When word leaked out that GM was going to lightly modify a Subaru Impreza and Buick Rainier (itself heavily based on the departed Olds Bravada) to create two new Saabs, I was disgusted. GM had bought Saab for the wrong reasons, thinking Saab was the equivalent of other European luxury brands when Saab was very much its own thing. The new products seemed to indicate that GM had finally realized that the market for true Saabs was limited, that this limited size was just not enough, and so Saab in any recognizable form was just not worth having. Instead, whatever value the brand contained would be milked by slapping it on just about anything.

The 9-2X reached the market first. Of the two new products, it made the most sense. Subaru and Saab actually have a lot in common, beginning with idiosyncratic (i.e. quirky)approaches to vehicle design, an emphasis on performance and handling, and historical involvement in rallying. With the possible exception of Volvo, no other brand is more like Saab than Subaru. Yet it turned out that people prefer to buy their Subarus from Subaru. The 9-2X sold extremely poorly until GM slapped huge rebates on it.

The 9-7X has now arrived at dealers. Unlike the 9-2X, it has virtually nothing in common with true Saabs other than the grille and the location of the ignition in the center console. To begin with, a conventional SUV is very American, and very un-Saab. To my knowledge, no previous Saab has used body-on-frame construction or been based on a rear-drive vehicle.

Yet the 9-7X has one advantage over the 9-2X. GM's midsize SUVs allowed more room for improvement than the Impreza. While they ride well, they handle sloppily. If the 9-7X had significantly more driver-oriented suspension tuning it might attract buyers seeking a better-handling TrailBlazer.

So the question is this: does the improvement in handling justify GM's desecration of Saab's brand integrity? I took a 9-7X Linear (six-cylinder) for a test drive to find out.

Styling and Accommodations

The Saab 9-7X, like the Buick Rainier, is heavily based on the discontinued Oldsmobile Bravada. A pretty enough SUV, but a Saab grille and unique wheels don't a unique vehicle make. Inside, the story is much the same. The instrument panel has bee modified to resemble those in other Saabs, with convincing faux timber covering much of it, and the ignition has been relocated. Unfortunately, a unique steering wheel is not part of the package; the standard GM unit looks neither upscale nor sporty. Even with this wheel, the 9-7X's interior is the best yet in a GM midsize SUV, though the Buick Rainier's isn't far off.

Saabs have traditionally been equipped with very good seats. GM might have further differentiated the 9-7X by putting the 9-5's seats in it. Instead, it has the same seats as the other GM midsize SUVs. They're comfortable but provide no lateral support whatsoever. A driver-oriented vehicle needs seats with good side bolsters.

The rear seat is also identical to those in GM's other midsize SUVs. It provides good room and comfort for two people--something that cannot be said of the Jeep Grand Cherokee. A third row is not offered.

Cargo volume is about average for a midsize SUV.

On the Road

The 275-horsepower inline six is the more European of the two available engines. For one thing, there are two cams located in the cylinder head. For another, low-end grunt is a bit lacking. Power begins to come on at 3000 RPM, and kicks up another notch around 4500. Those desiring more grunt will want the very American V8 in the Arc. It produces only 25 more peak horsepower, but is much stronger than the six at lower engine speeds. Fuel economy ratings are much the same, 15/21 vs. 15/19. Only one transmission is available with either engine, an automatic with four widely-spaced ratios.

All-wheel-drive is standard. This system lacks a low range, and the tires are of the on-road touring variety, so the 9-7X clearly is not intended for off-road use.

The brakes have supposedly been modified, but retain an oddly mushy feel. Push hard on the pedal and they make a "squish" sound as the pedal sinks to the floor. The brakes still work well enough, their sound and feel is just odd, and not reassuring.

When I drove a GMC Envoy back in 2001 I enjoyed how it handled despite obviously soft suspension tuning. My review wouldn't be nearly as positive today, as many superior SUVs have emerged since then. The ride and handling of the Jeep Grand Cherokee are especially impressive for a true SUV.

The Envoy's handling certainly wouldn't be appropriate in a Saab. In an attempt to elevate the 9-7X's handling to Saab levels, its body was lowered an inch, the front end of the frame was stiffened, the suspension was firmed up, the steering ratio was quickened, and lower-profile touring tires grace 18-inch wheels (one-inch larger than the others' wheels). All of these changes do yield significantly better handling, with crisper responses, less lean in turns, and more grip. Notably, quick transitions no longer cause the rear end to sway in an unsettling fashion. You'll never mistake the 9-7X for anything other than a truck-based SUV, though.

Sadly, this improvement has a high cost. Like the Buick Rainier, the 9-7X comes standard with a rear air suspension. Yet it rides terribly. Over all but the smoothest roads the 9-7X rides nervously, reacting to just about every bump and divot and generally feeling queasy. Other GM SUVs manage to disguise their body-on-frame construction. Not this one. The suspension might be tight, but the structure it is attached to is not.

Pricing

The Linear I drove listed for $38,990. As with other GM midsize SUVs, you can get a sunroof or an entertainment system, but not both together. Either is a no-charge option with the 9-7X. Mine had the sunroof. A similarly-equipped Buick Rainier lists for $38,030, so the Saab carries a roughly $1,000 premium. Until you figure in the Buick's $2,500 rebate. Then it's a $3,500 premium. If there aren't large incentives on the 9-7X at the time you read this, they're coming.

The V8-powered Arc lists for $2,000 more. Since GM charges $1,500 for this engine in other SUVs, and the model also includes xenon headlamps and power-adjustable pedals, this amount is reasonable.

Last Words

The Saab 9-7X offers nothing that could not have been better accomplished through a sport suspension option on another GM midsize SUV. And if such a suspension was an option, I'd have a hard time recommending it. Handling is better, but ride quality is unacceptable, the worst of any vehicle I've driven in recent memory. Sure, a Honda S2000 has a harsher ride, but at least it feels all of a piece. I prefer harsh to nervous. But then the 9-7X's ride is both.

Supposedly, GM is developing replacements for the 9-2X and 9-7X that will be more unique and more truly Saabs. If these vehicles ever see a showroom floor I have little doubt they will be much better than those currently available. But will they? GM usually wants a solid business case before funding a new product. And, with sales of the 9-2X and 9-7X very soft without hefty incentives, I have a hard time seeing how GM will put together a decent business case for their replacements. GM would have to have faith in the viability of authentic Saab products. But if it had this faith then the current 9-2X and 9-7X would not exist.

Add it all up, and I have a hard time seeing much of a future for Saab. Not that I wouldn't enjoy a good suprise.

A Note on Saab 9-7X 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 9-7X 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 9-7X reliability comparisons.

Before I can report results, I need data on all cars--not just the 9-7X--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

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.

Some of my reviews of related vehicles:
BMW X5 review
Chevrolet TrailBlazer SS Review
Volvo XC90 V8 review



Amount Paid (US$): 40000
Model Year: 2005
Model and Options: Linear with sunroof