My Experience

The "sport wagon" segment has been growing quickly in recent years, spearheaded by the Subaru Impreza WRX in 2002. These vehicles have allowed enthusiasts a taste of the "active lifestyle" versatility that draws many buyers to SUVs, but in a far quicker, lighter package--essentially a sports sedan with a backpack. Saab has never had an entry in the sport-wagon arena, but parent company GM decided it was time to change that situation. Rather than developing an all-new vehicle, GM tapped partner Subaru's resources in what the company has called a "collaborative" effort to develop a premium sport wagon.

To me, the results of this collaboration look a lot like a restyled and rebadged WRX wagon--because that's what the 9-2X is. But are the two cars really kissing cousins, or does the 9-2X have a Swedish spirit all its own? To find out, I drove a 9-2X Aero at a local dealership. My test drive lasted about half an hour, and covered city streets, a winding frontage road, and the freeway.


Performance

If you've driven the WRX, you already know what to expect in this department. The 9-2X Aero uses the same 2.0-liter, 227-horsepower turbocharged flat-four, and its performance character is identical to that of its Subaru sibling. This commonality is a decidedly good thing: the turbo's quirks take a little getting used to, but the 9-2X delivers thrilling acceleration when the boost is up.

In my review of the WRX, I commented on the engine's nonlinear feel in normal driving. This time around, though, I had no such complaints. Cruising around town in the 9-2X is easy and effortless--throttle tip-in feels soft, and engine response is slightly dull at low revs, but neither trait impedes smooth everyday operation.

Of course, while the 9-2X is pleasantly tractable in gentle driving, it doesn't really shine until you show it an empty freeway on-ramp. Boost ramps up at about 3000rpms, and that's where the 9-2X's acceleration begins swelling to sports-car intensity. Thrust builds smoothly all through the midrange, delivering a thrilling shove in the back from 5000rpm upwards. The frenzied lunge to the 7000rpm redline is especially breathtaking.

For all the 9-2X's forceful straight-line antics, though, its acceleration seemed just a touch slower than the last WRX I drove. This is likely due to the 9-2X's additional sound-deadening materials, and the resulting increase in curb weight. But there's a payoff to that, as well. The 9-2X's engine feels and sounds more refined in this application than it does in the WRX. There's significantly less cabin vibration--just a gentle low-frequency tingle at idle--and the engine note's thrashy edge has been muffled out. All that's left is a muted, somewhat agricultural-sounding growl.

Of course, if you're comparing the 9-2X to the BMW 325i Sport Wagon, even that muted grumble isn't likely to be music to your ears. The 9-2X's engine is about as refined as the one in the Volvo V50 T5, and while that makes it on par for the class, it certainly won't be accused of excessive slickness.


Transmission/Clutch

No such accusations are likely in this department, either, because the shifter feel of the WRX carries over pretty much unchanged in the 9-2X. I've never been especially fond of the WRX's shifter, with its longish throws and unrefined action. The gates could benefit from clearer definition, and they feel loose and scratchy when you move the lever from gear to gear.

The 9-2X's clutch does better on the subjective front. It's moderately firm, with a fairly short throw and intuitive take-up. No complaints.

I didn't drive a 9-2X with an automatic transmission, but I'd count on it being a significantly less enjoyable experience. Turbos and automatics generally make bad bedfellows, an impression borne out in my drives of other sport wagons. The Subaru Legacy 2.5 GT's engine gets laggy with the automatic, and so does the Volvo V50 T5's. I wouldn't expect the 9-2X to fare any better when saddled with a slushbox.


Steering/Handling

Dynamically, this is the area where the 9-2X distinguishes itself most from the WRX. Its general handling character is still very much the same--it's stable and surefooted, with solid chassis response--but some re-tuning of the suspension has given the 9-2X a more polished feel than its Subaru sibling.

The 9-2X's steering, for example, is a marked improvement over the WRX's. That's largely because the standard steering rack has been ditched in favor of the quicker-ratio mechanism from the WRX STi. Weighting remains on the lighter side of moderate, with a slightly fluid touch in place of sports-car firmness, but the 9-2X's responses generally feel accurate and positive.

The little Saab also edges out Subaru in terms of brake feel. Compared with the WRX's light and somewhat mushy pedal, the 9-2X impresses with its firm, easily modulated binders. Hard stops were short, quick, and undramatic.

The 9-2X I drove also benefited from the optional Sport Package, which includes more aggressive 215/45R-17 tires. In my review of the WRX, I suggested that upsizing the standard 205/50R-16 rubber could transform the car from a decent handler to a truly confidence-inspiring machine. The 9-2X is supporting evidence, with its agile chassis responses and tenacious grip. There's still a touch more body lean than I'd like, and quick steering inputs can upset the 9-2X's balance in really hard running. But in the brisk street driving that makes up most enthusiasts' miles, the 9-2X feels satisfyingly grippy and light on its feet.

How do these characteristics match up to other sport wagons? In short, pretty well. Compared to the V50 T5 I drove recently, the 9-2X feels far less European--the controls are lighter, and its general demeanor is less "buttoned-down" and more "easygoing"--but the Saab has the edge in terms of involvement and driver communication. BMW's 325i Sport Wagon is a smoother and more intuitive handler at the limit, but its killjoy DSC makes the 9-2X more fun in low-speed switchbacks. The Subaru Legacy 2.5 GT has a similar handling character due to the shared Subaru DNA, but is heavier and corners with less grip.


Ride

The 9-2X's unique suspension tuning makes it noticeably smoother-riding than the WRX, but it's not as comparable to its European rivals on this count. The 9-2X rides smoothly on good roads, and the suspension strikes an impressive balance between comfort and control. But when the going gets rough, the Subaru roots are apparent in the relative lack of cabin insulation. Broken pavement elicits marked wheel patter and suspension noise--no doubt increased by the Sport Package's lower-profile tires--and textured surfaces bring out pronounced resonances in the cargo area.

The 9-2X also seems slightly behind the European competition in terms of structural rigidity. While the 9-2X's structure is certainly stiff, it doesn't seem as bank-vault solid as the aforementioned V50 or 325i. The 9-2X feels leaner and less-isolated--as Japanese cars are wont to do--and in direct comparison to the Volvo, there's a perceived lack of substance that betrays its low-budget lineage.

Noise levels are significantly reduced from the WRX norm, but they're still on the high side for this class. The engine's growl is muted but notable for its gruffness, the tires hum loudly on textured surfaces, and wind noise leaks through the frameless windows at freeway speeds. Looking under the rear cargo mat revealed that Saab's sound-deadening measures are hardly rocket science--they just put a few sticks of styrofoam between the panels, and threw a foam mat over the spare tire.


Interior

The 9-2X's interior was perhaps the single most disappointing aspect of the car. GM's early press releases made much of the "extensive upgrades" that the 9-2X's cabin received, and I was expecting at least a modicum of premium ambiance. But the truth is that the Impreza's interior is essentially carried over unchanged. This interior is fine in a $20,000 2.5RS, and okay in a $25,000 WRX, but in a $30,000 Saab? In this context, the econocar ambiance suddenly borders on unacceptable.

So what exactly has changed, you ask? It's a short list: The gauge faces are re-scripted in Saab's corporate font. There's a new two-tone color scheme, with cream inserts on the seats and door panels. The carpeting is softer and thicker. A sunroof is available as an option. And last but not least, the steering wheel gets a Saab badge and a grippier texture. I told you it was a short list.

So, other than the features mentioned above, the 9-2X's interior is all standard Impreza fare. The dashboard plastic is rubberized for a grippy feel, but it's still hard and rings hollow when rapped. The center armrest is hard plastic too, so count on your right elbow getting sore on long drives. The glovebox door closes with a tinny "clunk," and the circular vents are stiff and difficult to aim. The remaining secondary controls--window switches, column stalks, et cetera--all work fine, but their subtly crunchy feel makes it clear they were lifted out of an economy sedan.

The 9-2X's interior scores better in terms of basic functionality. The low cowl, big glass area, and thin A-pillars afford an expansive view out, and lend the cabin an airy feel that's typical of small Japanese cars. The driving position is comfortably propped up, too. My only real complaint in this department involved the 9-2X's front seats. They're plenty firm and comfortable, but the regular WRX's seats are better still--I prefer their richer fabric and stiffer lateral bolstering. I was also irked by the wide detents between fore-and-aft adjustments, which make it difficult to tailor an ideal wheel-to-pedal relationship.

One last nit to pick is the 9-2X's cramped rear seat. In my review of the rival Volvo V50, I expressed disappointment with that car's lack of rear legroom. Turns out my shins hadn't seen nothin' yet. Once I moved the 9-2X's driver seat back to a comfortable position, I couldn't sit in the rear bench without pressing my knees into the front seatbacks. Shoulder room felt unusually tight, too, and the C-pillar curved perilously close to my head. In other words, this is not the sport wagon to buy if you're frequently hauling friends around.


Practicality

The lack of usable rear-seat space cuts down on the 9-2X's practicality somewhat, but overall versatility is on par for the small sport-wagon class. Lifting the rear hatch reveals a cargo area that's reasonably roomy with the split-folding rear seats upright, and fairly generous with them folded down. Total capacity falls in between the BMW 325i wagon's and the Volvo V50's, but the load floor seems wider, with less intrusion from the rear strut towers.

The 9-2X also has an advantage over the V50 in terms of cabin storage. The door map pockets and glovebox are reasonably-sized, and although the armrest cubby isn't that generous, it's certainly better than the V50's. That said, the Subaru Legacy 2.5 GT blows all of them out of the water with its long, deep cargo hold and multitude of storage nooks.


Reliability

Since the 9-2X is new for 2005, Consumer Reports doesn't list it in their annual reliability survey. However, since the little Saab is mechanically identical to the Impreza, that car should be a dead ringer for the 9-2X's future reliability record. CR rates the Impreza Better Than Average, indicating a very low index of mechanical troubles. That's good news for the 9-2X.


Overall

My primary motivation for writing this review was to see how the 9-2X Aero stacks up with the V50 T5 I drove recently. Both cars are the result of strikingly similar business strategies--a large, multinational automaker (GM in the 9-2X's case, and Ford in Volvo's case) using a shared platform to create a Swedish-flavored niche product.

But as it turns out, the differences between the V50 and 9-2X run far deeper than their corporate lineage suggests. The V50 takes a common platform and turns it into something unmistakably Volvo. It has all the quirks, nonconformist flavor, and vaultlike solidity of its larger stablemates, and packs those traits into a tidier package with higher handling limits. The 9-2X, on the other hand, is utterly lacking in Saab personality. It's the prettiest, most refined WRX ever built, but GM has done little to give it a soul of its own. As a result, the V50 and 9-2X are less comparable than I anticipated. In fact, these mongrel Swedes feel so different to drive that prospective buyers may not even cross-shop the two.

So, with that original curiosity satiated, does the 9-2X represent good value in the sport-wagon segment? In some ways, yes. For one thing, it's got "The Look." The crouched-athlete stance and glaring front fascia make the 9-2X look like it means business, and those spidery 17-inch wheels drive the point home. Beyond that, this is a fast car with a surefooted chassis. When you combine that kind of capability with wagon versatility, the results are bound to be compelling. Plus, there's no denying the 9-2X has character--it's just not Saab character.

But for all the 9-2X's strengths, I couldn't shake the feeling that it was a bit of a sham, another crass rebadge job from the ever-shortsighted General. The cheap, plasticky interior certainly backed up that impression, as did the tight back seat. The Aero model I drove stickered at $30,150, while a comparably-equipped WRX wagon (with accessory 17-inch wheels) runs under $28,000. Hmm. If they were selling this thing as a "special-edition" WRX, I'd probably go head-over-heels for it. But with the Saab badging--and the inflated pricetag--I get the nagging feeling I'm being scammed.

Then again, if you head to the dealership knowing that the 9-2X is a designer WRX, you'll probably be impressed. It's not as solid, substantial, or refined as the European offerings in this class, but its leanness pays dividends in driver communication and involvement. Plus, it boasts the reliability and durability of a Subaru, with lower maintenance prices to boot. Look past the blatant badge-engineering--and stomach the extra bucks--and the 9-2X can be appreciated as a uniquely practical and youthful entry in the premium sport-wagon segment.



Feel free to check out my reviews of some of the 9-2X's competitors:
BMW 325i
Subaru Legacy 2.5 GT
Subaru WRX
Volvo V50 T5
Amount Paid (US$): 30,150