Pros :
- Great new sedan styling.
- Powerful 210 hp turbo engine.
- Understeer-reducing four-wheel passive steering system.
- Available 6-speed manual.
- Fairly luxurious interior.
Cons :
- Retains some of the thoughtless ergonomics of previous models.
- Somewhat over-priced for a 4-cylinder car.
- Interior room could be better for its overall size.
- Only a 5 hp increase in horsepower.
- Exclusivity reduced as trademark hatchback styling is dropped.
Interior :
Press Coverage :
The optional five-speed automatic transmission was cause for some discontent. Although smooth, predictable and trustworthy in most situations, the tranny often seemed to be away from its desk getting a cup of coffee when we put the accelerator pedal to the floor from a stop - with the gear selector in "D" (or "1" in the automanual shift gate). The result was a one- to two-second delay between pegging the throttle and getting the anticipated forward movement. It's certainly possible to plan for this behavior as you get to know the car, but for the uninitiated, it can be unnerving - and so it was for one hapless editor who pulled out into the busy flow of California's Highway 17 only to find she had nothing to work with until approaching vehicles had drawn uncomfortably close.
The other issue we noted during our testing was hesitation on both upshifts and downshifts in the automanual mode - in upshift situations, two taps of the shift lever were often required to coax the transmission into the next gear. This lag time was disappointing to editors who had enjoyed the sport mode in previous 9-3s and the current 9-5 - this feature basically eliminated the need for driver control of shift points by hastening the transmission's response times in D. Don't take all of this commentary as a singular rejection of all 9-3 automatics but rather as a friendly suggestion that you, the consumer, should evaluate the transmission thoroughly during your test drive - make sure you put the throttle to the floor at least once.
The 9-3's ride and handling characteristics almost made up for the transmission's errors in timing. Any misgivings one has about the use of the global Epsilon platform are likely to be allayed by the realization that this car has a much stouter chassis than its floppy predecessor - torsional rigidity has increased by more than 120 percent, according to the communications staff. Further, the dampers, springs and bushings used for the suspension are unique to Saab. More importantly, unlike the old 9-3, this car is capable of delivering a comfortable, composed ride over hundreds of miles - as our Linear test vehicle did - as well as a great deal of entertainment in the hands of the pleasure-seeking driver on twisty two-lane roads.
Even with its nonstandard setup (big optional tires but regular suspension tuning), our test vehicle felt stable and light around turns and most editors felt confident driving it at a brisk clip on back roads. Not everyone agreed, though, as one editor observed that the suspension allowed too much harshness into the cabin over bumps and felt that body roll was excessive at times. In regard to the latter complaint, we expect that a sport-tuned 9-3 will be more to our liking, as early driving impressions suggest that the firmer settings flatten the car's cornering attitude without compromising ride comfort.
Although the front-wheel-drive 9-3 continues to employ a strut suspension design in front (rather than a four-link design as on front-drive A4s), Saab engineers have incorporated a hydroformed front subframe (to which the lower control arms are attached) and revised the geometry so as to eliminate torque steer. While our test vehicle's modest power supply was less likely to tax the suspension than, say, the '02 Viggen's motor, an early drive of a 210-hp Vector revealed that it was similarly immune to annoying steering-wheel tugs during heavy throttle inputs.
In back, an independent four-link design replaces the old semirigid torsion beam setup. Not only is the new layout better able to cope with changing road conditions, it also allowed engineers to adopt a passive rear-wheel-steer characteristic (called ReAxs by Saab), whereby the wheels turn slightly in the opposite direction of steering input - this gets the car around turns a bit faster, reducing the understeer normally associated with front-wheel-drive cars.
Overall, the steering provided quick, fluid responses to driver input, making it easy to thread our test vehicle around tight turns. The 9-3's rack still can't match the perfectly weighted, ultracommunicative feel of a 3 Series rack, but most buyers won't mind. The turning radius is tidy at 35.4 feet - exactly halfway between that of the 3 Series and the A4.
In terms of handling, the 9-3 is not a one-to-one substitute for the rear-drive 3 Series or the all-wheel-drive A4 quattro, but among front-wheel-drive cars, it doesn't get much better than this Saab. A future test of a properly sport-tuned Arc or Vector, and perhaps a comparison test that includes a nonquattro A4, an Acura TL and a Volvo S60, should yield a more definitive answer to the question of whether it's as good as or better than its front-drive brethren.
Braking is provided by four-wheel antilock discs that measure 11.8 inches across in front and 11.4 in rear (the Arc and Vector get larger-diameter front discs). The passive rear-wheel steer helps out in this area, too, by transferring some of the weight to the rear tires via toe-in (a slight inward turn of the tires) when the driver hits the brake pedal. Other features include BrakeAssist, Electronic Brakeforce Distribution and cornering brake control, which varies brake pressure individually among the wheels to help keep the car stable when the driver is braking heavily around a turn. We were impressed by the 9-3's braking ability - although the pedal felt a tad soft, the car stopped fine in all situations. During instrumented testing, it consistently turned in exemplary 117-foot braking distances from 60 mph. Our test pilot did, however, notice short, quick bursts of rear-wheel lockup during his braking runs and, in retrospect, we wonder if that might have been the ReAxs system using toe-in to load up the rear.
Stability control (called Electronic Stability Program by Saab) is standard on all 9-3 sedans. Like other such systems, ESP uses both the brakes and electronic throttle control to realign the vehicle when its path deviates from the driver's intended path. We did not find it overly intrusive during our test vehicle's stay.
Finding a suitable driving position was rather easy, as the 9-3 now offers a considerable range of tilt and telescope adjustment for the steering wheel, as well as manually height-adjustable seatbelts for front occupants. Visibility from the driver seat is quite good: The passenger-side mirror includes Saab's familiar blind-spot viewer, and a large rear window and the use of just two rear headrests ensure a clear view out the back. A rear parking assist system is optional on Arc and Vector models.
Rear-seat accommodations are above average - after putting three happy road test editors back here, one of them slotted the 9-3 in between the compact quarters of the A4 and 3 Series and the spacious seating areas of the Acura TL and Infiniti G35. A quick check of the specs supported her assessment, as the Saab offers a bit more leg- and shoulder room. Although the seat is mounted slightly low, the seat bottom (and back cushion, for that matter) are well contoured and thus provide admirable support. Toeroom is abundant, though taller passengers are apt to complain about legroom if left back here too long. Limited padding on the front seat backs can be particularly hard on the knees of the long-legged.
While the middash LCD screen and SID can be confusing when making stereo adjustments, they do provide a useful interface for the expanded trip computer. Called Profiler by Saab, the new system offers considerable functionality. Besides viewing the basics like time, temperature, date and miles to empty, you can adjust the anti-theft system settings, check the miles remaining until the next oil service or, if you're napping in the car during lunch hour, set an alarm to wake you. With a couple of screens already on the dash, some of you might wonder why a navigation system is not on the options list. Nighttime illumination is fantastic, as every possible control in the car lights up, including all window buttons and the trunk release button on the driver door.
Interior storage space is drastically improved over the previous 9-3. The front seat includes two rubber-lined storage wells (one of which doubles as a cupholder), large door bins, a couple of power points (one of them in the center console container) and an air-conditioned glovebox. In back, you'll find another pair of spacious door bins, seat back map pockets, a shallow storage area in the fold-down center armrest and two cupholders that deploy from the back of the center console. The trunk is large for an entry-luxury compact, and sheathed gooseneck hinges maximize the size of the opening while sparing fragile luggage. All 9-3s come with easy-to-fold 60/40-split-folding rear seats as well as a separate ski pass-through. The one cause for complaint back here is the doughnut spare tire.
As the first Saab to include side curtain airbags for front and rear occupants, the 9-3 meets the top entry-luxury nameplates on their terms. Side torso airbags and active front head restraints for front occupants are also part of the deal. All outboard seatbelts are equipped with pre-tensioners and load limiters.
Edmunds.com
History:
1999-2002 Saab 9-3 SE
1,985 cc / 205 hp / 209 lb-ft / 3060-3220 lbs / 0-60 mph 7.5 sec.
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