REVIEWS AND ROAD TESTS

Liftoff…

Even if the brand has always been considered marginal, Saab wishes to take up more room on the world auto market. At the end of this year, some 133,000 Saabs will have been sold worldwide, including 1,900 in Canada. These are modest figures, according to Saab President Peter Augustsson, but he says the best is yet to come: By 2005, we will sell 250,000 units worldwide. Not a small challenge! To reach this ambitious objective, the small Swedish firm will introduce new models, including one that will replace the current 9-3 will be sold next fall and the new 9-5, redesigned this year for improved safety, performance and trademark individuality. If you ’ re the kind of person who never notices a new haircut, chances are you ’ ll never pinpoint the aesthetic changes made to the 9-5. They are subtle, must we say. First, the overall length has increased by 22 mm for the sedan and 20 mm for the wagon. For more interior room? Not exactly. Rather for improved lines and better assembly quality. Also the horizontal vents around the grille are now chrome-plated and the headlights feature a clearer, more modern lens delivering the bluish bi-xenon light. At the rear, the bumper skirt now covers the exhaust pipe tip, except on sportier Aero trims.

To better reflect the individuality of the brand ’ s clientele, stylists changed model names by renaming traditional S and SE trims Linear and Arc (the Aero is still offered). Such pretty names will help European drivers customize their vehicles according to their style and needs, regardless of the mechanical selection. In Canada, we won ’ t be allowed as much flexibility. The Linear trim is reserved to the 4-cylinder models and the Arc, to the V6 units. The Aero? It comes with a specific trim (brushed aluminium on the dashboard, tighter buckets, etc.) As of accessories, xenon lights, manoeuvring captors, automatic wipers are offered.

Saab remains faithful to some of its old habits, fortunately. The huge ignition key (that has been the object of less-than-subtle jokes, must we say) still goes between the seats. Solid, perfectly assembled, the 9-5 gives an impression of robustness. Its flawless driving position, clear and legible instruments also seduce at first sight. The details on this Saab are just as impressive. Think of this discrete cup holder mounted horizontally on the console, which coils out of its hiding place at the touch of a button. And the fan-cooled buckets that cool off summer heat and removes perspiration. The 9-5 glitters and keeps warm contacts with its passengers, contrary to the icy interiors of the other Swedish auto maker. And unlike most of its competitors, the 9-5 ’ s interior offers plenty of room for rear seat passengers. Saab officials never admitted it publicly, but the 9-5 designation is not a mere reference to the firm ’ s aircraft production. Number 9 has always been a brand fetish, but number 5 refers to BMW ’ s 5 Series, the car ’ s intended and obsessive target competitor.

At the initial launch of the vehicle, in 1997, 9-5 designers kept asking for comments from automobile writers: Can the 9-5 match the BMW 5 Series? The general consensus at the time was negative.

Let ’ s face the facts: as of today and in spite of the improvements it has undergone, the 9-5 is still inferior to its Bavarian rival on dry pavement. The gap is not as wide as it used to be, but the current format of the 9-5 can hardly ever match the BMW. Maybe the next generation will, according to some of our sources, be equipped with all-wheel drive. This being said, the BMW ’ s advantage no longer lasts on snowy or soaked up roads.

The Saab is a front-wheel drive; its superior drivability leaves the rival behind in no time. It is especially the case with the efficient Electronic Stability Program, originally designed by Bosch and re-programmed by Saab engineers for smoother operation. Regardless of the road ’ s condition, the device quietly brings you back on track. But the 9-5 suffers from loud wind noise. The hood opens on the wrong side for a Saab, that is, from front to rear. It hides a 185 hp low-pressure turbocharged 2.3-litre four or a 200 hp 3.0-litre turbocharged V6. The turbo charge is moderate (0,55 bar for the 4 and 0,25 bar for the V6), too light perhaps to threaten competitors, who offer simply more power. Saab preferred offering torque, for decent pick-ups at any speed.

In spite of the corrections made to its guidance along the years, the manual transmission remains rubbery and slow, but Saab aficionados can ’ t care less. The automatic transmission (standard with the V6) however, is now a 5-speed. This new transmission allows for the more powerful Aero engine and helps squeeze more performance out of any engine.

Road handling is sensibly improved on the Linear and Arc models, as they close up on the Aero. Suspension tuning has been reworked (coils, anti-roll bars, etc,) to minimize body movements and provide a firmer but still comfortable drive. At the same time, more changes have been made to the front suspension and steering (heavy at high speeds) to make road handling more aggressive. Active safety is also improved with more controllable braking and larger disks.

Just like good wine, the 9-5 improves with time. Always safe and comfortable, it is becoming sportier. Now, all Saab officials have to do is reducing the cost of compulsory inspections and replacement parts, and offer the wagon model more aggressively; it accounts for merely 20% of the sales.

PROS
New safety devices
More aggressive road handling
nterior room
CONS
No-name silhouette
Parts and maintenance costs

2004 Sweden

REVIEWS AND ROAD TESTS

Liftoff…

Even if the brand has always been considered marginal, Saab wishes to take up more room on the world auto market. At the end of this year, some 133,000 Saabs will have been sold worldwide, including 1,900 in Canada. These are modest figures, according to Saab President Peter Augustsson, but he says the best is yet to come: By 2005, we will sell 250,000 units worldwide. Not a small challenge! To reach this ambitious objective, the small Swedish firm will introduce new models, including one that will replace the current 9-3 will be sold next fall and the new 9-5, redesigned this year for improved safety, performance and trademark individuality. If you ’ re the kind of person who never notices a new haircut, chances are you ’ ll never pinpoint the aesthetic changes made to the 9-5. They are subtle, must we say. First, the overall length has increased by 22 mm for the sedan and 20 mm for the wagon. For more interior room? Not exactly. Rather for improved lines and better assembly quality. Also the horizontal vents around the grille are now chrome-plated and the headlights feature a clearer, more modern lens delivering the bluish bi-xenon light. At the rear, the bumper skirt now covers the exhaust pipe tip, except on sportier Aero trims.

To better reflect the individuality of the brand ’ s clientele, stylists changed model names by renaming traditional S and SE trims Linear and Arc (the Aero is still offered). Such pretty names will help European drivers customize their vehicles according to their style and needs, regardless of the mechanical selection. In Canada, we won ’ t be allowed as much flexibility. The Linear trim is reserved to the 4-cylinder models and the Arc, to the V6 units. The Aero? It comes with a specific trim (brushed aluminium on the dashboard, tighter buckets, etc.) As of accessories, xenon lights, manoeuvring captors, automatic wipers are offered.

Saab remains faithful to some of its old habits, fortunately. The huge ignition key (that has been the object of less-than-subtle jokes, must we say) still goes between the seats. Solid, perfectly assembled, the 9-5 gives an impression of robustness. Its flawless driving position, clear and legible instruments also seduce at first sight. The details on this Saab are just as impressive. Think of this discrete cup holder mounted horizontally on the console, which coils out of its hiding place at the touch of a button. And the fan-cooled buckets that cool off summer heat and removes perspiration. The 9-5 glitters and keeps warm contacts with its passengers, contrary to the icy interiors of the other Swedish auto maker. And unlike most of its competitors, the 9-5 ’ s interior offers plenty of room for rear seat passengers. Saab officials never admitted it publicly, but the 9-5 designation is not a mere reference to the firm ’ s aircraft production. Number 9 has always been a brand fetish, but number 5 refers to BMW ’ s 5 Series, the car ’ s intended and obsessive target competitor.

At the initial launch of the vehicle, in 1997, 9-5 designers kept asking for comments from automobile writers: Can the 9-5 match the BMW 5 Series? The general consensus at the time was negative.

Let ’ s face the facts: as of today and in spite of the improvements it has undergone, the 9-5 is still inferior to its Bavarian rival on dry pavement. The gap is not as wide as it used to be, but the current format of the 9-5 can hardly ever match the BMW. Maybe the next generation will, according to some of our sources, be equipped with all-wheel drive. This being said, the BMW ’ s advantage no longer lasts on snowy or soaked up roads.

The Saab is a front-wheel drive; its superior drivability leaves the rival behind in no time. It is especially the case with the efficient Electronic Stability Program, originally designed by Bosch and re-programmed by Saab engineers for smoother operation. Regardless of the road ’ s condition, the device quietly brings you back on track. But the 9-5 suffers from loud wind noise. The hood opens on the wrong side for a Saab, that is, from front to rear. It hides a 185 hp low-pressure turbocharged 2.3-litre four or a 200 hp 3.0-litre turbocharged V6. The turbo charge is moderate (0,55 bar for the 4 and 0,25 bar for the V6), too light perhaps to threaten competitors, who offer simply more power. Saab preferred offering torque, for decent pick-ups at any speed.

In spite of the corrections made to its guidance along the years, the manual transmission remains rubbery and slow, but Saab aficionados can ’ t care less. The automatic transmission (standard with the V6) however, is now a 5-speed. This new transmission allows for the more powerful Aero engine and helps squeeze more performance out of any engine.

Road handling is sensibly improved on the Linear and Arc models, as they close up on the Aero. Suspension tuning has been reworked (coils, anti-roll bars, etc,) to minimize body movements and provide a firmer but still comfortable drive. At the same time, more changes have been made to the front suspension and steering (heavy at high speeds) to make road handling more aggressive. Active safety is also improved with more controllable braking and larger disks.

Just like good wine, the 9-5 improves with time. Always safe and comfortable, it is becoming sportier. Now, all Saab officials have to do is reducing the cost of compulsory inspections and replacement parts, and offer the wagon model more aggressively; it accounts for merely 20% of the sales.

PROS
New safety devices
More aggressive road handling
nterior room
CONS
No-name silhouette
Parts and maintenance costs

2004 Sweden

REVIEWS AND ROAD TESTS

Extreme Sport

To draw attention, the makers of the 9-3 don’t hesitate to indulge in excess. Take, for instance, the Viggen version (named after the Saab J-37 swedish fighter plane) which since two years has enlived all the 9-3 cars (coupe, sedan and convertible).

Unbelievable! But you be the judge: increased aerodynamic support, supercharged 230 hp 4-cylinder engine, sports suspension and 17-inch wheels. Enough to raise the hair on your arms and turn your guts to jelly, and not from pleasure, but from fear!Marketed ever since April, 1998, the Saab 9-3 takes over for the 900. Although it has the same lines, it was the object of a detailed make-over and its designers will tell you that more than 1,000 components (no, I didn’t count them) bear the stamp of innovation.

When trying to describe the 9-3’s passenger compartment, the term cockpit seems to be most appropriate. The electronically- controlled seats (which, on the coupe and the convertible, lack the sophistication to move all the way back) are extremely comfortable. Instruments are easy to read (including the Night Panel system designed to display a more limited range of information), but the main commands are unconventionally designed: some quite original, others awkward (the mirror controls and ignition are placed between the front seats). Once you accept thevehicle ’ s many innovations, you can start to appreciate its Swedish charm. Standard are heated seats (heated rear seats are standard only on the SE and Viggen), a telescopic, but non-tilting steering wheel, an onboard computer and the usual list of electric controls (rearview mirrors and locks). Options are limited to a cassette player (CD player is standard) and a sunroof.

Visibility is impeccable (except on the convertible, given the narrow rear windshield and wide pillars). As for the trunk (with the exception of the convertible model, all models have a rear hatch), it easily swallows anything you want to transport, there ’ s no need to limit the amount of baggage you take with you. Criticisms include less than perfect finishing and the fact that the rear windows don’t open.As improved as it may be, the 9-3 is based on a platform that has been around for a while, and it is not always easy to marry the old and the young. Want proof? The regular 9-3 was already at fault for its imprecise front handling (increased torque on the steering wheel, wider turns, loss of power), the mediocre quality of its suspension parts (rolling and vibration), and a lack of frame rigidity, so severe that one doubts if it can handle the increased horses developed by the Viggen. And, might as well just admit it, the worst concern is that driving a 9-3 Viggen is not a very relaxing experience. It requires all your attention, and sets your nerves on edge. It will only give pleasure to one who knows how to master it. You torture me, I torture you, it seems to say. What ’ s more, after two or three turns, the driving style this car demands is thoroughly exhausting, and contrary to the other cars in this carmaker ’ s line, the Viggen is far from able to create a sense of utter security, especially in wet road conditions.

While the 9-3 Viggen may not be steady, it certainly is fast. Despite its smothered whistling, the four-cylinder, supercharged 2.3-litre, 230 horsepower engine never gets out of breath. Still, as soon as the right foot depresses the accelerator, the front- driven wheels spin (an effect that is somewhat reduced by the antiskid technology now available) for a drawn-out instant before finding the necessary grip to propel the Viggen off into the sunset.. Meanwhile, your two hands need to grip the wheel tightly to contain the excess power that makes it spin in all directions.

 You find yourself praying that the demons will subside so you can remove your right hand to reach second gear on the only available transmission, a manual, five-speed. This gear box is another source of problems, as it is imprecise and particularly slow, when you want to shift quickly, you have to hold your breath and concentrate on the manoeuvre if you ’ re going to have the slightest chance of succeeding. A real battle! And in the end, the performance of this 9-3 is not up to par with the efforts required to reach it.

What ’ s more, as you may have already guessed, driving fast on a narrow, bumpy road at the wheel of a Viggen is not the safest of all pursuits. Its large, very powerful wheels furiously push the car forth, and staying within the confines of the road demands your undivided attention. We have seen worse, of course, but we ’ ve also seen better.

You have to be on your guard with the Viggen. As long as your foot is on the accelerator, you will feel its reactions and limitations only too clearly.

What this test drive clearly shows is that the Viggen should not be put into the hands of just anyone. From a stricly ethical standpoint, one could fault Saab for irresponsibly marketing a vehicle that can be dangerous for an untrained driver. I found myself dreaming of the old 9-3, more obedient, more docile, and above all more enjoyable for daily driving. All in all, the 9-3 Viggen is an extraordinary vehicle. Not only is it rare in terms of an original apprearance and a specific design, but it is also unique in terms of road behaviour, which is properly suited to drivers of superior ability in order to take full advantage of its capabilities. If that ’ s not the case for you, forget about the Viggen, and order an Audi S4 instead, just as cool, but more civilized. After all, nobody wants to risk crashing every day.

PROS
Original lines
Comfortable seats
Giant trunk

CONS
Torque can be rough (Viggen)
Lack of stiffness in frame
Expensive replacement parts

REVIEWS AND ROAD TESTS

Extreme Sport

To draw attention, the makers of the 9-3 don’t hesitate to indulge in excess. Take, for instance, the Viggen version (named after the Saab J-37 swedish fighter plane) which since two years has enlived all the 9-3 cars (coupe, sedan and convertible).

Unbelievable! But you be the judge: increased aerodynamic support, supercharged 230 hp 4-cylinder engine, sports suspension and 17-inch wheels. Enough to raise the hair on your arms and turn your guts to jelly, and not from pleasure, but from fear!Marketed ever since April, 1998, the Saab 9-3 takes over for the 900. Although it has the same lines, it was the object of a detailed make-over and its designers will tell you that more than 1,000 components (no, I didn’t count them) bear the stamp of innovation.

When trying to describe the 9-3’s passenger compartment, the term cockpit seems to be most appropriate. The electronically- controlled seats (which, on the coupe and the convertible, lack the sophistication to move all the way back) are extremely comfortable. Instruments are easy to read (including the Night Panel system designed to display a more limited range of information), but the main commands are unconventionally designed: some quite original, others awkward (the mirror controls and ignition are placed between the front seats). Once you accept thevehicle ’ s many innovations, you can start to appreciate its Swedish charm. Standard are heated seats (heated rear seats are standard only on the SE and Viggen), a telescopic, but non-tilting steering wheel, an onboard computer and the usual list of electric controls (rearview mirrors and locks). Options are limited to a cassette player (CD player is standard) and a sunroof.

Visibility is impeccable (except on the convertible, given the narrow rear windshield and wide pillars). As for the trunk (with the exception of the convertible model, all models have a rear hatch), it easily swallows anything you want to transport, there ’ s no need to limit the amount of baggage you take with you. Criticisms include less than perfect finishing and the fact that the rear windows don’t open.As improved as it may be, the 9-3 is based on a platform that has been around for a while, and it is not always easy to marry the old and the young. Want proof? The regular 9-3 was already at fault for its imprecise front handling (increased torque on the steering wheel, wider turns, loss of power), the mediocre quality of its suspension parts (rolling and vibration), and a lack of frame rigidity, so severe that one doubts if it can handle the increased horses developed by the Viggen. And, might as well just admit it, the worst concern is that driving a 9-3 Viggen is not a very relaxing experience. It requires all your attention, and sets your nerves on edge. It will only give pleasure to one who knows how to master it. You torture me, I torture you, it seems to say. What ’ s more, after two or three turns, the driving style this car demands is thoroughly exhausting, and contrary to the other cars in this carmaker ’ s line, the Viggen is far from able to create a sense of utter security, especially in wet road conditions.

While the 9-3 Viggen may not be steady, it certainly is fast. Despite its smothered whistling, the four-cylinder, supercharged 2.3-litre, 230 horsepower engine never gets out of breath. Still, as soon as the right foot depresses the accelerator, the front- driven wheels spin (an effect that is somewhat reduced by the antiskid technology now available) for a drawn-out instant before finding the necessary grip to propel the Viggen off into the sunset.. Meanwhile, your two hands need to grip the wheel tightly to contain the excess power that makes it spin in all directions.

 You find yourself praying that the demons will subside so you can remove your right hand to reach second gear on the only available transmission, a manual, five-speed. This gear box is another source of problems, as it is imprecise and particularly slow, when you want to shift quickly, you have to hold your breath and concentrate on the manoeuvre if you ’ re going to have the slightest chance of succeeding. A real battle! And in the end, the performance of this 9-3 is not up to par with the efforts required to reach it.

What ’ s more, as you may have already guessed, driving fast on a narrow, bumpy road at the wheel of a Viggen is not the safest of all pursuits. Its large, very powerful wheels furiously push the car forth, and staying within the confines of the road demands your undivided attention. We have seen worse, of course, but we ’ ve also seen better.

You have to be on your guard with the Viggen. As long as your foot is on the accelerator, you will feel its reactions and limitations only too clearly.

What this test drive clearly shows is that the Viggen should not be put into the hands of just anyone. From a stricly ethical standpoint, one could fault Saab for irresponsibly marketing a vehicle that can be dangerous for an untrained driver. I found myself dreaming of the old 9-3, more obedient, more docile, and above all more enjoyable for daily driving. All in all, the 9-3 Viggen is an extraordinary vehicle. Not only is it rare in terms of an original apprearance and a specific design, but it is also unique in terms of road behaviour, which is properly suited to drivers of superior ability in order to take full advantage of its capabilities. If that ’ s not the case for you, forget about the Viggen, and order an Audi S4 instead, just as cool, but more civilized. After all, nobody wants to risk crashing every day.

PROS
Original lines
Comfortable seats
Giant trunk

CONS
Torque can be rough (Viggen)
Lack of stiffness in frame
Expensive replacement parts

REVIEWS AND ROAD TESTS

Extreme Sport

To draw attention, the makers of the 9-3 don’t hesitate to indulge in excess. Take, for instance, the Viggen version (named after the Saab J-37 swedish fighter plane) which since two years has enlived all the 9-3 cars (coupe, sedan and convertible).

Unbelievable! But you be the judge: increased aerodynamic support, supercharged 230 hp 4-cylinder engine, sports suspension and 17-inch wheels. Enough to raise the hair on your arms and turn your guts to jelly, and not from pleasure, but from fear!Marketed ever since April, 1998, the Saab 9-3 takes over for the 900. Although it has the same lines, it was the object of a detailed make-over and its designers will tell you that more than 1,000 components (no, I didn’t count them) bear the stamp of innovation.

When trying to describe the 9-3’s passenger compartment, the term cockpit seems to be most appropriate. The electronically- controlled seats (which, on the coupe and the convertible, lack the sophistication to move all the way back) are extremely comfortable. Instruments are easy to read (including the Night Panel system designed to display a more limited range of information), but the main commands are unconventionally designed: some quite original, others awkward (the mirror controls and ignition are placed between the front seats). Once you accept thevehicle ’ s many innovations, you can start to appreciate its Swedish charm. Standard are heated seats (heated rear seats are standard only on the SE and Viggen), a telescopic, but non-tilting steering wheel, an onboard computer and the usual list of electric controls (rearview mirrors and locks). Options are limited to a cassette player (CD player is standard) and a sunroof.

Visibility is impeccable (except on the convertible, given the narrow rear windshield and wide pillars). As for the trunk (with the exception of the convertible model, all models have a rear hatch), it easily swallows anything you want to transport, there ’ s no need to limit the amount of baggage you take with you. Criticisms include less than perfect finishing and the fact that the rear windows don’t open.As improved as it may be, the 9-3 is based on a platform that has been around for a while, and it is not always easy to marry the old and the young. Want proof? The regular 9-3 was already at fault for its imprecise front handling (increased torque on the steering wheel, wider turns, loss of power), the mediocre quality of its suspension parts (rolling and vibration), and a lack of frame rigidity, so severe that one doubts if it can handle the increased horses developed by the Viggen. And, might as well just admit it, the worst concern is that driving a 9-3 Viggen is not a very relaxing experience. It requires all your attention, and sets your nerves on edge. It will only give pleasure to one who knows how to master it. You torture me, I torture you, it seems to say. What ’ s more, after two or three turns, the driving style this car demands is thoroughly exhausting, and contrary to the other cars in this carmaker ’ s line, the Viggen is far from able to create a sense of utter security, especially in wet road conditions.

While the 9-3 Viggen may not be steady, it certainly is fast. Despite its smothered whistling, the four-cylinder, supercharged 2.3-litre, 230 horsepower engine never gets out of breath. Still, as soon as the right foot depresses the accelerator, the front- driven wheels spin (an effect that is somewhat reduced by the antiskid technology now available) for a drawn-out instant before finding the necessary grip to propel the Viggen off into the sunset.. Meanwhile, your two hands need to grip the wheel tightly to contain the excess power that makes it spin in all directions.

 You find yourself praying that the demons will subside so you can remove your right hand to reach second gear on the only available transmission, a manual, five-speed. This gear box is another source of problems, as it is imprecise and particularly slow, when you want to shift quickly, you have to hold your breath and concentrate on the manoeuvre if you ’ re going to have the slightest chance of succeeding. A real battle! And in the end, the performance of this 9-3 is not up to par with the efforts required to reach it.

What ’ s more, as you may have already guessed, driving fast on a narrow, bumpy road at the wheel of a Viggen is not the safest of all pursuits. Its large, very powerful wheels furiously push the car forth, and staying within the confines of the road demands your undivided attention. We have seen worse, of course, but we ’ ve also seen better.

You have to be on your guard with the Viggen. As long as your foot is on the accelerator, you will feel its reactions and limitations only too clearly.

What this test drive clearly shows is that the Viggen should not be put into the hands of just anyone. From a stricly ethical standpoint, one could fault Saab for irresponsibly marketing a vehicle that can be dangerous for an untrained driver. I found myself dreaming of the old 9-3, more obedient, more docile, and above all more enjoyable for daily driving. All in all, the 9-3 Viggen is an extraordinary vehicle. Not only is it rare in terms of an original apprearance and a specific design, but it is also unique in terms of road behaviour, which is properly suited to drivers of superior ability in order to take full advantage of its capabilities. If that ’ s not the case for you, forget about the Viggen, and order an Audi S4 instead, just as cool, but more civilized. After all, nobody wants to risk crashing every day.

PROS
Original lines
Comfortable seats
Giant trunk

CONS
Torque can be rough (Viggen)
Lack of stiffness in frame
Expensive replacement parts