Saab Story
Saab story
One of the most fervently discussed topics in the automotive arena these days is what will become of Saab. The brand that was (actually) “born from jets” started out as fiercly independent, open-minded, individualistic, and Swedish. Financial troubles led to the Saab car brand being split off of parent company and producer of heavy equipment, Scania (http://en.wikipedia.org/wiki/Scania_AB) and being bought up by the evil whoremonger GM in 1990. Things pretty much went downhill (slowly at first) from there…
The classic, longitudinal-engine 900 was replaced by the “NG”900 in 1994, a Saabified version of the Vauxhall Vectra. Although it had some classic Saab traits - hatchback, key in the console, turbo torque steer, awful shift linkage - the 900 wasn’t a real Saab, and most Saab people noticed. That was the problem - Saab was pretty much define by their iconoclastic owner base. Well, that and the NG900 was poorly built and not very well equipped for the money it required.
Still, the real problems didn’t start until after the turn of the new millenium. The Saab brand hadn’t been doing well for GM - it had been bleeding red ink for years, as opposed to Ford’s counterpart purchase, Volvo, which had been turning a profit fairly reliably since purchase. The General wasn’t doing all that well, either - loss of focus on cars and overinvestment in the deflating light truck/ SUV market meant GM had put all it’s eggs in the wrong basket. So they inacted “drastic measures” and shot some badge-engineering fun into the Saab fold. It wasn’t pretty.
The first automotive abortion was the 9-2x. Not to say the 9-2x was a bad car, but it was about as Swedish as a bottle of Sake or a Subaru Impreza. Which, coincidentally, it was - well, an Impreza with a different front and rear bumper, Saab badges, a bit more sound deadening, and the steering rack from the STI. And a whole bunch of money tacked onto the sticker. Not that it mattered; rebates on the 9-2x for it’s entire lifespan ranged from “gigantic” to “we’ll pay you to buy this Saabaru.” Case in point: the 9-2x Aero, Saab’s version of the WRX, listed at an MSRP of around $27,000 USD, considerably more than an identically equipped Subaru WRX. I almost bought one for less than $19,000 USD, brand new.
At least the 9-2x was based on a car with Saab-like traits: after all, Subaru has a history of taking the bizarre route to accomplishing ordinary tasks, and a habit of being very good at rally racing. But the 9-7x, on the other hand… well, no.
Ok, sure, the 9-7x had it’s ignition switch on the console. And a Saab front end. But it was a GMC Envoy. A Chevy Trailblazer. Model names, hilariously enough, were either “4.2i” or “5.3i” depending on which underpowered, gas-sucking truck motor was under the hood. Someone forgot that Saab split off of Scania a while back, and no longer made trucks as well as cars. The 9-7x was just complete garbage, and was also largely ignored by the market, as it deserved. There was nothing remotely “Saab” about it. The point is, the 9-7x would’ve destroyed a weaker brand than Saab.
Now I’m neither alarmist nor idealist, but I think there is light at the end of the tunnel for this “saab” story. The new ‘08 9-3 has been introduced, and holy trollhatten, Saab has an appealing product. Sure, the 04+ 9-3’s were attractice, but there was nothing to really put them in a good position in the market. Now, the 9-3 might actually find some buyers. And the best news is, it’s actually a Saab. Sort of.
First off, check out that nose - rawr. If you’re ripping down the left lane on the highway and that slow Camry doesn’t move over, it’s because the driver can’t see. The styling updates were inspired by the popular Saab Aero-X concept car from a few years back, and I think they’re adapted to great effect here.
The big news, though, is some mechanical improvements Saab has made to the 9-3 lineup.
They are the first to market to adapt Haldex Gen. IV All-Wheel-Drive, which in Saab nomenclature is called “XWD,” as well as the first in the segment to adopt an electronically controlled limited slip rear differential. There are some significant differences between this setup and other ones on the market that gives Saab (for once) a foot up on the competition.
XWD uses the electronic rear differential to be “pre-emptive”: that is, unlike most Haldex system currently on the market, XWD activates the rear wheels BEFORE the driven wheels spin, offering greater traction. In addition, the eLSD on the rear can distribute power at the rear axle more towards the outside wheel, like Honda’s SH-AWD, to increase cornering speed. As well, the system can send up to 100% of the engine’s power to either the front OR rear axle, rather than a maximum 50/50 split as is normal. All this means that the XWD will have better traction, better agility, and offer a more involving and safe drive than other AWD equipped cars.
The first car to get this nifty system will be the new Turbo X, which I must say is hotter than a room full of cloned Hayden Panettieres. Built to celebrate 30 years of turbocharging technology at Saab, beginning with the first 99 Turbo, the Turbo X is cloaked in black, dropped on lowered sport suspension over some sexy 18″ wheels that only Saab would have the balls to produce, has the new XWD system and a 280bhp 2.8L turbocharged V6. Inside, sport seats, a fully black interior, and 99 Turbo- inspired guages make it that much more special. This car is gorgeous. You want one. Don’t even lie.
and check out that sweet gauge cluster
I guess I’m just happy that Saab finally has a product out that is both attractive just because it is, and attractive from a mechanical standpoint. Here’s to hoping Saab doesn’t go down under the waves!
Till next time,
James