Saab has finally reached the end of its road, but that doesn't mean we can't revisit some Motor Trend reviews of Saabs from the last 20 years. Todd Lassa has already provided a brief history of the brand; now it's time to take a dip in Motor Trend's online archives. From 9000 to 9-7X and the Saabaru, let's have a look at Motor Trend impressions of Saab hatchbacks, sedans, and SUVs.
The Saab 9000 CDE had been restyled for the 1995 model year, with a newly offered 3.0-liter V-6 producing 210 horsepower and 220 lb-ft of torque. With a four-speed automatic transmission, 0-60 mph came in just 9.0 seconds. "On the more challenging roads, the 9000 CDE's true sports-sedan colors came through," we said in a review. "Although the Michelins tended to howl early on, the 9000 never lost its composure or line in the corners. The steering, though light on-center, was precise and natural in feel."
Just a couple years later, we were reviewing the 9000's replacement, the 9-5 (which, by the way, is an abbreviation for 90,000) and our first impressions were very positive: "From a ride and handling standpoint,Saabdid everything right. The Euro-tuned suspension does an excellent job of soaking up bumps, large and small, and keeping the chassis under control in all driving situations."
The first-generation 9-5 introduced ventilated seats plus an active head restraint system. "Released in conjunction with the 50th anniversary of Saab's automotive division, it's easily the finest car the company has ever produced," we wrote.
One of the raciest cars Saab ever produced came in the form of the 2000 9-3 Viggen. The turbocharged 2.3-liter four-cylinder engine put out 225 horsepower and had a maximum of 20 pounds of boost. "The Viggen turns in performance numbers that nearly match those of the vaunted M3, though theBMWstill wins every category by a tenth here and a fraction of g there," we wrote. "But the Viggen is a bit larger and packs useable rear seat room and trunk capacity the Bimmer can't even dream about."
By 2000, as Saab refined the 9-5, we began to develop questions about its place in the market. In the 9-5 Aero, a turbocharged 2.3-liter four-cylinder engine produced 230 horsepower and 258 lb-ft of torque with the five-speed manual transmission. We gave Saab kudos for high levels of fit, finish, and materials. "The only question we raise is that of value. Cars like theAcura TL,InfinitiI30t, andLincoln LSaccomplish nearly all of what the Saab does-for $5000-10,000 less. ... We like the 95 Aero. But you should know there are many alternatives in this market segment."
As for the smaller and less expensive 9-3, a First Drive of the 2003 Saab 9-3 revealed that GM made at least a few improvements compared to the outgoing 9-3: "Intentionally lost in the segue to GM undergarments is the older 93's inability to quietly swallow road irregularities, awkward torque steer, cheesy interior bits, and odd proportions."
Even so, in the next few years, Saab vehicles would not fare well in comparison tests. The 2003 Saab 9-3 placed third in a three-way comparison with the 2004 Acura TSX and winning 2003 Mercedes-Benz C230. We suggested the Saab could use better manners: "A good choice -- but our third choice."
The next year, a 2004 Saab 9-3 Aero fought against an Acura TL, Cadillac CTS, and Infiniti G35 but lost: "The 9-3 Aero makes its driver work to achieve good performance; stepping outside the boundaries results in penalties. In snowy, rainy, slimy climes where front drive offers a traction advantage, the 9-3 has more relevance. It offers neat, concept-car styling, a trim size and solid structure, but unpredictable throttle response and numb steering spoil what should be nonconformist fun."
It wasn't good news with a 2004 convertible comparison, either. After driving the Saab 9-3, Audi A4, and Mercedes-Benz CLK320 convertibles, we noted that a less-than-rock-solid structure, four-cylinder power, and somber cabin kept it from placing higher.
The 2005 Saabaru, err, Saab 9-2x Aero, was placed in a comparison against a Volvo V50 T5 wagon and although we appreciated the Subaru rally-car foundations, editors felt the car -- whatever you call it -- was a half-step behind the Volvo in refinement and performance. That Volvo wagon has also recently left the U.S. market.
The wagon returned to the 9-3 lineup in 2006 in the form of the SportCombi model. We liked the car's distinctiveness and value, not to mention its "easygoing yet energetic personality." Since this was a wagon intended to attract those who wanted versatility but not a crossover, it was bound for niche sales. A turbocharged I-4 or V-6 engines were available.
Our Road Test of what might be the most controversial Saab of all -- the 9-7x -- had mixed conclusions. While we justified the introduction of the SUV as necessary as the Cayenne to Porsche, the 9-7x had a four-speed automatic transmission that searched for gears and lacked a few upscale details you'd expect on a luxury SUV. Then again, the Saab did handle better than any of its GM platformmates and had improved brakes.
Saab introduced the Turbo X model in 2008 as a way to spice up the 9-3 lineup. With only 600 coming to the U.S. in sedan and wagon body styles, the 280-horsepower turbocharged V-6 made the Turbo X the strongest 9-3 ever. A Haldex 4 all-wheel-drive system and electronic limited-slip differential were standard, making this the best-handling 9-3 to date.
After 13 long years of the 9-5, Saab finally replaced it in 2011. At the 9-5's launch, we said we actually preferred the 9-5 with the turbocharged 2.0-liter four-cylinder engine instead of the 300-horsepower 2.8-liter V-6: "While the 2.0T doesn't have that old-fashioned Saab torque steer, its engine is much peakier than the V-6 turbo's. Steering feels lighter, and the car does too. It weighs about 550 pounds less than the AWD Aero and simply feels livelier, quicker, and smaller than it is."
When it came time to review the 9-4x crossover, Motor Trend editors found the crossover a decent entry in a very crowded class. The highlight, according to Todd Lassa? "Even without Saab ice blue, a color found only in the cover of the Bi-Xenon headlamps, the 9-4x is possibly the best-looking vehicle extant to wear the sport/utility descriptor. It looks sleek and sporty, low to the ground for a CUV."
What's your favorite recent memory of Saab vehicles?
I’ve come a long way since I drove sugar packets across restaurant tables as a kid, pretending they were cars. With more than 17 years of experience, I'm passionate about demystifying the new car market for shoppers and enthusiasts. My expertise comes from thoughtfully reviewing countless vehicles across the automotive spectrum. The greatest thrill I get isn’t just from behind the wheel of an exotic car but from a well-executed car that’s affordable, entertaining, and well-made. Since about the time I learned to walk I’ve been fascinated by cars of all shapes and sizes, but it wasn’t until I struggled through a summer high school class at the Pasadena Art Center College of Design that I realized writing was my ticket into the automotive industry. My drive to high school was magical, taking me through a beautiful and winding canyon; I've never lost the excited feeling some 16-year-olds get when they first set out on the road. The automotive industry, singing, and writing have always been my passions, but because no one seeks a writer who sings about the automotive industry, I honed my writing and editing skills at UC Irvine (zot zot!), serving as an editor of the official campus newspaper and writing stories as a literary journalism major. At USC, I developed a much greater appreciation for broadcast journalists and became acquainted with copy editing rules such as why the Oxford comma is so important. Though my beloved 1996 Audi A4 didn’t survive my college years, my career with MotorTrend did. I started at the company in 2007 building articles for motorcycle magazines, soon transitioning to writing news posts for MotorTrend’s budding online department. I spent some valuable time in the copy editing department, as an online news director, and as a senior production editor. Today, MotorTrend keeps me busy as the Buyer's Guide Director. Not everyone has a career centered on one of their passions, and I remind myself all the time how lucky I am.
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