Saab 9-3 Reviews

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.

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.

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.