment, or just a worthy one?The bad news is that, because it has less energy than petrol, you need to burn more ethanol to go the same distance – about 30 per cent more, according to Saab.We were seeing slightly scary figures – like 22 litres per 100km – on the trip computer. So, that loss of economy is going to take out any price advantage.On the plus side – and anyone whose seen An Inconvenient Truth will appreciate this – ethanol is a renewable and carbon-neutral fuel.This is because emissions from the exhaust pipe are balanced by the amount of CO2 that is removed from the atmosphere, through photosynthesis, when the crops that the ethanol is harvested from are grown.Saab Australia estimates that you can cut your carbon emissions by 80 per cent with a BioPower vehicle.And ethanol really can work as a fuel source. Nearly all of Brazil’s domestic road transport needs are met by bioethanol, which is produced from sugar cane.The bad news is that E85 is not readily commercially available in Australia yet, but a company called Manildra owns a number of service stations which have ethanol pumps.Despite this fact, Saab is taking orders for the BioPower vehicles, and expects to have them on sale here by June.Unlike some alternativeish cars (think the Toyota Pious), the price premium won’t be huge, with Saab Australia tipping just a $1000 to $1500 sting on top of a base 9-5, which sells for $57,900.The company is determined to take the moral high ground, with a pledge to become the country’s first carbon-neutral marque.Saab is buying a one-year ‘offset’ from Greenfleet for every one of its vehicles purchased.Under the agreement, Greenfleet will plant 17 native trees for each car sold, which will absorb the greenhouse gas emissions produced by those vehicles in one year.

Aero X is a clear pointer to a future in which the car and the environment get ever closer. Clever Swedish innovation and Australian powertrain expertise combine within the Aero X, making it a 'must-see' exhibit at the 2006 Australian International Motor Show in Sydney.The futuristic design features no lack of sophistication beneath the skin. The Aero X's 2.8-litre, twin-turbocharged V6 engine is based on the GM 'global V6' manufactured locally by Holden at the Port Melbourne engine plant.It is uniquely designed and calibrated to run on 100 per cent bio-ethanol – which means its exhaust emissions are potentially carbon-neutral.The reason why the Aero X's bio-ethanol engine does not increase greenhouse gas levels is because its carbon-dioxide emissions are balanced by the amount of carbon-dioxide that is removed from the atmosphere when crops used to manufacture bio-ethanol are grown.Bio-ethanol can – theoretically at least – re-use the greenhouse gasses that are emitted over and over again in fully sustainable, carbon-neutral production cycles. It could also open up vast new markets for Australian farmers, in effect making Australian agribusiness a powerhouse of global fuel production. With prodigious outputs – 298kW of raw engine power and 500Nm of torque – plus an ultralightweight carbon-fibre body and considerable grip underfoot thanks to a hi-tech all-wheel drive system, the Aero X is capable of reaching 100km/h in 4.9secs It's up there with many a supercar.Drive gets to the wheels via a seven-speed, double-clutch operated fully automated manual transmission and ride is controlled by a computerised, actively damped suspension system.Inspired by Saab's long-term alignment with the aerospace industry, the Aero X features a fighterstyle cockpit that renders conventional car doors obsolete, and the aerospace theme is continued in the jet turbine-style wheels.Inside the Aero X cockpit Saab has applied the latest technology from Swedish glass and precision instrument-making specialists to completely eliminate conventional dials and buttons.So if you want to look at the future of automotive display systems to get some idea of the medium-term outlook for production cars, the Saab Aero X will be high on your shopping list.It's a high-performance supercar even an environmentalist can enjoy.