Saab Reviews

Speculation continues over the company's longterm future, but in the meantime it's business as usual.For the flagship 9-5 model this means a makeover and in the case of the SportEstate wagon the deletion of the Vector model.Just entry level Linear and top of the range Aero remain.Our test car is the Linear wagon priced from $62,400. 2.3-litre turbocharged petrol engine delivers 136kW of power at 5500rpm and 280Nm of torque from a low 1800rpm, with drive through the front wheels. Saab uses the same 2.3-litre engine for Linear, Vector and Aero models, turning up the turbo boost for each application. Guess there's nothing to stop Linear owners doing the same thing to achieve the same results. The engine is hooked up to a five-speed sequential auto that allows the driver to change gears manually, using steering wheel mounted thumb buttons. There's also a sport mode in full auto. Performance is generally adequate but the car exhibits some annoying traits. Driven sedately it's reasonably smooth, but frequent application of the accelerator generates some confusion between the turbocharger and trans- mission. As a result turbo boost tends to cut in and out and the transmission continually realigns itself accordingly, with real on again off again performance. Push down hard on the accelerator and there are two pauses, one for the turbo to kick-in and then a second one for the transmission to change down. 0-100km/h takes 9.5 seconds and top speed is 225km/h. Saab reckons it has adjusted all major suspension components to improve ride and handling. It has been too long since we last drove the car to really comment. We thought the previous model looked pretty good. The stylists have to justify their existence, but the new rounded, swept back headlights give the car an "interesting" look. Inside the styling is trademark Saab with the ignition still located between the front seats. But it's starting to look a little dated compared to the new crop of Volvos from the same country. 9-5 gets a five-star safety rating, with front and side airbags plus active head restraints standard. ABS, traction and stability control are also fitted. A Night Panel switch is fitted which blanks out all instrument lighting except for the speedo at night, presumably to avoid distrac- tion and eye strain. Fuel economy is rated at 10.0 litres/100km for the auto and the car will run on either standard or premium unleaded. We got about 12.2 litres/100km during testing from the 75-litre tank. Although it has heated door mirrors the driver's mirror of our test car took an inordinate amount of time to to clear. Standard equipment includes leather, heated front seats, climate air, rain-sensing wipers and 16in alloys. VERDICT: A mixed bag. Lots to like but has some annoying traits. Will struggle at the price in view of the competition. For instance VW's V6 all-wheel drive Passat wagon is better equipped and cheaper.

That's not to say that Saab is not trying and that there is no hope for the future.But it just seems to be getting tougher and tougher for the little Swede at the bottom of the GM totem pole. I might as well go on the record here and say that I am an unrepentant fan of Saab's interior styling — generally.I hate the stupid handbrake arrangement that is designed solely for the purpose of looking good and jamming fingers but that apart, Saab's aircraft-inspired instrument panels and ergonomic seats are certainly on the list of favourites.The 9-5 wagon, as old as it is, remains a superbly practical, stylish and safe family conveyance. That only serves to make the 9-3, and the 9-3 Convertible in particular, even more of an enigma. The latest offering for Australia is a little bit of a "coals to Newcastle" philosophy with the bolting in of a 2.8-litre Holden-made V6 in the 9-3 Aero.From the same Alloytec basics as Commodore's 3.6-litre powerplant, albeit with a twin-scroll turbo attached, the V6 gives the 9-3 some serious punch, with 184kW and 350Nm from 2000-4500rpm. With 90 per cent of that considerable urge available from just 1500rpm, it is no surprise that Saab claims it as the fastest-accelerating model in the company's history.Even quicker, it says, than the manufacturer's brutish, and almost uncontrollable, Viggen of the late 1990s.The 9-3 V6, with just a hint of low-down lag, will put the 0-100km/h sprint behind in a respectable 6.7 seconds.And, more importantly, it has a good willingness to find some urge when that is what's required for overtaking.Gearing in the tested six-speed automatic was well-suited to the engine, with minimal hunting and, once up and running, displaying an easy ability to operate within the power and torque bands.Don't bother with the awkwardly mounted shift buttons on the wheel.Rather, use the shifter for the manual mode, even if the forward-up back-down pattern is counter-intuitive.Ride comfort is quite acceptable on smooth or undulating surfaces but is found out quickly over sharper surfaces such as lane dividers and crumbling tarmac.Steering is light and quite direct on turn-in but there is an uncomfortable aggression and sharpness as the wheel "fights" to get itself back on centre.The car's ageing design still shows itself in the amount of scuttle-shake that is evident with the roof down, particularly when cornering over broken surfaces.The cabin, in keeping with Saab in general, is comfortable and encompassing. The seats are not over-bolstered but they do provide ample support and adjustment when finding an optimum driving position.There is no feeling of being cramped in the front of the cabin and for rear-seat passengers, the space allowance is better than most in the convertible world.The one-touch roof deployment is good and the ability to raise the roof at up to 20km/h is a blessing when showers move in. There is also reasonable boot space available and no intrusion of the stowed roof into that space.Surprisingly, given the quality of the interior trim and the double roof skin, noise isolation in the cabin with the roof up is particularly poor. Even worse is the rear vision with the roof in place.Reverse parking becomes an act of faith, with huge tracts of vision blocked by the B-pillar/roof supports and only a miserly rear window and smallish wing mirrors for help.At $92,400 as tested, including the $2500 premium for the six-speed auto, the Aero convertible is not an insubstantial purchase.With premium pricing, the 9-3 Aero faces some serious competition but Saab is getting used to doing the tough yards.

In a bid to turn around a disappointing 2005, Saab has followed its pricing re-alignment with the introduction of the 9-3 SportCombi and a sharp entry-level price tag.Billed as a sports wagon, the SportCombi is available in two turbocharged variants: an entry-level 110kW Linear model and a 184kW 2.8-litre V6 Aero.Saab marketing staff suggest the SUV sales boom may be levelling off, and car buyers will be looking for flexible alternatives to large, all-terrain wagons — a change they believe will benefit the small, but growing, prestige wagon market.The new 9-3 wagon is unmistakably Saab. A stand-out feature are its high-mounted, frosted LED tail lights up the side of the rear pillar.Love them or hate them, they stand out, and LEDs are brighter, more reliable than conventional globes.The wagon offers a 60/40 split-fold rear seat as well as a front passenger seat back that folds flat for extra-long cargo.There's the added versatility of a cargo net that can be deployed behind the front seats when the maximum 1273 litres of space is being used.With the rear seats up, boot space is claimed to be 419 litres, with a "TwinFloor" storage area situated under the floor.The $45,400 Linear's two-litre turbocharged engine is driven through the front wheels via a five-speed manual or optional automatic. A five-speeder costs an extra $2100.Among the standard fare are electronic stability control, 16-inch alloys, cruise control, climate control, a chilled glove box and heated leather seats.The $4000 Linear Sport pack includes parking radar, 17-inch alloys, fog lights and an electrically adjustable driver's seat.The Saab brand is almost as synonymous with safety as its compatriot brand Volvo, and the standard safety equipment list reflects that.There's stability control; anti-lock brakes with electronic brake force distribution; mechanical brake assist; cornering brake control; dual-stage driver and passenger airbags; front seat-mounted head/thorax airbags; roof rail airbags; active head restraints;and anti-submarining front and rear seats.A price rise for the Aero brings a six-speed manual priced at $72,400, and the six-speed auto at $74,900 (Saab expects to sell 20 per cent automatics), but thepowerplant offers a decent spike in outputs for the money.This Holden-built, 2.8-litre V6 turbo V6 offers peak power between 1800 and 4500rpm. Saab claims 90 per cent of peak torque is available from a low 1500rpm.That's enough for a claimed 0-100km/h time of 6.9 seconds in the manual.The Aero sits on a sport-tuned suspension, with 17-inch wheels as standard, with the next level of electronic stability control, ESP Plus, that allows for more "active" driving.There's also an auto-dimming centre rear-vision mirror, electric adjustment for both front seats, a six-CD in-dash sound system and parking radar.The Aero options list includes 18-inch wheels; both models can be optioned up with bi-xenon headlights, a Bluetooth phone system and a glass sunroof.On a drive through Sydney traffic, the Linear automatic needed to be kept on the boil, but once we were accustomed to the engine and gearbox, the Linear allowed for smooth, unfussed progress.The wagon body did produce some unwanted road noise from the rear, but the interior is a comfortable place to spend time behind the wheel.Room for the occupants is decent without being spacious; four average-size adults can get comfortable.Switch to an Aero auto, and two things are immediately apparent: the increased output and the harsher ride.The new 9-3 has made a better fist of putting the considerable torque of the turbo fours through the front wheels than its forebears. It works well with the six-speed auto.But the Aero's ride isn't as compliant as it needs to be on some of Australia's characteristically broken bitumen.Smooth corners are handled quickly and with minimum fuss — body roll isn't really an issue, and the electronics temper wheelspin without ruining the fun — but the suspension's compliance could be improved.Nissan managed to re-tune the 350Z's suspension without losing handling prowess; Saab could do the same. Other makes in the segment have a similar problem when it comes to ride, so Saab isn't alone.If you're tired of getting around in a big off-roader masquerading as a school bus, the Saab makes a price-competitive argument to buy Swedish.

Last years paltry 1510 sales will certainly be overtaken this year especially with the appearance of some sexy new models including the new 9-5 soon, the 9-3 Aero sedan and Convertible and now the 9-3 SportCombi.It's a funny name and would have immediate recognition with baby boomers - as a VW not as a Saab although there was a Saab Combi three door back in the 1970s.What does the name mean?Who knows and does it matter?The Saab SportCombi is a sport wagon aimed at the likes of Subaru Liberty, Audi Avant and BMW Touring, oh, and Volvo V50.Two models will be available in manual and auto: the 110kW, 2.0-litre Linear with a turbo four cylinder engine and the 184kW Aero which has a turbo 2.8-litre V6 engine.The Linear transmission is a five speed manual with optional five speed auto while the Aero has six speed manual or six speed auto.The cars are essentially the same to look at carrying typical Saab styling DNA at the front but a funky new rear end with large upright, clear lens LED tail lights, aluminium tailgate and some classy looking metal bright work.The accentuated wedge profile with a high waistline adds to SportCombi's visual urgency and so do the gorgeous wheels in 17in or optional 18in diameter.They are five star NCAP cars with six air bags and ESP among an impressive safety inventory.And as expected, luxury abounds inside complete with a distinctive "crayon" smell.Standard equipment levels are high in both cars and the interior is roomy and comfortable with a large expandable load space at the back. The spare is a full size and there are some clever storage systems dotted through the cabin.The Aero is a potent piece of kit offering rapid acceleration in manual and auto with tidy sporty dynamics to match. It feels totally controlled at all speeds if a little jiggly on rough roads. We'd go for the auto.The Linear is much more sedate but more sensible for everyday use. Oh, and it's about thirty grand less to buy into the bargain.Once again, the auto gets the nod because it's so smooth and easy to drive in the city. Pricing starts at $45,400 for the Linear manual.

The latter is a sort of consolation comp for clubs who haven't done much the previous season, other than win a minor trophy or achieve better than mid-table respectability.The top flight is dominated by the iconic Italians and four Germans. (Volkswagen makes it by virtue of owning some of the others and outselling all of them.) The lower tier — as measured in terms of sales and perceived prestige — comprises the lesser Italians, the French and the Swedes.What's making it tougher for Europe's poor relations is the increasing realisation — at least among buyers not besotted by badges — that Mazda, Subaru and Honda do almost everything they do better, more reliably and miles more cheaply.Saab's situation is compounded by being owned by that pensions and health-care corporation General Motors, which seems uninterested in the products of its sideline auto business, let alone in those of its Swedish subsidiary.Despite recent deals and price re-alignments, Saab needs something to justify its still hefty asking price, and to divert attention from its sobering rate of depreciation.In the latest iteration of the 9-3 Aero, that "something" is a 2.8-litre V6 turbo. This unit — they tell us — makes it the "fastest accelerating" Saab yet.At any rate, it goes some way to justifying the previously optimistic "sport sedan" tag.Almost perversely for a mob with a fine heritage in turbo-petrol engines, this one is derived from GM's all-aluminium global V6 engine architecture with its twin-scroll turbocharger from Mitsubishi.That multinational input translates to response that is immediate and impressive, with 90 per cent of its 350Nm available from 1500rpm and all of it between 2000 and 4500rpm. The unit also powers the top-end Saab SportCombi wagon released a few days ago — more on that next week.A zero-to-100km/h time of 7.5 seconds is claimed for the auto, 6.7 for the manual.We spent the week with the auto, a six-speed, Aisin-made unit that adapts to driver usage and senses changes in engine performance, almost always finding the right gear and not hunting once during our time.So much power through the front wheels naturally means understeer in extremis, with some torque tug through the tiller and electronic intervention. It's all pretty predictable, though, and can be managed by sensible corner-entry speeds.Nor is it upset by mid-corner bumps or the shocks and shudders regularly delivered by our wonderful roads.It has been said that the current Saab generation of hardtops looks disappointingly generic next to the distinctive hatches of yore. In black and with its sport accoutrements, however, the sedan is a tidy but purposeful-looking package.The visual impact garnered not a few "Gee, that looks good, what is it?" comments from the uninitiated of both sexes — none of whom, to the best of my knowledge, has ever deployed shampoo in a professional capacity.Within, Saab's trademark of subdued stylishness prevails, the beige leather upholstery on our test car tarted up tastefully with black inserts. The wheel is good to hold, though the silver pretend-metallic accents are too obviously plastic, as are the wands and centre console.Indeed, fit and finish is wanting next to, say, Audi. None of it is exactly fragile, but neither does it imbue you with confidence as to long-term durability.Then there's the $72,400 price ($69,900 for the manual). Not bad in isolation, but rather steep when the same dough can get you into a German sedan. Or a fast, top-end Soob or Mazda, with about 20 grand change.As a driver's car, the 9-3 Aero V6 can't match any of them. But as a statement, plus as a gratifying and good-looking ride, it ticks the boxes that see Saab retain a loyal core of customers.Now to win promotion to the top league.

That's right, Saab of Sweden is now using Aussie-made V6 engines, thanks to the growing global links between the arms of the General Motors empire.They are the same V6 motors already fitted to the VZ Commodore, but different.Thanks to turbocharging, the Saab version produces 184kW and 350Nm. That's good enough to make the latest Saab 9-3 Aero the fastest-accelerating car in the history of the Swedish company.The latest Aero is even quicker than the outrageous, unruly Viggen, which was the benchmark but was a car too far for the previous-generation 9-3 body.So Holden has given Saab a new hero car, the latest 2006-model Aero, with a 0-100km/h sprint of 6.7 seconds.The new Aero is more than just an engine, though, because Saab has re-tuned the suspension, upgraded the electronic stability program, fitted 17x7.5 alloys and colour-matched the door handles.Prices for the Aero start from $69,900 for the sedan, up by $2000, but the Aero Convertible is unchanged at $89,900.The latest Aero is a battle call for Saab, which has been struggling in Australia.The company sold only 1510 cars last year, down from 1848 the year before and well behind the company's all-time mark. Its 9-3 is a good car, but good cars don't do well in a field of stars.The prestige business is loaded with hero cars, though new benchmarks such as the Lexus IS don't come as a convertible.So the turbo motor is one way to get people back to Saab showrooms, and comes just before the local launch of the 9-3 wagon.The Sport Combi also has the potential to broaden the reach of the brand with people who want a play wagon and don't fancy a four-wheel-drive.It also got aggressive on the bottom line last month, slashing $8000 from the 9-3 starter price to make the Linear sedan $39,900.Saab chief Ralph Stevenson says the Saab brand strength can't be underestimated."Now the V6 turbo takes Saab performance to the next level and ensures Aero delivers the most intense Saab driving experience yet," Stevenson says.ON THE ROADThe latest Aero is a deceptive car. It is deceptively quick and deceptively refined, and well capable of generating a rush when the turbo starts to spin.There is a bit of delay from a standstill, or if you are running in a high gear, but once the Aero gets going it is a swift device.It makes easy work of tough overtaking and hills, and has the mid-range hit to make quick cornering a breeze. Fuel economy is good, too, and the test produced an average of 10.4 litres/100km with some spirited driving.The Aero development is proof of the reserves in Holden's Alloytec V6, and we're hoping the turbo makes the transition to the coming VE Commodore.It will never have the all-out grunt of a V8, or the Friday-night bragging rights, but it would be a good choice for people who don't need all their go for all of the time.Our test car also had the six-speed auto, which works smoothly and has good response.The buttons on the steering wheel are awkward to use, and the shift pattern is set the wrong way on the lever — needing a pull back for downshifts instead of the sportier push forward — but those are little quibbles.What really worries us about the Aero Convertible is how much the car has aged.It still looks good and turns heads, but the 9-3 is a car that was originally done on the cheap and it is starting to show.The body is good and the engine is great, but the car shakes over broken surfaces and there is not much appeal in the cabin.Saabs have always been a bit dour, with aircraft-style function put above Audi-style elegance, but the car now looks a bit cheap.The fold-out cupholder is still a great piece of design, but people expect more than an occasion when they jump into a $90,000 car.We still like the one-touch folding roof, which works at up to 20km/h to ensure you don't soak in a shower, and there is good back-seat space and a reasonable boot.But the car is feeling old, which is not a good sign when it still has a long run to stumps.The engine is really good and makes the Aero a responsive package, but Audi continues to get better and there are a growing number of metal-roof convertibles hitting the scene — Renault Megane and the coming Holden Astra — which are going to make life even tougher.It does have a big price advantage over its direct rivals, but the starter prices for everything from the Megane CC to the Benz CLK means life is still not going to be easy for the speedier new Saab. THE BOTTOM LINETHE great new engine is a considerable advance on the rest of the Saab 9-3 package, giving the car added appeal for 2006.66/100

Sales in the UK are through the roof, there's a diesel available and a biofuel (ethanol) car is popular in Sweden. Costs are under control, more models are filtering though and the Swedish outfit looks like going into the black soon.It would be handy tapping into GM "the world" for what you need to produce cars.The latest Saab 9-3 Aero fully capitalises on this global "blessing".The chassis is from Opel, engine from Holden, auto gearbox from Aisin in Japan, turbo from Mitsubishi, and the whole box and dice is put together in Sweden. Talk about a hybrid and I don't mean petrol/electric.In a departure from previous high perform- ance 9-3 Saabs the new Aero runs a V6 engine, not a four pot.Turbo charging remains part of the equation as does taut dynamics, big wheels and brakes and more than a little luxury.Two models are offered: a four door sedan and the sexy convertible both with the same powertrain.The engine is a 2.8-litre version of Holden's Alloytech 3.6 but there the similarity ends. It is a far better mouse-trap than the 3.6 donk offering strident performance, a stirring exhaust note and gratifying response straight out of the blocks.The six speed auto transmission further improves matters but is let down by misplaced sequential change buttons on the steering wheel. It goes better in D anyway.A six speed manual is also available.Drive is through the front wheels, tamed by various electronic systems including electronic stability program (ESP).The 9-3 has a five star crash test rating including the convertible which was the first drop top to be so highly rated.Performance is impressive from the 184kW/ 350Nm V6 which features a water cooled, twin scroll turbo charger _ one scroll per cylinder bank. There is no turbo lag and maximum torque comes in at around 2000rpm. The all alloy engine also has variable valve timing.At 6.7 seconds for the 0-100kmh sprint, this is the fastest accelerating Saab ever.It is also one of the best mannered thanks to subtle refinements to the chassis, suspension, steering and brakes.Mindful of the type of person who'd buy an Aero, the new model has high thresholds of electronic intervention. In other words, the ABS for example doesn't intervene too early to over-ride a driver's skill.The car actually looks similar to the previous model but has wide spaced, big bore dual exhausts and other minor body alterations. It's a good looker and practical too with plenty of room for four adults even in the soft top convertible.The interior is mildly revised too with a cockpit style console surrounding the driver and comfy seats in leather of course.Creature comforts are extensive and include heated seats, an impressive audio system and park assist, glovebox cooler, rain sensing wipers to name a few.The new Aero is great from behind the wheel rewarding drivers with pin sharp responses and a feeling of solidity lacking in previous Aeros. It has incredible grip in corners and sits flat while absorbing road irregularities. The steer- ing is quick and the brakes are powerful.Exterior styling is toned down from Aeros of the past but still looks sporty and classy but where is the rear wing?Prices start at $69,990 for the manual sedan rising to a heady $92,400 for the auto convertible.

MODEL WATCHThe 9-3 arrived in local showrooms in 1998, replacing the popular 900S.The range was made up of three-door and five-door hatches and a convertible.Saab convertibles have always been a little loose in terms of body stiffness and shake was a constant annoyance when driving one.What made the lack of body stiffness more annoying was that the Saab made a pretence of its convertible being a sports model. The body flexing dulled the handling.Front-wheel drive didn't help the 9-3's precision. Couple that to a turbo engine and the soft-top Saab could be a bit of a handful.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 110kW at 5700rpm, which gave the 1368kg soft-top good performance without ever threatening to make your nose bleed. The 2.0-litre turbo engine made 136kW at 5500 rpm -- a little more zip.While the 2.3-litre was smooth, the turbo lag with the 2.0-litre engine was a real downer.Transmission choices were a wooden-shifting, five-speed manual gearbox and a four-speed auto, with final drive going through the front wheels.The 2.3-litre rag-top came with power steering, power antenna, windows and central locking, it had leather trim, cruise control, trip computer, CD player, airconditioning, front and rear fog lamps and an immobiliser.The 2.0-litre turbo had all of that as well as six-speaker sound, CD stacker, woodgrain dash and auto climate control.In 2000, Saab released the Aero model, which had the 151kW boost of an up-rated 2.0-litre turbo four-cylinder engine. It came with many extras, ABS and traction control.IN THE SHOPThe 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, check for sun damage. The interior trim often cracks and the dash panel and other plastic parts may harden and crack. Leather can get very hot in the sun, so some owners happily forgo leather for cloth. If you stick with the leather, regularly treat it with a leather cleaner.Check floor carpets for damp or staining that might indicate 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.CRUNCH TIMEDual front airbags and side airbags provide protection for front seat passengers. Secondary crash protection is extensive.OWNER'S VIEWAlex Giansiracusa owns a 2001 9-3 Aero manual convertible and loves it. At 32,000km, he says it has been reliable and is therapeutic to drive. His only criticism is the turbo lag. He reckons he has bought an almost-new luxury sportscar at a reasonable second hand price.

Launched three years ago, the 9-3 remains one of the tidiest compact sedans on the road, turning heads that normally admire 3-series BMWs.There is a touch of class about the styling; well-proportioned, flowing lines and a departure from its Swedish ancestry with a kink towards the houses of German stylists.A few seasons into its life, the 9-3 remains a good-looking, svelte sedan.It was a winner of its class in The Courier-Mail Car Of The Year awards shortly after it landed here for sale.And much of what made it good then remain strong selling points now.The hero Aero model is a highly capable chassis, lowered more for sharper handling than the rest of the 9-3 range.This front-driver is a charm to steer and is pleasingly the best handling of its model to date.It runs the same 2-litre turbo-charged four cylinder as the rest of the 9-3 family although extra boost gives it more power and lots more torque.There is 155kW of power on tap and 300Nm of torque, yet it remains supremely restrained and well behaved.It gives the impression the chassis could handle more.Although that has been tried by the same maker before in the shape of the unruly Viggen, which gave the driver heart palpitations when the boost kicked in, the front wheels darting off left or right for an instant lane change.Turbo assistance comes on with gusto from about 2300rpm and spins crisply and truly without any jolt to the occupants through to the 5500rpm red line.The brakes are excellent and the pedal has a reassuring modular feel, instilling confidence in the driver.In terms of dynamics, the 9-3 is up there with more mainstream badges and, front-drive phobias aside, there is a compelling case to try one.Grip, cornering ability, steering sharpness and braking are on song.It is easy to keep the Aero on the boil in 5-speed automatic mode with a couple of plus and minus buttons on either side of the steering wheel spokes so the driver can manually up or downshift.Self-shifting can also be done with the gear lever pushed away from the D-for-drive position and into sequential.The ride may not be as plush and cushy as some of the European competitors, however, it is not so intrusive that it cannot be driven for long commutes to work day in, day out.Fuel consumption inevitably suffers once you whack a hair dryer under the bonnet.On this 800km test, about 70 per cent highway work, the consumption according to the on board trip meter stood at about 10.3litres/100km.Inside, the instruments are typically Saab.They are a bit busy and complicated but are easy to work after you sit and give everything a once over and try for a couple of minutes before you set off on a journey.As you would expect there are lashings of active and passive safety features here.There are six airbags to cushion occupants in case of contact.And then there are Saab's clever active head restraints, which in most cases and — unlike airbags — do not need to be replaced in the event of an accident.

Sitting behind the finely shaped high windscreen I felt like the queen of the highway and attracted a royal amount of attention the inexperienced convertible driver is unaccustomed to.Just kick back and enjoy the smooth ride because this model is a little sluggish out of the blocks.However, who is in a hurry when you are driving a convertible?There are no difficult levers to contend with and concerns about lowering the roof and enjoying the sunshine as I prepare for a leisurely drive up to Palm Beach are allayed by the automatic button on the dash. The roof is an entertainment feature in itself.In one smooth, elongated flick of the convertible roof switch, the elegant Saab-design removes the top within 20 seconds – but don't try and make the transition while the car is on the move. The ever-sensible, safety-conscious Swedes have made the process a strictly stationary manoeuvre.The car has a host of standard safety features including anti-lock brakes (ABS) and side door anti-intrusion beams. There's airbags for the driver, and front passenger plus side (thorax) airbags in the front. The front passenger seat belts also have pretensioners.The LED information display on the dash provides the driver with myriad useful information from the time and outside temperature to safety messages and audio details.Reverse parking is a dream with the automatic distance estimator and warning alarm letting the driver know when the car is getting a bit too close to that shopping centre pillar or Lamborghini parked behind.Driving a key-less car was a new experience but once you get used to the feel and ease of the plastic wedge that slides into a central console to turn over the engine, you'll never look back.Using the audio system is enhanced by the convenient steering wheel controls that allow radio station changing without lifting your eyes from the road.The car's interior is spacious. There is plenty of room in the cabin and passengers in the back seat won't feel too cramped.The plush leather seats are particularly comfortable. And with the roof up, you feel like you are driving a regular car.Surround noise is minimal. The boot packs a picnic basket, enough luggage for a weekend away or a week's worth of groceries comfortably but space is reduced dramatically when the top is down.Other surprises include pop-out drink-holders and a curiously large glove box fit to contain whatever takes your fancy.The automatic model is priced at $69,400 or $66,900 for the manual.The linear convertible comes with an optional Linear Luxury Pack that will set you back another $4000. That includes a remote alarm, a six-disc in-dash CD stacker and electric front seats.It also includes the parking assistance.The Saab 9-3 convertible is a very comfortable ride.But if it's revs and grunt you are after, go for something that is more responsive. The car is powered by a 2.0-litre low-pressure turbocharged engine and produces a moderate 110kW of power at 5500rpm.Its maximum torque of 240Nm is achieved from 2000rpm to 3500rpm.Sitting behind the wheel a driver feels secure and safe but its acceleration performance leaves a little to be desired.However, on the road car handles well, takes corners easily and manages the higher speeds well once the car gets there.It really hits its straps on the straight stretches of the freeway where driving is an absolute pleasure.There is something incredibly romantic about the Saab 9-3 convertible, just don't forget your scarf or driver's hat and head for the open road.