2006 Saab 9-2x
For Saab, traditionally a low-volume car company, it's nice having General Motors as a close friend. Looking to enter the new premium sport compact market segment and add a third model range to their lineup, a platform was already available: that of the rally-bred Subaru WRX high-performance, all-wheel-drive sedan.
Saab retained the basic floorpan, suspension and powertrain-longitudinally-mounted boxer four-cylinder turbo-and concentrated on a comprehensive restyling inside and out. Damper settings of the four-wheel independent suspension are Saab-specific, as are aluminum front A-arms and wheels, to reduce unsprung weight and improve handling.
The result is the 9-2X, a five-door wagon that looks more sports sedan than wagon, a styling goal accomplished by an aggressive front end accompanied by smoothly faired-in head-lamps, massive air intakes and a hood scoop. The steeply-raked C-pillar is a familiar styling cue from the up-market five-door models and, coupled with a wrap-around backlight, blesses the car with lithe good looks.
The new Saab is available in two models. The Linear comes with a 2.5-liter, 165 hp normally aspirated four, backed by a five-speed manual. The Aero has a 2.0-liter, 227 hp turbocharged four-cylinder, beefier front brakes, bigger tires and more standard equipment. A four-speed automatic is available on both models.
The 9-2X is a fairly compact car whose 99.4-inch wheel base, 66.7-inch width and 175.6-inch length means it's really a four-passenger car, although a fifth can be added for brief periods in emergencies. There's plenty of cargo room: 27.9 cubic feet or, with the 60/40 rear seat folded, a generous 61.6 cubic feet.
The 9-2X Aero is well equipped: height-adjustable, highly supportive driver's seat, adjustable steering column, power windows, mirrors and door locks; cruise control, semi-auto climate control system, ABS, side airbags and a 6-speaker, 6-disc in-dash CD sound system. My test car came with the Sport Package which adds stylish 17-inch alloys wearing sticky 215/45 Bridgestones and a sunroof. The only other option is the Premium Package which adds leather for the front seats, steering wheel, shifter and hand-brake lever, plus xenon headlights. The cold weather package would be a good choice for wintertime driving, especially in the mountains, since it adds heated front seats and outside mirrors plus wiper de-icer.
With a 1 horsepower for every 13.6 pounds of curb weight in a five-speed, 3,085-pound sedan, performance expectations run high. Release the brakes, engage the clutch just off-idle, floor the throttle and... not much happens. For the first 50 feet the car accelerates about like a moderately healthy 3-cylinder Geo Metro. But when the tachometer reaches 3,000 rpm and the turbo is spooled up, it finally takes off with a rush.
Sixty rolls past in the six-second range and I found an observed top speed of 141 mph to be available on days when you're in a seriously late for an appointment. That initial turbo lag means you'll learn to slip the clutch, getting the engine up into its power band, and make liberal use of second and third gears in town.
Aside from the limp initial low-speed takeoff the 9-2X is just as tractable and comfortable as any other forced-induction Saab. The cockpit remains reasonably quiet with very little noise from either wind or road. The driving position is good, the seats are supportive and all the requisite hardware for quick motoring is in place. It's also reasonably fuel-efficient. I saw 28 mpg at freeway cruising speeds.
But the big news lies in this car's ability to effortlessly-and quickly-traverse any type of roadway, particularly in treacherous conditions. The seamless all-wheel drive so capably apportions power to the wheels with the most grip that when I stopped midway up a steep driveway composed of golf ball-sized gravel, forward motion was regained without spinning a wheel. (Although I did notice the strong odor of a superheated clutch when I crested the hill. Thankfully it's a heavy-duty unit capable of absorbing such punishment.)
On mountain roads the 9-2X enjoys being driven hard, cornering with very little body roll, its steering accurate enough that you can eye a soda can lying in mid-curve ahead and faintly brush it aside with a front tire. Unlike with front-wheel-drive, the Saab's AWD lets you put the power down early at the exit of a corner, allowing slingshot departures. It's tuned for final understeer, so the fastest way through a corner is a moderate entry speed and early application of power on the way out. Unlike turbo Saabs of the past, the most notorious being the Viggen, there's zero torque steer on this AWD car. Rally-driver wannabes will love it.
Suspension tuning is excellent, delivering a supple, well-damped ride even over broken pavement with surprisingly little impact harshness from the low-profile footwear. Ride comfort is better than the Subie's. There's some compromise in ultimate responsiveness in comparison with the donor WRX, but the tradeoff is worth it. The car tracks faithfully over high-camber back roads and can be driven one-handed by expert driver seven at its maximum speed.
Should the need arise, the brakes are powerful and pedal feel is quite good. After an hour of punishment experienced in spirited mountain driving, they exhibited no fade.
Average drivers will focus the Saab's prodigious all-weather capability. But enthusiast drivers will luxuriate in its handling prowess and the sheer enjoyment of piloting a vehicle that's so eager to join in the fun. And lacking the boy-racer whale tale rear spoiler of the pre-2007 model WRX, only serious car buffs will have any clue that the Saab you're driving is anything special.
