Adding a wagon and lowering the price
(This review is representative of model years 2005 – 2006)

Having sold cars in the U.S. since the late ’50s Saab was one of the first imported cars to arrive on domestic soil. At the time, front-wheel drive was unique and the Swedish carmaker’s popularity was generally concentrated in the New England states where it continues to be a common sight.

Saab has always marched to the beat of its own drummer, with design features strongly influenced by its aeronautical lineage, Saab aircraft. Features like the wraparound windshields, cockpit-style dashboards and instrument lighting and, of course, the placement of the ignition key on the center console. Quirky, yet functional. Certainly the keys won’t jingle and rattle, Saab says that location prevents injury to the knee in the event of a front impact crash. I thought about the consequences of spilled coffee or soda.

Even though it has a cult-like following, Saab has never really caught on with U.S. buyers. Sales for 2005 totaled 36,000 units, down from 38,000 in 2004. That’s less than a third of the sales by that other Swedish carmaker, Volvo. Saab has been owned by General Motors since 1999.

The 9-3 was completely redesigned and re-engineered for 2003 with the convertible arriving in 2004. A DVD based navigation was added as an option to all 2005 models.

For 2006, Aero models get a new, more powerful turbocharged V-6, which packs 250 horsepower and 258 pound-feet of torque. Also new for ’06 is a wagon body style called the SportCombi, a nice combination of sportiness and hauling functionality. Saab also repackaged and re-priced all of its models, which are now several thousand dollars less than comparable 2005 models.

For 2006, the 9-3 is available in three body styles: a four-door sedan, a convertible or the four-door SportCombi wagon. Two trim levels are offered on all three: the 2.0T or the Aero.

Base prices are $26,620 for the 2.0T sedan, $27,620 for the 2.0T SportCombi and $37,220 for the 2.0T convertible. Aero models are priced at $32,620, $33,620 and $42,620 respectively. A turbocharged 2.0-liter 4-cylinder engine that produces 210 horsepower powers the 2.0T models. A five-speed manual transmission is standard. A six-speed automatic transmission is an extra $1350. Standard equipment is plentiful on the 2.0T models and includes leather upholstery, dual-zone air conditioning and power windows, locks, mirrors and drivers seat.

Aero models add Xenon headlamps, premium audio system, moonroof, and 17-inch alloy wheels.

We tested the Aero convertible with the more powerful 2.8-liter 250-horsepower 6-cylinder turbocharged engine. That’s up a noticeable 40 horsepower from the Aero we drove last year. The front-drive 9-3 performed well with good handling and cornering. The Aero model with stiffer suspension drives and handles more like a sports sedan. Brakes were excellent. All-wheel drive is unavailable and there are no engine options.

The top is nicely finished both inside and out and operates with a single button, no clips to unfasten and operates quickly enough to beat the light changing. Our early June weather was perfect for top down driving.

Because a retracted top takes up space, the rear seat is on the small side but no different than other four-seat convertibles. But the 9-3 has a larger trunk than most with plenty of luggage space for suitcases and a set of golf clubs.

Outside, the 9-3 is an attractive car, yet clearly and distinctively couldn’t be mistaken for anything but a Saab. I think it actually looks better from the rear. Our tester was what Saab calls Lime Yellow Metallic. It was a head-turner, but not necessarily in a good way. We felt a little self-conscious driving around town. 

Inside the interior and dash don’t earn the same praise as the exterior styling. Saab finishes the dash with a single dark charcoal color and swatches of dark wood along the doors and instrument panel. It is so dark I didn’t notice the wood for several days. Unfortunately the look is dull and bland. And, the Lime-Yellow exterior hardware continues inside the car behind the back seats when the top is up, creating a distracting and rear-view obstructing reflection on the rear window. Saab designers would do well to spend time behind the wheel of an Audi.

The dash is loaded with buttons and switches that seem small. Most confusing is tuning the radio, which does have both left and right knobs. As expected, the left knob controls the volume but the right knob does not let you change stations. That operation requires a trip to the center navigation screen where nothing is intuitive forcing a trip to the owner’s manual. Amazingly complicated.

Saab does a few other things that at best are quirky and worst very annoying like burying the tilt-steering lever under the dash and out of reach. Then there’s the dual optic rear view mirror on the passenger’s side, flimsy, out of place cupholders and, of course, the aforementioned placement of the ignition key on the center console.

On the positive side however, the seats are supportive and comfortable and I found plenty of room for my long legs and shoulders. As expected in a convertible, rear seat passengers don’t fare as well.

In the safety department Saab includes driver and passenger front airbags, front seat head and torso side airbags and if sensors predict the Aero is about to roll, roll bars pop up behind each rear head restraint for added protection. Four-wheel antilock disc brakes, electronic brakeforce distribution and traction and stability control are standard on all 9-3 models. The 9-3 was named as a “Best Pick” in IIHS frontal offset crash testing.

Overall the 9-3 is a huge improvement from the old 9-3 with plenty to like. It won’t disappoint Saab loyalists. But the 9-3 seems outclassed by formidable competition like the Audi A4 Cabriolet, BMW 3 Series convertible, SLK Class Mercedes-Benz and even the Toyota Solara convertible who offer more luxury, performance and features for about the same money.

 

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