The new 9-3 is Saab’s biggest-selling model and must compete in one of the toughest, fastest-growing market sectors.
Owner GM wants the car to be closer to the sports saloon norm without sacrificing too much of the individualism prized by loyal buyers and which gives new recruits a reason to pick it over a 3-series or a C-Class.
The new 9-3 must be both distinctive and conformist, and offer all the quality, dynamism and image buyers in this class expect.
The new Saab 9-3 shares much of its underpinnings with the new Vauxhall Vectra. Perhaps the biggest change made to the 9-3 is the switch from hatchback to saloon to match the market leaders.
The three petrol engine options are all based on the same all-alloy, four-cylinder L850 GM unit used in everything from Astra to Omega. Naturally Saab turbocharges it, and a choice of three different turbo pressures varies the output; the 2.0t tested here produces its 175bhp at 5500rpm and 195lb ft at 2500rpm.
Saab says that the front MacPherson strut and rear multi-link suspension is entirely its own work.
Most of the old Saab styling cues are retained; the wraparound screen, oval doorhandles, teardrop side glass and triangular-section rear lights.
The three petrol engine options are all based on the same all-alloy, four-cylinder L850 GM unit used in everything from Astra to Omega. Naturally Saab turbocharges it, and a choice of three different turbo pressures varies the output; the 2.0t tested here produces its 175bhp at 5500rpm and 195lb ft at 2500rpm.
Saab says that the front MacPherson strut and rear multi-link suspension is entirely its own work.
Most of the old Saab styling cues are retained; the wraparound screen, oval doorhandles, teardrop side glass and triangular-section rear lights.
We were slightly taken aback by the 7.7sec 0-60mph time we recorded in the 9-3, and the 22.2sec 0-100mph time. These are very impressive figures for a mid-range sports saloon, and immediately give you a clear reason to pick the Saab over the equivalent 8.9sec Audi or 9.6sec BMW.
It’s still more impressive when moving than away from the line though; witness a 30-70mph time of 7.1sec. Top speed is 136mph.
The ‘box action is reasonably short and light but notchy and no match for a BMW’s. The lack of vibration will impress all but the engine note, muted by the turbo, might divide; suitably silent for some, not sporty enough for others.
Around town the ride is quiet. The speed-sensitive power steering is very light at low speeds, and combined with the box and clutch actions makes for an undemanding drive.
Motorway refinement is good too, But drive quickly on more challenging roads and there’s a slight reminder of old 9-3 in the new car’s softness through corners and dips and loose damping over crests, effects which would be magnified in a car with standard suspension settings; ours came on sports springs.
You’re aware that you’re asking the car to play away from its town and motorway strengths, but others manage a broader spread of ability. The steering doesn’t weight up enough as the speed increases and remains frustratingly vague around the dead-ahead, but it is aided by that passive rear-steer which lends the car a keenness and security through bends.
It’s still more impressive when moving than away from the line though; witness a 30-70mph time of 7.1sec. Top speed is 136mph.
The ‘box action is reasonably short and light but notchy and no match for a BMW’s. The lack of vibration will impress all but the engine note, muted by the turbo, might divide; suitably silent for some, not sporty enough for others.
Around town the ride is quiet. The speed-sensitive power steering is very light at low speeds, and combined with the box and clutch actions makes for an undemanding drive.
Motorway refinement is good too, But drive quickly on more challenging roads and there’s a slight reminder of old 9-3 in the new car’s softness through corners and dips and loose damping over crests, effects which would be magnified in a car with standard suspension settings; ours came on sports springs.
You’re aware that you’re asking the car to play away from its town and motorway strengths, but others manage a broader spread of ability. The steering doesn’t weight up enough as the speed increases and remains frustratingly vague around the dead-ahead, but it is aided by that passive rear-steer which lends the car a keenness and security through bends.
The cabin looks and works like a Saab’s should. There’s a tall central dash section with all the major controls and displays mounted high to be closer to the driver’s line of sight.
There are firm, comfortable, high-backed seats with integrated head restraints, one-touch air vents, funky cupholders, folding rear seats and the ignition barrel down by the gear lever. Notable additions to the new car include an information display at the base of the windscreen which is particularly easy to read while driving.
The seats and driving position are excellent and the space in both rows and the boot puts the 9-3 near the top of its class. Only the quality of construction lets it down; some of the plastics have a sexy rubberised feel but others - the stalks and handbrake, for example - feel brittle and poorly finished. The standard kit level is generous and compares well with the rivals’.
Both the A4 2.0FSI and BMW 318i claim nearly 40mpg on the combined cycle; Saab claims just 33.2mpg, and we managed 30.1mpg on our touring route giving an acceptable 409 mile range. Buyers will have to balance the Saab’s extra poke against its extra thirst.
This is still a Saab, with enough of the marque’s hallmark features to keep diehards happy and interest new buyers. It has the pace and mechanical refinement of a premium sports saloon. But cornering aside, its dynamic abilities don’t get close enough to the 3, the C or even the A4 to cause them any anguish. It does enough to merit inclusion in a tough class, but not enough to lead it.
There are firm, comfortable, high-backed seats with integrated head restraints, one-touch air vents, funky cupholders, folding rear seats and the ignition barrel down by the gear lever. Notable additions to the new car include an information display at the base of the windscreen which is particularly easy to read while driving.
The seats and driving position are excellent and the space in both rows and the boot puts the 9-3 near the top of its class. Only the quality of construction lets it down; some of the plastics have a sexy rubberised feel but others - the stalks and handbrake, for example - feel brittle and poorly finished. The standard kit level is generous and compares well with the rivals’.
Both the A4 2.0FSI and BMW 318i claim nearly 40mpg on the combined cycle; Saab claims just 33.2mpg, and we managed 30.1mpg on our touring route giving an acceptable 409 mile range. Buyers will have to balance the Saab’s extra poke against its extra thirst.
This is still a Saab, with enough of the marque’s hallmark features to keep diehards happy and interest new buyers. It has the pace and mechanical refinement of a premium sports saloon. But cornering aside, its dynamic abilities don’t get close enough to the 3, the C or even the A4 to cause them any anguish. It does enough to merit inclusion in a tough class, but not enough to lead it.
How much ?
- Price as tested £23,205
- Price as tested £25,870
How fast
- 0-30mph 2.9 sec
- 0-60mph no data
- 0-100mph 22.2 sec
- 0-150mph no data
- 0-200mph no data
- 30-70mph 7.1 sec
- 0-400m no data
- 0-1000m no data
- 30-50mph in 3rd/4th 5.2 / 7.3
- 40-60mph in 4th/5th 6.8 / 12 sec
- 50-70mph in 5th 10.9 sec
- 60-0mph 2.8 sec
- Top speed no data
- Noise at 70mph 72 dbA
How thirsty?
- Test average 26.4 mpg
- Test best/worst 30.1 / 12.8
Government figures
- Combined/urban 37.2 / 26.2 mpg
- CO2 emissions 189 g/km
How big?
- Length 4635 mm
- Width 1762 mm
- Height 1466 mm
- Wheelbase 2675 mm
- Weight 1570 kg
- Fuel tank 58.0 litres
Engine
- Layout 4 cyls In Line , 1998 cc
- Max power 173 bhp at 5500 rpm
- Max torque 195 ft at 2500 rpm
- Specific output 86.6bhp per litre bhp per litre
- Power to weight no data
- Installation F
- Bore/stoke no data
- Compression ratio no data
- Valve gear 4 per cyl
- Ignition and fuel no data, Unleaded
Gearbox
- Type 5-speed Manual
- 1st 3.8 / 5.3
- 2nd 2.32 / 10.3
- 3rd 1.62 / 15.3
- 4th 1.27 / 20.2
- 5th 1 / 27.3
- 6th no data
- Final drive 3.51
Suspension
- Front MacPherson struts, anti-roll bar
- Rear Multi-link, coil springs, anti-roll bar
Steering
- Type Rack and pinion, speed-sensitive hydraulic power assistance
- Lock to lock 3.00
Brakes
- Front 300mm ventilated discs
- Rear 290mm discs
Wheel & tyres
- Size front 7.5Jx17in in
- Size rear 7.5Jx17in in
- Made of Alloy
- Tyres front 215/50 WR17
- Tyres rear 215/50 WR17
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