Saab 9-3 Reviews

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

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

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

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

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

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

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

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

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

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