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Vehicles with four doors and a hatch in back were once a staple of the industry in virtually all segments. Then in the ’90s it became more fashionable to find the hatch attached to the rear end of a sport utility vehicle.
But people are rediscovering that wagons — a few companies beg us not to refer to their vehicles as such — are capable of hauling as much stuff as a comparably sized SUV while yielding much better gas mileage and offering alluring designs. Many of these new offerings can be ordered with all-wheel drive offsetting one of the few advantages of an SUV.
Jaguar, BMW, Audi and Volvo all have excellent examples of these compact and mid-sized wagons. For 2006, add Saab to the list. The new Saab 9-3 SportCombi is a honey of a car and returns the Swedish automaker to its hatchback roots.
All of the new European wagons are wonderfully proportioned. The 9-3 is no exception. The roof gracefully tapers rearward into a steeply raked tailgate. Arching high-mounted rear taillights wrap into forward-slanted D-pillars. The front third of the car is similar to the 9-3 sedan. And that’s a good thing.
The SportCombi is a mouth-watering design that puts Saab back in the hatchback business. Not long ago Saab was synonymous with hatchback. A great number of Saabs over the past few decades were either three-door or five-door hatches. But under the direction of new owner General Motors, the rear door was eliminated in 2003 in favor of a traditional sedan trunk. Saab loyalists who loved the hatchback design were left on the side of the road. The SportCombi has put the Saab aficionado back in the driver’s seat.
The 9-3 offers a sports-sedan feel with 45 cubic feet of cargo capacity with the seats folded and nearly 15 cubic feet behind the seats. It’s a wonderful combination of driving fun and practicality.
Our test car was the sporty Aero trim level, which runs $6,000 more than the base version at $32,900. In our estimation it’s worth the money. In addition to a power-packed turbocharged 250-horsepower 2.8-liter V6, the Aero brings bolstered front sports seats, leather upholstery, a lower body kit treatment, a lowered sport suspension, 300-watt stereo with 13 speakers, 17-inch alloy wheels, chrome instrument surrounds and chrome interior trim.
There are only two trim levels across the 9-3 model lineup for 2006. The confusing Arc and Linear designations have been discontinued and combined into an unnamed standard model.
The standard engine in the SportCombi is a 2.0-liter turbocharged 4-cylinder generating 210 horsepower and 221 pound-feet of torque.
Both trim levels have manual transmissions available, a 5-speed in the base and a 6-speed in the Aero. Our test car came with a 6-speed automatic with steering wheel shift controls. It suited us just fine.
The V6 pulls strongly through the gears, but with a hint of turbolag at low rpm. We felt virtually no torque steer in the front-driven wagon. That’s impressive since the V-6 generates 258 pound-feet. The SportCombi actually feels faster than the unofficial published times of around 7.0 seconds from 0 to 60.
We did not drive the 4-cylinder model, but performance should be satisfying with 0-to-60 in the mid 8-second range.
The power derived from the V6 is a suitable counterpart to the car’s excellent handling and cornering capabilities. And this smile-inducing behavior is achieved in part thanks to a firm but certainly not jarring suspension. Good feedback is offered through the steering wheel with excellent on-center feel.
The driving position is near-perfect thanks to the excellent sports seats. They offer a neat combination of comfort and support. And we were impressed with the look of the parchment-colored leather seats with black inserts.
The dashboard layout is standard Saab black. We’ve always found Saab’s aircraft-inspired instrumentation attractive, even as some critics call for more colorful executions, but as in the past there are a lot of same-looking buttons that can be confusing until the controls are put to memory. Saab’s signature Night Panel remains in which all the interior lights can be cut off except for the speedometer for less distracting night driving. Saab was also one of the first automakers to offer a large, cooled glovebox for beverages or to keep your Snickers bar from melting in hot weather. It’s standard equipment — lined with a rubber insert — on the SportCombi. Storage areas are plentiful, including under-floor cubbies in the cargo area.
Our test car came with a few options including navigation, automatic transmission, front heated seats and special Fusion Blue Metallic paint bringing the bottom line to $38,065. The base price includes no-charge maintenance for three years or 36,000 miles and a four-year, 50,000-mile bumper-to-bumper warranty.
The new Saab gives people who desire an upscale vehicle with cargo space an opportunity to say no to the gas-hungry sport utility. They will get a handsome wagon that can return 28 miles to the gallon on the highway while offering driving excitement not possible in a high-profile SUV.
by Jim Meachen
www.car-data.com
Now almost synonymous with Turbo, Saab debuted its first one on the 99 CombiCoupe in 1978. As with the original turbo 99 and 900 models, the dark and ominous 2008 Saab Turbo X features jet-black paint – now metallic. A matte black grille treatment simulates titanium while eighteen-inch 3-spoke wheels, twin tailpipes, and a rear spoiler further distinguish it from lesser 9-3s while linking it to its ancestors. Interiors are outfitted with bolstered black leather sport seats, carbon fibre finishes on the dash and doors, special gauges, and a thick-rimmed steering wheel. It looks ready to slay Volvos, feeling the part as soon as you slip inside.
Along with all other 2008 9-3 models, the Turbo X was designed to reflect a more aggressive aero-inspired exterior and Scandinavian interior themes driven from the recent Aero X concept car. Smoked taillamps and upswept headlamps with “eyebrow” lighting are modern and refined. Interiors are less cluttered with fewer niblet-sized buttons, adopting GM’s Black Tie radio design and ergonomic climate controls. Saab’s traditional driver-focused dashboard, large analog gauges, businesslike controls, and console-mounted ignition switch are as they should be. The nighttime lighting mode, which extinguishes all but essential gauges, is nice to the eyes. True to Scandinavian tradition, everything is high quality, but never ostentatious. Think IKEA with attitude.
Boring people may drive the sedan, but enthusiasts with a sense of adventure will choose the SportCombi wagon in which there is plenty of cargo room, especially with the rear seats folded, to tote your IKEA wares. While I had the car, I picked up my grandmother for lunch. Not only was she comfortable in her leather-bolstered seat, but her walker also fit very easily beneath the rear hatch. A bicycle, stroller, or tailgate party consumables can be consumed in whole.
Unlike the original “black turbos” that spun power from four-cylinder engines, the latest one makes whoopee with a 280-horsepower, 24-valve, 2.8-litre V6. An eager amount of torque (295 lb.-ft.) comes online at 2,150 rpm and stays until 4,500 rpm. Peak horsepower is made at 5,500 rpm. What you notice is surging power off the line and open lungs way above legal speeds. Buyers can choose between a six-speed manual or six-speed automatic transmission. Fuel economy is rated 15/24-MPG city/hwy.
Saab’s XWD all-wheel-drive system gets all of that power to the ground without drama. Very sophisticated, the system can shift power from front to rear and from side to side, depending on traction and road conditions. Four-wheel anti-lock disc brakes, electronic stability control, electronic brake force distribution, and traction control insure every bit of friction is used to the max. Engineers tuned the chassis for a stiff and solid ride for a good balance of performance feel and long-distance comfort. The car was also lowered 10mm to coax even more ability from of the car’s chassis.
One look at the Munster Koach tells you Mr. Barris had little concern for safety. Saabs, on the other hand, offer exemplary safety. Like any good European car, the 9-3 comes standard with dual front airbags, front side airbags, and side curtain airbags for all outboard passengers. Almost everything in the cabin is softly padded, including front knee bolsters, to protect soft humans. Front seats feature active headrests that move forward in an accident to prevent whiplash. All seating positions hold passengers in with three-point belts. Of course strong safety cage construction beneath the skin works to prevent intrusion from the front, rear, and sides. Saabs are as sophisticated in safety as they are in active handling and performance.
Whether you choose the Turbo X sedan or SportCombi wagon, you’ll drive a world-class car that can run with some of the best sport sedans and wagons in the world, but with a sense of practicality that can only come from Sweden. A powerful turbocharged V6 engine, angry ground affects, and black paint give it attitude that would make George Barris proud. Competitors include the Subaru Legacy, Volvo S40, and VW Jetta SportWagen
By Casey Williams
www.car-data.com
The 9-3 is the closest you can come to a "classic" Saab, so it makes sense that the manufacturer chose this model to carry the hot-rod torch. The 9-3's compact dimensions and well-balanced chassis make it a good starting point for a performance version, and it's the spiritual successor to the cool turbocharged 99 and 900 models of the 1980s. The Turbo X is available as a four-door sedan or a five-door wagon, and Saab plans to sell 600 of them in the U.S., out of a worldwide production of 2000.
The Turbo X is available as a four-door sport sedan or a five-door sport wagon, and it's available only in a metallic jet black color meant to evoke Saab's classic Turbo models. The familiar long-nosed styling and four-hole grille are enhanced by blackout exterior trim and a lowered stance. The front and rear bumper fascias have been slightly tweaked for improved aerodynamics. Special spoilers also set the Turbo X apart. Dark gray six-spoke eighteen-inch wheels are unique to the Turbo X and wrapped with Pirelli P-zero tires.
On the inside, the Turbo X features standard black leather and carbon-fiber trim accents. The seats are snug but not aggressively sporty, and all the familiar Saab cues are here: floor-mounted ignition key, cool kung-fu cupholder, multi-adjustable air vents and a nighttime "blackout" panel for improved visibility. Like most Saabs, the Turbo X features a comfortable, upright driving position.
Standard equipment includes rain-sensing wipers, XM satellite radio, a Bose Centerpoint surround-sound radio and a power moonroof. A DVD-based navigation system and heated seats are available.
The Turbo X's performance credentials are impressive; an all-aluminum 2.8 liter DOHC 24-valve turbocharged V6 resides under the hood and cranks out 280 horsepower at 5500 rpm, with 295 foot-pounds of torque available between 2150 and 4500 rpm. Variable valve timing and a dual exhaust ensure that the V6 is responsive even when the turbo isn't spinning. Saab reports a 1-100 km/h time of just 5.7 seconds. Saab doesn't report the big, honking exhaust, which is as noisy as some of the ineptly installed aftermarket systems hooting around town underneath modified Hondas. On the freeway, the Turbo X's booming exhaust note will easily render the surround-sound audio system useless. A choice of six-speed manual or automatic transmissions is offered, and the new Cross Wheel Drive (XWD) all-wheel drive system is standard. Produced by Haldex, XWD manages torque delivery front to rear and features a limited-slip rear end, offering stable and responsive handling in a variety of conditions.
Like the rest of the 9-3 lineup, the Turbo X has a MacPherson strut front suspension and an independent four-link rear. Special performance tuning sets the Turbo X apart on the road, however; the suspension is 10mm lower, with stiffer springs and shocks, as well as self-leveling dampers in the rear. Bigger brake discs, 13.6 inches in the front and 11.5 in the rear, are visible behind the wheels. The Turbo X is confident on the freeway and will cruise at extralegal speeds easily--almost too easily, in fact. In hard cornering, the all-wheel drive induces a bit of predictable understeer, and the Turbo X isn't particularly tolerant of rough roads. The overall feeling is that of a tauter version of Saab's confident, organic-feeling handling. This is a car that you feel like you're wearing, rather than simply driving it. It lacks the happy-performance-accident feeling of the early turbocharged cars it seeks to emulate, replacing it with a more carefully engineered sense of confidence and ability. Considering the on-again, off-again performance of the early Saab Turbos, this isn't necessarily a bad thing.
With pricing starting at $42,510, the Turbo X is playing with the big boys; in true Saab tradition, it's doing it while marching to the beat of its own drum. It's earned the price tag; the Turbo X is the ultimate representation of Saab performance, from its menacing yet subtle look to its track-tuned suspension and powerful turbocharged engine. To underscore this, Saab even treated the first 100 Turbo X buyers to an exclusive driving school at Road Atlanta.
by Chris Jackson
www.car-data.com
All of the bad attitude may be a normal part of introducing an SUV to a lineup that has traditionally done without. Don't let it prevent you from considering the vehicle at the heart of it. For all of its badge-engineered flaws, the Saab 9-7X might be the nicest version of the General Motors' already respectable mid-size SUV family.
So how do you translate the sleek styling of a Saab sedan or wagon onto the tall, boxy framework of a mid-size sport-utility vehicle? The 9-7X offers a surprisingly handsome answer to this question. The rounded, boat-like chin that's come to characterize the Swedish manufacturer's offerings is present here, as are the three-element grille and catlike headlamp units. Saab's trademark smooth, aero look is also very much in evidence. The bumpers are flush-mounted, making the 9-7X look less truckish. 18" wheels are standard. At the rear, a unique bumper and rear windows that wrap around the D-pillars (as it does in Saab's 9-3 and 9-5 wagons) bring the styling expression to an elegant close.
The 9-7X gets the best interior of General Motors' midsize SUV family. The colors are warm, the seats handsomely stitched. With the familiar Saab instrument panel and the ignition key between the front seats, this doesn't feel like a TrailBlazer at all from the driver's seat--a problem that plagued variants like the Buick Rainier and Oldsmobile Bravada. It's even borrowed Saab's silly dancing cupholder from the 9-3. One might accuse it of trying a bit too hard to be a "Saab," in fact. Get past the theatrics and the 9-7X is comfortable and upscale. The architecture feels a little bit dated-- this platform is about five years old, after all--but it's solid and offers plenty of space for front and rear-seat passengers. It's well- stocked with cool stuff, too; GM's OnStar system offers turn-by-turn navigation to premium subscribers.
On the road, the 9-7X is quiet, with a smoother, firmer ride than competitors like the Volkswagen Touareg. It gives up a lot of interior space and airiness to the Audi Q7, but feels larger and more solid than the Volvo XC90. The luxury SUV market is crowded, and like a fractured European state, it's practically defined by the borders of its neighbors rather than by any particular distinction of its own.
The ride height has been lowered slightly, but the truck-like body-on- frame construction and solid-axle rear suspension makes itself known in the form of head-toss, reminding passengers that the 9-7X is a fairly tall vehicle. Steering response has been tightened, and together with the big wheels the 9-7X feels reasonably confident on the road. To keep things safe, a tire pressure monitoring system and StabiliTrak stability control are standard equipment. StabiliTrak helps to reduce yaw and oversteer in slippery conditions. Four-wheel disc brakes help to bring this SUV to a stop in all conditions.
All-wheel drive and an four-speed automatic transmission are standard. The lack of a selectable automatic transmission will turn some buyers off, as will the behind-the-curve number of cogs to select from. Five- and six-speed automatics are the way to go in the luxury SUV department these days. Give the 9-7X a healthy kick of throttle, and those reservations should disappear pretty quickly. The 9-7X is available with a choice of straight-six or V8 power. The 290-horsepower 4.2 liter inline six is the standard engine and does the job well enough, but the available 5.3 liter V8 brings the 9-7X to life. With 302 horses under the hood, the V8 erupts with a very un-Saab-like roar, and speed is delivered in a confident hurry. Like other GM V8 engines, the 5.3 is equipped with the Active Fuel Management cylinder shutoff system, so it's not sucking down ridiculous amounts of gasoline at all times. Properly equipped, the 9-7X will tow up to 6500 pounds, and a covered receiver hitch is standard equipment.
Ultimately, the 9-7X offers a taste of Sweden by way of Ohio. The Saab faithful may not respect it (as is the case with so many cross- pollinated vehicles these days), and its aggressive Saab-ness comes off as a bit defensive, but it's an extremely nice vehicle once you look past the overacting. Pricing starts at $39,935 for the six- cylinder and $41,935 for the V8.
by Chris Jackson
www.car-data.com
The Saab 9-3 is one of those places, and we’re still deciding if it’s an unlikely candidate for "rightness" or not. General Motors’ Swedish-car department seems to have lost its way somewhat lately, with Subaru- and Chevrolet-based additions to the lineup, but the 9-3 is much more of a pure Saab creation, with lines that resemble those of classic Saabs. It’s available as a four-door sedan, station wagon-like SportCombi, or a two-door convertible. This car is the spiritual descendant of the 900 sedans and hatchbacks that helped to forge Saab’s reputation as a car as sturdy as it was quirky.
Most folks will recognize the 9-3 as a Saab product, in spite of a design that’s been watered down somewhat by General Motors. The four-element grille is distinctive, and the rounded and tapering front end is also a Saab hallmark. From the side it’s a bit more generic, but a strong character line that rises from front to rear and creates a subtle wedge effect ensures that the 9-3 won’t fade completely into the woodwork. For 2006 Saab has dropped the "Linear" and "Arc" models whose geometry-based names were the delight of nerds everywhere, and merged the two lines into a single base model. Even so, the 9-3 retains its basic Saabness even in the face of GM ownership and platform-sharing.
The most brazenly Saab-ish aspects of the 9-3 - the ignition key mounted in the floor, "night panel" dashboard blackout button and aircraft-style air vents - seem more like affectations than purposeful innovations these days. The 9-3 is comfortable and well-built, however. The seats are comfy chairs that pleased a number of different passengers during our test drive, and the interior is surprisingly spacious. Handsome red walnut trim is available. The optional navigation system allows the 9-3 to keep up with the Joneses of the luxury car market, but the small screen and tricky controls make it one of the least helpful systems we’ve used.
The 9-3 is undeniably a long-legged, confident handler that eats up freeway miles with gusto. A choice of turbocharged engines is offered; a 2.0 liter four-cylinder in base models and a 2.8 liter V6 for the Aero line. The base model we drove was a bit turbo-laggy from a standstill, but the 210 horsepower still offers an entertaining drive. The V6 in the Aero makes 250 horsepower and probably doesn’t do wonders for the 9-3’s tendency to exhibit a bit of torque steer in four-cylinder form. Transmissions are similarly split between model lines; a five-speed manual or automatic is offered in the base 9-3, and a six-speed manual or automatic in the Aero. We drove the five-speed automatic and found it to be a generally agreeable gearbox, with smooth shifts and admirable response times.
In spite of the turbo lag and wobbly wheel under power, the 9-3 has that all-important measure of rightness to its handling. The independent suspension includes a carefully tuned four-link rear that offers a degree of rear-wheel steering but maintains lateral stiffness; as a result, the 9-3 turns in eagerly and without feeling loose. Understeer is predictable and doesn’t spoil the fun. On the road, the 9-3 feels alive and eager to be driven, rather than bored with mundane tasks. It’ll run at high speeds with a Mercedes-like lack of drama; we sometimes found ourselves going faster than we intended, in fact. Thankfully for your license, the 9-3 will haul itself down from speed without drama as well, thanks to standard anti-lock brakes.
It’s a nice little package that often goes unnoticed in the constant flow of new luxury and mid-luxury cars from Europe. Enthusiasts will enjoy the 9-3 for its road manners; Saab fans will like it for the familiar quirks that haven’t been ironed out by General Motors. The rest of you will just have to meet the Saab and decide for yourselves. The 9-3 starts at $25,900. Our test car was equipped with heated seats and a navigation system, and stickered for $32,960.
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by Chris Jackson
www.car-data.com
In hindsight, I really don’t know what I expected the first time I slipped into the refreshened-for-2006 Saab 9-5 sedan. I guess I expected a bigger version of the 9-3 sport sedan, which is a great little car, but always feels less buttoned-down than its competitors from Germany. Having never driven a 9-5, I expected another rendition of the Volvo S80 with a Saab face. Boy was I wrong. Everything about the 9-5 deserves a high-five!
Like the recent Aero X Concept Car, the 9-5 wears Saab’s new swept face with wrap-around headlamps, chrome-ringed grille opening, revised rear lamps, and body color side moldings and door handles. The sedan’s upright rear roofline and high decklid remain, but appear softer with their new body trimmings. Updated 17-inch wheels and tires give the car a sense of energy it didn’t have before.
Slide into the comfy and supportive leather buckets, turn the key between the seats, and you’ll get a REAL sense of energy. All 9-5 models are powered by a 2.3-litre turbo four-cylinder engine that unspools 260 horsepower (up 10 HP) and 258 lb.-ft. of torque - seemingly at whatever speed you want it. Drivers can choose either a five-speed manual transmission or a sport shift automatic. For everyday use, the automatic works best. Fuel economy is a fantastically pleasant 19/28 mpg city/highway.
You really have to drive the 9-5 to appreciate it. How so much power is coaxed out of such a little hunk of turbocharged aluminum is beyond me. There is no turbo lag, there is no hesitation, and there is no half-hearted attempt at legitimate performance. Step on the accelerator and the 9-5 smoothly ushers itself away. Front-driven wheels can fall to a little torque steer, but nothing too scary. Never does the stiff suspension feel chattery over bumps. As in some of my favorite touring sedans, drivers get a feeling of profound heft that is always reassuring.
Save for the center ignition switch, the 9-5’s interior is considerably less, um, unique than before. Sure, Saab’s traditional sweeping drivercentric dash design with organ stop air vents remains. Green-lit gauges are easy to read, power-operated sweet-smelling leather seats are supportive and safe with their active headrests, seating positions are high, and luxury features like automatic dual zone climate control and a concert quality sound system remain. Still, subtle aluminum detailing on the radio controls, the addition of GM’s “black tie” radio face, XM Satellite Radio, an available navigation system, and in-dash six-disc changer were welcome modernizations of a familiar theme. Light beige seats hovering in a sea of black carpet and dash panels were trey-Swede in design. The leather-wrapped three-spoke steering wheel is one of the best in any car – regardless of price or prestige.
Saab has a well-earned reputation for safety and the 9-5 continues this practice as well. Dual front, side, and side curtain airbags are state of the art. A very sturdy safety cage body frame and specifically contoured seats protect passengers in the most severe accidents. Nothing is left to chance.
The thoroughly re-vamped 9-5 is the Saab for Saabophiles and sport sedan lovers alike. Forget all of the other Saabs that have fallen heavily under General Motors’ influence because the 9-5 bows to no corporate giant. It is pure Saab through and through and at least in this case, GM has built a better Saab. And for that, it deserves a high-five. If you must consider others, check out the Volvo S80, Cadillac CTS, Lexus ES350, Lincoln Zephyr, or Chrysler 300C. You might also consider the 9-5 SportCombi wagon. Prices begin just under $35,000.
Take the just-introduced 9-5 SportCombi. If this doesn’t appeal to fans of the old Saab 900, we don’t know what will. It’s a full station wagon, true, but the clean dash and tall seats provide an aero-engineered environment that’s reminiscent of the Saabs of two decades ago. Best of all, at the rear there’s a big hatchback and a cavernous cargo area, one of the defining features of the early 900 and 9000 models. Saab has refined the 9-5 over the past few years, making incremental improvements to the design and mechanical bits. The result is a car with an interesting blend of Swedish tradition and modern luxury.
The styling looks modern enough from a distance, but up close Saab fans will instantly recognize the four-part grille and duck-nosed silhouette. For 2006 the 9-5 gets a mild front and rear facelift. The new grille’s design is borrowed from the Saab 9X show car. The tweaked design hasn’t changed much, adding crisper lines and distinction from the rest of the luxury-wagon herd. The 9-5 SportCombi’s angular face carries into a character line that defines the lower edge of the greenhouse and cuts upward at the C-pillar for Saab’s traditional “hockey-stick” line. The sedan’s silhouette is extended to encompass the SportCombi’s cargo area, whose rearmost pillar is swept rakishly forward for a sporty look. The SportCombi is one of the better-looking station wagons on the market.
The 9-5 has received all of the classic Saab ergonomic cues on the inside, too, right down to the pleasantly upright seating position. The dash is tall, flat and uncluttered, the ignition key is in the floor, and the two-tone leather is downright gorgeous. Careful use of contrasting trim gives the 9-5 an elegant, designer air that’s not found in many other cars at this price point. Saab’s familiar “black panel” dash is also available, allowing the driver to shut off unnecessary gauges at night to improve night vision. Leather seats, dual-zone climate control and a six-disc CD changer are all standard equipment. For easier driving in crowded urban areas, rain-sensing wipers and a rear parking assist are offered. Xenon headlamps are available, as is XM satellite radio.
The best Saabs have always been turbos, and the 9-5’s 2.3 liter turbocharged four-cylinder engine continues that tradition. It’s got more power than past Saab turbos have, with 260 horses on tap. There’s a lot of torque on hand as well, but the turbocharger is peaky, requiring the driver to work to stay in the powerband. The 9-5 SportCombi’s 3600-pound weight tends to work against it as well. You’ll have to learn to drive this car fast, rather than just getting it intuitively, and for some people that’s just the ticket. Once you’ve gotten it, the 9-5 rewards with a rush of acceleration and positive shifts from the somewhat rubbery five-speed manual transmission. A five-speed automatic is also available.
The suspension has been tightened for improved handling, but it feels tuned more for comfort than sport, and the 9-5 is soft in turns. MacPherson struts are used in the front, with a multi-link rear. Shocks and springs have been tightened for 2006, and stiffer roll bars are also used to improve road feel. The setup isn’t the stiffest, but it is predictable, and like with the engine, a driver who’s willing to learn the 9-5’s moods can wring quite a bit of performance indeed out of it. For those who aren’t willing to learn, stability control is standard. Four-wheel disc brakes with ABS are standard, of course.
As with just about every Saab we’ve driven in recent years (or, well, ever), the quirk is the thing. The 9-5 SportCombi works just as well as any of the other luxury sport wagons out there, and doesn’t stand out from them functionally. But there’s no substitute for Saab’s laid-back aeronautical sensibility. If that’s your thing, there’s only one way to go. Pricing on the 9-5 SportCombi starts at $35,820.
