2009 SAAB 9-3 AERO XWD

After undergoing a 1,000-point redesign last year, the Saab 9-3 now offers the XWD (for “Cross
Wheel Drive”) all-wheel-drive system with the four-cylinder turbo engine. The only model not
available with XWD is the convertible. The 9-3 line-up includes a sport sedan, a convertible and a
SportCombi sport wagon. All are available in two trims: 2.0T, and Aero with this year’s more
powerful V6.

Interior and trunk

The vehicle’s fairly low stance complicates access, especially to the back, where the door openings
are rather narrow. Occupants rate seat comfort anywhere from good, to very good, depending on
their size; the cushion is a tad narrow for anyone who’s a bit husky in build. The side bolsters
could and should be deeper, especially in light of this car’s excellent road holding. The driving
position is very good, but many drivers may find their head restraint is too close. The sunroof
limits headroom for tall people.

The backseat is comfortable for two adults, but with high front seatbacks blocking the view, they
had better not be claustrophobic. The folding backrest is split 60/40 and has a ski pass-through.

The good-capacity trunk is relatively deep and has an average-sized opening. Tall people must
watch out for the lock on the trunk lid.

Convenience and safety features

Despite the very good finish, we heard a variety of creaks in our test vehicle. The quality of
materials is good, but no more. The wiper and turn signal levers look cheap. Road noise and the
growl of the V6 engine overwhelm the sound isolation. The two cup holders are practically
useless: the dash one is too shallow, and the console’s is in the way of the manual-transmission
shifter. There are several good storage spaces.

Gauges and controls are well placed, except for the floor-mounted ignition switch. It’s something
you get used to, of course, but for a safety-conscious builder like Saab, the position raises several
objections. First, as Saab itself warns, the switch is more vulnerable to beverage spills, sand, dust
and even calcium-laced snow. Next, it can be tempting for a prankster on the passenger side to
switch off the ignition, since the key is easier to reach on the floor than on the steering column or
the dash. Also, you can often catch the key with your sleeve when manipulating the gearshift
lever. Finally, the key fob rests on the base of the switch and becomes a source of noise. At night,
nearly all the controls are illuminated.

Photo: Saab
As is so often the case, the rain sensor is a component you could easily do without. Saab’s sensor
is like all the others: it doesn’t always run the wipers when and how you’d like. Similarly, it should
be the driver who decides when the headlight washers start and to this end, there should be a
button on the dashboard. In a similar vein, there should be a cancel button to turn off the traction
control system, instead of having to navigate a maze of onboard computer functions as you do
now.

The heating system is relatively quick but irritating to use. In our winters, most people want air at
foot and windshield level at the same time. This system goes into automatic mode 90 minutes
after the engine is switched off, which forces you to reselect the air distribution when restarting
the engine. On cold days, it often also turns on the rear defroster when you start the engine.
Curiously, the horn works only when the ignition key is switched to On, or when the engine is
running.

The 9-3’s safety equipment includes two active front head restraints, six airbags (two front, two
side and two curtain), three rear head restraints (unfortunately too low for tall people), good
headlights, four-wheel antilock disc brakes, and traction control. Outward visibility is good on all
sides. There is an annoying windshield reflection from the metallic trim around the instrument
display. Also, the rear shelf reflects almost continuously off the rear window, especially on sunny
days.

In U.S. government crash tests, the Saab 9-3 obtained only four stars out of five for front-
occupant protection in a frontal impact and for rear-passenger protection in a side impact. It
earned five stars for front-occupant protection in a side impact, and four stars for rollover
resistance. The Insurance Institute for Highway Safety awarded the 9-3 a Good rating, its highest,
for driver protection in a frontal offset impact, and for side- and rear-impact protection for all
occupants.

Engine and transmission

The turbo-charged 2.8-litre V6 outputs 280 horsepower and 295 pound-feet of torque. With
maximum torque available between 1,900 and 4,500 rpm, acceleration and pickup are very lively
and practically instantaneous. The engine accelerates progressively. Unfortunately, it is raucous
and loud—almost always, in acceleration, and regularly, at cruising speed.

The six-speed automatic transmission shifts very smoothly almost all the time; occasionally, you
can feel it downshift. Manual mode is relatively quick. This transmission lets you drive off in
second gear.

The XWD all-wheel-drive system can transfer up to 100% of torque to either axle, as conditions
require. This means that front/rear torque distribution can vary considerably. A few examples:
start-off on a dry surface, 40/60; at constant highway speed, 92/8; winding road, 37/63; etc.
Additionally, the limited-slip differential incorporated with the V6 varies torque transfer between
the rear wheels to improve stability and handling. The system is quick and efficient, reacting in
80 milliseconds in all driving situations.

On the road

The fully independent suspension provides a remarkably smooth ride on good pavement. On
bumps and rough sections, it reacts with a nice blend of suppleness and firmness that doesn’t
compromise comfort. This Saab has a tenacious grip in curves, even on bumpy pavement. The car
drives with a sturdy feel but not to the same degree as other European vehicles. The 9-3 is lively
and fun to drive when you push it on winding roads. In other conditions, you are so isolated from
the road by the suspension and steering that the drive becomes much less interesting, compared
to most of the 9-3’s competitors.
The power steering seems a bit light at first, but you gradually become used to it. Steering is
stable, precise and quick but transmits very little road feedback, which is disconcerting to drivers
who like to exploit the full benefits of the excellent road holding. Braking is both powerful and
fade resistant. Hopefully, the brakes will also prove long lasting, because they are very expensive.

Inspection

In our inspection at a CAA-Quebec technical centre, we saw that the Saab 9-3 rides on a sturdy
platform that is well protected against corrosion. The suspension is sturdy as well, but as the front
ball joint is moulded into the suspension A-arm, it may be expensive to replace since the A-arm
also would have to be changed. Debris can get through a large opening under the front bumper
and damage the air-conditioner condenser, as had already happened to our test vehicle after only
a few thousand kilometres. Grime can easily enter the engine compartment. The wiper fluid tank
is placed on the front left-hand side of the engine compartment, which is less than ideal if it has
to be topped up on the side of the road. The overhead camshafts are chain driven.

Conclusion

This Saab elicits mixed feelings. While it has what it takes to satisfy people who like to drive (the
XWD-equipped Aero model especially), the absence of road sensation deprives these same
enthusiasts of essential driving input. Moreover, the raucous nature of the V6 is hardly acceptable
in a vehicle of this price.

PROS: overall comfort, smooth ride, quick steering, handling, powerful brakes, smooth, powerful
V6

CONS: noise level, windshield reflections, onboard computer and rain sensor need work,
air-conditioner management, rear head restraints too low, V6 loud and raucous

2009 SAAB 9-3 (except convertible)

Engine: 16-valve, turbo, 2.0-litre 4-cylinder; 24-valve, turbo, 2.8-litre, V6

Horsepower: 210 hp at 5,500 rpm; 280 hp at 5,500 rpm
Torque: 221 lb-ft at 2,500 rpm; 295 lb-ft from 1,900 to 4,500 rpm
Transmission: 6-speed manual; 5 or 6-speed automatic
Suspension: fully independent
Brakes: disc/disc
Wheelbase: 267.5 cm
Length: 463.6 cm (CombiSport: 465.3 cm)
Width: 203.7 cm (with mirrors)
Height: 143.3 cm (CombiSport: 148.3 cm)
Weight: 1,460 to 1,790 kg
Tires: P215/55R16; P225/50R17; P235/45R17; P235/45R18
Maximum towing capacity: 910 kg
Airbags: dual front, plus two side and two curtain airbags

Fuel consumption with automatic transmission, V6 and XWD system:

Natural Resources Canada rating:
City: 13.8 L/100 km (20 mpg) Highway: 8.3 L/100 km (34 mpg)
Test result: 11.8 L/100 km (24 mpg) Test temperature: -16°C to 7°C

Fuel tank capacity: 62 litres

Fuel requirement: premium grade gasoline

Acceleration:
0–100 km/h: 6.8 seconds 60–100 km/h: 4.5 seconds

Competition: Acura TSX and TL, Audi A4, BMW 3 Series, Cadillac CTS, Infiniti G37, Lexus IS,
Mercedes C-Class, Volkswagen Passat, Volvo S60

Warranty:
‚ Full basic coverage: 4 years/80,000 km
‚ Powertrain: 5 years/160,000 km
‚ Surface corrosion: 4 years/80,000 km
‚ Perforation damage: 10 years/unlimited km
‚ Emissions control system: 4 years/80,000 km (full coverage); 8 years/130,000 km
(catalytic converter, electronic control module).

Factory replacement parts:

‚ Rear bumper: $1,291
‚ Front brake disc: $375
‚ Brake pads: $412
‚ Muffler: $685 (each)
‚ Front fender: $509

Price according to trim level:

‚ Sedan 2.0T: $36,255
‚ SportCombi 2.0T: $37,855
‚ Sedan 2.0T XWD: $38,730
‚ SportCombi XWD: $40,330
‚ Sedan Aero: $44,295
‚ SportCombi Aero: $45,995
‚ Sedan Aero XWD: $47,270
‚ SportCombi XWD: $48,970

Main options:
‚ Premium package: $1,590
‚ Automatic transmission: $1,500
‚ Sunroof: $1,600
‚ Navigation system: $2,555 (Aero: $1,995)

Price as tested: $50,620

Freight and preparation: $1,795

Dealers: Quebec: 9 Canada: 31

© February 2009. All rights reserved, CAA-Quebec