2008 Saab 9-3
by Jim Prueter and Rebecca Antioco -11/2008
(This review was originally written in August 2006 about the 2006 model and has been updated to include the 2008 model year).

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, even today, Saabs continue 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. It remains a niche manufacturer, overshadowed by German and Japanese offerings and that other Swedish carmaker, Volvo.

Saab’s best-seller, the 9-3, was completely redesigned and re-engineered for 2003 with the convertible arriving in 2004. A DVD-based navigation system was added as an option to all 2005 models.

For 2006, Aero models got a new, more powerful turbocharged V-6, packing 250 horsepower and 258 pound-feet of torque. 2006 also saw the introduction of the SportCombi wagon, a nice combination of sportiness and hauling functionality.

For 2008, the 9-3 is available as a sedan, SportCombi wagon or convertible. All three come in 2.0T or Aero trim levels, with an all-wheel drive Turbo X model available for the sedan and wagon.

Base prices are $28,445 for the 2.0T sedan, $29,615 for the 2.0T SportCombi and $39,955 for the 2.0T convertible. Aero models are priced at $35,215, $36,250 and $45,640 respectively. The Turbo X starts at $41,765 (sedan) and $42,565 (SportCombi). 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 climate control, power accessories and driver’s seat, and Saab Infotainment system with CD player and auxiliary input for an MP3 player (which has an unfortunate location in close proximity to the pop-out cupholder).

Aero models feature a more powerful 2.8-liter 250-horsepower 6-cylinder turbocharged engine, and get Xenon headlamps, premium audio system, moonroof, 17-inch alloy wheels, dual-exhaust tailpipes, a sport chassis, steering-wheel audio controls, and a power passenger’s seat. Turbo X models add all-wheel drive, an “ultra” sport-tuned chassis and get a boost to 280-horsepower.

Previously, we tested the Aero convertible. The front-wheel-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 in the convertible.

For 2008, we tested the 2.0T version. Aside from some slight turbo lag upon heavy acceleration, the 9-3 performs adquately. The ride is smooth, but there is some intrusive road noise and the handling quality suffers at higher speeds and on uneven surfaces.

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. On the plus side, there is an electronic adjustment for moving the seats forward to allow access to the back seat. Realistically, only children will be comfortable back there. But pity the parent who has to install a child-safety seat — this is no small feat in the 9-3, with the LATCH anchors nearly impossible to access and the seat itself occupying most of the space in back. If you do have a full load of passengers, the good news is that the 9-3 has a larger trunk than most convertibles, with plenty of space for suitcases and a set of golf clubs.

We also drove the Turbo X SportCombi, and appreciated the more powerful engine and, of course, the increased cabin space. It proved to be both fun and practical, a tough combination to find. While there’s not enough performance here for the SportCombi to be considered a true sport wagon, I enjoyed driving a “mom car” that packed a little punch. Still the close to $45,000 price tag (which includes a $550 cold weather package) seems a little excessive.

Outside, the 9-3 is an attractive car, yet clearly and distinctively can’t be mistaken for anything but a Saab. I think it actually looks better from the rear. Our convertible 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. The wagon came in a more conservative Jet Black Metallic, which was more to our liking.

Inside, even with a redesign for 2008, the interior and dash don’t earn the same praise as the exterior styling. The fit and finish, though upgraded with chrome details and new trim options, seem to be little more than a run-of-the-mill GM template. And, the cupholder embedded in the center console shoots out at the push of a button, an operation impeded by an MP3 player’s auxiliary input cable, if you’re making use of it. Saab designers would do well to spend time behind the wheel of an Audi.

Thankfully, the climate control and “infotainment” systems have been redesigned, and don’t require a trip to the owner’s manual if you want to change the radio station or adjust the cabin temperature. This is a welcome upgrade from Saab's past.

More on the positive side, the seats are supportive and comfortable with plenty of adjustment options to accommodate even the tallest drivers in comfort.

In the safety department, Saab includes driver and passenger front airbags, front seat head and torso side airbags and — if sensors predict a rollover in the convertible — roll bars pop up behind each rear head restraint for added protection. Four-wheel antilock disc brakes with electronic brakeforce distribution, active head restraints, and traction and stability control are standard on all 9-3 models. The 9-3 was given the highest rating “Good” by the Insurance Institute for Highway Safety in all crash tests. The National Highway Traffic Safety Administration awarded the 9-3 its highest rating, five stars, in driver protection in side impacts, and the second-highest four-star rating in all other tests.

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 and SLK Class Mercedes-Benz.