For 2006 the Saab 9-3 received a wagon variant and a new engine for the top-of-the-line Aero, a turbocharged 2.8-liter V6 good for 250 horsepower. I've been wanting to sample the new Aero wagon--SportCombi in Saab-speak--with a manual transmission. But the dealer had only automatics, and the wagon was parked in the showroom. So I drove an Aero sedan with the six-speed automatic.

If you're looking for a review of the four-cylinder 9-3, check out my review of the 2004 Aero here.

Styling

The automotive press has made much of the new 9-3’s use of GM’s Epsilon platform (along with the Opel Vectra, Chevrolet Malibu, and Pontiac G6) and its lack of a hatch. Both points have been overblown. The last time Saab developed an all-new sedan platform independently was in the late 1960s. The 1986 Saab 9000 shared a platform with three Fiat sedans, and both the previous 9-3 and current 9-5 had an earlier Opel Vectra (a compact sedan not offered in the U.S.) as their basis.

Those professional reviewers who make much of the lack of a hatch seem to have forgotten that in the in the 1980s if you got the 900 (the old name for the 9-3) with four doors it came with a trunk, not a hatch. The 5-door was introduced for 1994, under GM ownership and using a GM chassis from the Opel Vectra. So the return to a four-door sedan configuration cannot be blamed on GM. An independent Saab took the same route two decades ago.

The new 9-3 retains some Saabishness to the styling, mostly in the wedge profile, outline of the side windows, and prevalence of sweeping curves. The upright windshield of pre-GM Saab 900s is long gone. Though it looks better in photos, in person the car still looks pretty good, just more generic than I expected. From some angles it looks hunkered down and aggressive (especially with the 17-inch wheels standard on the Aero). From others it looks a bit portly. At any rate, the 9-3 looks nothing like its cousins.

The SportCombi looks at least as stylish as the sedan, with moderately raked, tail light-adorned D-pillars. It's the one I'd rather have.

I like areas of the interior better. Not the dash. It's far too busy and full of matte black plastic. But the door panels and center console are artfully executed. The materials look and feel of premium quality, though more solid than luxurious. The Aero has unique seats with larger side bolsters and silver inserts just inside said bolsters. I personally could do without the inserts, though I imagine they're someone's idea of sporty.

Accommodations

The extra bolstering does improve upon the near total lack of side bolstering in the regular 9-3 seats, but it could be much better still. I much prefer the seats in the 9-5, which are both cushier and better bolstered.

The driving position is not as good as in the 9-5. The seat is lower, and the cowl (top of dash) a bit higher. Raising the seat an inch helps. I like the driving position in the 9-5, with its considerably more open view forward, much better. Visibility to the rear quarters is restricted by thick pillars, especially in the wagon.

The secondary controls on the dash are poorly designed. Their layout makes little sense. As in many recent European and Japanese luxury cars, an attempt at "hi-tech" has created much unnecessary complexity. Like other Saabs, the new 9-3 has the ignition mounted down between the seats. A padded door armrest is a nice feature for those of us who like to steer with the left hand.

The rear seat is cramped, especially in terms of knee room (toe room under the front seats is better than in most cars). About equal to those in a 3-Series or A4, but much less room than in the 900s of the 1980s.

Storage space n the sedan is plentiful, both inside the car and in the trunk. The rear seat folds to create a pass through. Unlike in the 9-5, the seat cushion does not have to be tilted forward before folding the seatbacks. The tradeoff for this convenience is that the resulting floor is not flat; instead there is about a two-inch lip.

The floor is flat in the more useful wagon, which comes with a cargo cover and grocery bag holder. Both the sedan and the wagon include a passthrough in the rear seat for skis and such.

On the Road

Saab sales have suffered because its cars have only been available with four-cylinder engines. People expect at least a six when they're spending over $30,000 for a car. And the four's 210 horsepower just wasn't sufficient in the age of the 269-horsepower Camry. So I was eager to check out the new V6.

The new six is smooth and powerful. It's not putting out much power for a nearly three-liter turbo, so I suspect we'll see some higher performance versions in the future. Boost lag and torque steer are both nearly nonexistent. The turbo four suffers from more of the former. Many people would not guess the engine is turbocharged based on how it feels.

This said, the six might be too quiet for its own good, as it sounds bland even on runs to the redline. Also, because of generally low noise levels and the engine's very linear power delivery--the torque curve is flat from 2000 RPM to 5100 RPM--the V6 Aero does not feel as quick as it is.

The new six-speed automatic does a good job of finding the best ratio on its own. But if you want to shift it like a manual you have two options: buttons on the steering wheel and a tappable shifter. The former are placed a bit far from the rim for easy use by smaller hands. The transmission in this particular car hesitated between gears a couple of times during aggressive driving, permitting engine revs to shoot up momentarily. I don't know if this is normal or an issue that can and should be fixed.

I should note the reviews of the six-speed manual Aero noted considerable boost lag. Some turbo engines work better with a stick, others work better with an automatic. Sounds like this one could be in the latter group.

The Aero's suspension is stiffer than the 2.0T's, and this pays off in less lean in turns and considerably sharper responses to steering inputs. The steering itself is precise and provides decent feedback, though there is some numbness on-center. (Thankfully Saab opted out of the electric-assist system that afflicts the Malibu and G6.) The Aero as a result is considerably more fun to drive. Though you won't find the magic of a BMW chassis in the Swede, it does feel lighter and more nimble than an Audi or Volvo. Through moderately hard turns the car feels very balanced and safe, especially for a front-driver. Understeer is minimal up to 8/10 or so. But push harder and it becomes clear that this is no 3-Series, or even G35.

Despite the stiffer suspension ride quality remains smooth, if not quite as smooth as the 2.0T's. No harshness over the rough stuff at least. The 9-3 possesses much of the insulated feel expected from a premium brand these days. Noise levels are low except for some tire patter over expansion joints and patchy pavement. The body structure isn't quite as stiff as that in German competitors; you'll feel a bit of flex over bumps.

Like last time, I enjoyed driving the 9-3 Aero but didn't come away from my test drive desiring the car. I can see it as an intelligent choice, but hardly an emotional one. Even with the V6, much room remains for a more highly-tuned car. A new Viggen could be nice.

I have also driven the Malibu and G6. No one will be buying the Chevrolet or Pontiac to get the Saab's handling for less money.

Saab 9-3 Price Comparisons and Pricing

All 9-3's are much better values than previously. The 2.0T includes nearly everything from last year's mid-level Arc, yet lists for $4,350 less. Despite gaining the new powertrain, xenons, and a CD changer, the 2006 Aero lists for nearly a grand less than last year's car.

As a result, pricing of the Aero is virtually even with that for the Infiniti G35 after adjusting for features. An Acura TL runs a bit lower, a Lexus IS a bit higher, a Volvo S60 T5 runs about $2,800 more, and German competitors are even more expensive. End result: if you like the Saab, the price isn't going to scare you into the arms of the competition.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the Saab 9-3:

http://www.truedelta.com/models/9-3.php

Last Words

The reasonably priced new V6 should broaden the appeal of the 9-3. But I'm not sure it'll deepen this appeal. The 9-3 generally has the refinement and feel of a premium compact, and it performs well, but little about the car inspires passion. I'm ready for the car to live up to all of the ads promising a jet fighter-like driving experience. There should be plenty of headroom in the new six. Add more snugly fitting seats, tighten up the steering a tad more, and we'd have a new Viggen. In SportCombi form that's a car I'd personally like to have.

With a bit more personality I'd give the Aero four stars. But as is I cannot quite do it.

A note on Saab 9-3 Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a 9-3 rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Saab 9-3 reliability comparisons.

Before I can report results, I need data on all cars--not just the 9-3--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. For non-participants, this access will cost $24.95.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

If you're a member, and you want to receive an email when I post a new review, click here.

Some of my reviews of related vehicles:
Acura TL review
Audi A4 2.0T review
BMW 3-Series review
Cadillac CTS review
Infiniti G35 review
Lexus IS 250 review and Lexus IS 350 review
Lincoln Zephyr review
Mercedes C-Class review
Saab 9-3 review (previous turbo 4 Aero)
Volvo S60 R review