Saab 9-3 Convertible - carsales.com.au (2024)

What we liked
>> Roof operation
>> Ergos and finish
>> Fuss-free, low-blow engine

Not so much
>> Wind noise with roof up
>> Rear vision blocked with roof up
>> Steering wheel adjustment

OVERVIEW
More than any other maker, Saab has brought convertibles to the masses. Indeed, such has been the success of the first two generations of Saab soft-tops that in markets like Australia and the UK, the maker has accounted for up to 50 per cent of the lucrative segment.

With Saab's international fortunes still rocky, despite its takeover by General Motors, the importance of the new 9-3's success cannot be understated. There's a lot riding on the broader, more muscular, shoulders of this Swede.

Built to move the maker's mid-sized car up-market to take on the likes of the 3 Series BMW and competitors from Audi, Volvo and Mercedes Benz (as well as distance the brand from the premium Japanese marques snapping at its heels), the reception to the tin-top 9-3 was less than red hot. If ever the company needed a bullseye, it's now.

The good news for Trollhatten troopers is that the third-generation Convertible hits the mark dead on. It's no rocketship, least not in its 129kW Linear 2.0t guise, but gone are the flexy-flyer characteristics of previous soft-top Saabs -- replaced with refinement, good levels of equipment and comfort and, best of all, great road manners.

FEATURES
The real story of the new 9-3 Convertible is not in the engine-room but rather under the car's undeniably handsome skin. Answering trenchant criticism regarding the previous generations, the new design is claimed to be 300 per cent stiffer than the outgoing soft-top.

Developed as a discrete program alongside the sedan for the first time, the new convertible features what Saab has termed 'twin chassis' architecture. Longer in the wheelbase (70mm) and wider in both front and rear track (74/63mm respectively), the new convertible's platform features larger sill sections, an immensely strong front structure (including screen surround) and a substantial 'torsion box' behind the passenger compartment. These combine to create a structure that Saab says gives little, if anything, away to its sedan stable-mate in terms of torsional rigidity and stiffness.

Front and rear sub-frames are also cross-braced to the central 'tub' for better suspension location.

Sitting 10mm lower in standard trim (and offering a further 15mm reduction in ride height as an option) the 9-3 Convertible has a more sporting stance than previous models. Handling was a key driver for the new car's development team. As such, the suspension is all-new and features a modified MacPherson strut set-up up front and a multilink independent rear, with Saab's ReAxs passive rear wheel steer. Aluminium is used extensively in the new suspension and brake componentry to help reduce un-sprung weight

COMFORT
Saab has a tradition of focused but business-like interiors and the 9-3 is no exception. Familiar to Saab traditionalists (the ignition key still sits on the centre console away from vulnerable knees), the new car's driver-focused cabin has been softened just a touch from previous efforts. There's more evidence of the stylist's work in terms of softer curves and added colour.

A four-seater, the Convertible offers reasonable accommodations in the rear, though the broad of shoulder might be better off up front. Legroom at the back will not set any records but with some concessions from driver and front passenger, even those of above average height will be comfortable for short to medium trips. Rear passenger access is improved now that the front seat belts are integrated into the seat frame.

Seat comfort for driver and front passenger is excellent. CarPoint drove a new 9-3 soft-top from Sydney to Melbourne straight after the car's local launch and had no complaints from either pew after two 600km back-road days.

Ergonomics are good, too and with optional, electrically adjusted driver's seat, it's easy to get comfortable. However, try as I might, I couldn't find how to adjust the position of the steering wheel without consulting the manual. The lever is buried low on the steering column.

In conditions that ranged from 40.5 degrees at Nowra to just 3.5 at Thredbo, the auto climate control kept us comfortable with the top up. Saab claims coupe-like ambience in this mode and the boffins are almost right. Except, that is, for annoying wind noise around the driver's side mirror from around 80km/h up.

Hood operation is electric and fully automatic -- no latching or unlatching, just push the dash-mounted button and don or doff the driving cap. Deployment takes 20secs and the hood can be operated while moving up (to about 30km/h). Triple-layered, the new cloth roof gets a sewn rain gutter to help keep the drips off the seats. It doesn't work.

With the roof down and windows up, buffeting is minimal up to 80km/h. Add another 20km/h and things are starting to get pretty blustery. An optional wind deflector is offered but can only be used two-up.

With the roof down, luggage space is at a premium -- unless, of course, you're very specific with your choice (read: shape) of bag. This tester is a chronic over-packer and end up with one bag on the rear seat. With the lid closed, there's space for a couple of golf bags at least...

SAFETY
Saab prides itself on its safety record and set equivalent crash safety performance targets to its 9-3 sedan for the new Convertible. It used data from more than 6000 real world Saab crashes and in developing the convertible, instituted what it claims to be the world's most comprehensive rollover crash-test program.

In addition to safety-orientated ergonomics, front and side airbags and pre-tensioning seat belts, the Convertible boasts SAHR (Saab Active Head Restraints) and DynaCage Rollover Protection. SAHR combats injuries in rear-end collisions. DynaCage, meantime, comprises a combination of two computer-actuated, spring-loaded rear rollover bars and reinforced windscreen surround -- strong enough to support 2.2-times the weight of the car -- to deliver saloon-like safety levels.

In terms of active safety, MBA (Mechanical Brake Assist), CBC (Corner Braking Control), traction control, EBD (Electronic Brake force Distribution) and ESP (Electronic Stability Program) combine with the general upgrade of the car's dynamics to (fingers crossed) key you out of trouble.

MECHANICAL
No surprises under the bonnet of the new 9-3. Longtime proponents of turbocharging (and GM's appointed turbocharged, four-cylinder centre of excellence) Saab has stuck with four-cylinder blown powerplants for the new 9-3, offering two power variants -- 129kW/265Nm and 155/300.

Both engines are all-alloy, 16-valve DOHC 2.0lt designs which feature square 86mm bore and stroke and counter-rotating balance shafts. Engine management duties (fuel injection, ignition, etc) are handled by Trionic 8, Saab's latest in-house software.

The maker states the new engines are 15kg lighter than the units they replace, and feature substantially revised cylinder-heads. The 129kW version gets a Garrett turbocharger with boost set at a moderate 0.7bar. The 155kW mill gets a Mitsubishi blower and an extra 0.15bar of boost.

In both cases, Saab's Trionic engine management system gets the turbos percolating down low to ensure that lag is minimized and there's always plenty of torque on tap. That was certainly the case with the 'low blow' engine we tested. The verdict on the 155kW Aero powerplant will have to wait until its arrival Down Under early next year.

Both engines are offered with six-speed manual or five-speed automatic transaxles -- driving the front wheels only. The self-shifter features Saab's version of tiptronic (dubbed Sentronic) which is operated via a conventional lever or via wheel mounted buttons on the Aero versions of the 9-3.

A smart transmission, Sentronic will adapt to your driving style. In normal use, it's fuss-free and the manual mode works well, though perhaps not with quite the spontaneity of the best tiptronic-style boxes.

Braking is all-disc, with the 155kW variants getting an upgrade to 302mm/292mm (F/R) ventilated discs all round. The cooking model Convertible is fitted with 285mm platters upfront, with rears 278mm. Despite this relatively modest spec, the brakes proved un-fussed after some spirited work in the hills during our first drive. Top marks. The requisite ABS/EBD/etc hardware is standard on all versions.

COMPETITORS
Aussie roads aren't exactly awash with four-place convertibles. Indeed, thanks to its combination of size and pricing, Saab continues to have a real slice of real estate all to itself.

Kicking off at $72,900 in manual Linear (129kW) form, the 9-3 Convertible range runs to $92,400 for the 155kW Aero auto. We tested an auto Luxury Pack equipped Linear (see below) priced at $79,400. The $4000 Luxury Pack adds popular options, such as in-dash six-disc CD, Saab Parking Assistance, alarm and power front seats (the driver's with three-position memory).

With the 9-3 out-sizing the Holden Astra Cabriolet and Peuguot 307CC, soft-top buyers looking for four-seats need to ante up to $84,900-plus for the Saab's nearest direct competitor, Audi's A4-based 1.8lt Cabriolet. Opt for a BMW 3 Series or Benz badge and the price moves into six figures. The next nearest premium, four-place convertible comes from fellow Swedish marque, Volvo, via the $98,000 C70.

While not the dynamic match of the likes of BMW's 330Ci, the 9-3 is no slouch in terms of straight-line or point-to-point performance. At under $93K, the top of the range Aero is a considerable $18K cheaper than the un-optioned Beemer.

Of interest to high mileage users, Saab has increased its service intervals with the new 9-3. The maximum interval is now two-years or 20,000km, contributing to a claimed 30 per cent reduction in scheduled maintenance costs.

Model tested:
Date tested: 6 - 13 November, 2003
RRP: $72,900
Price as tested: $79,400 (Luxury Pack plus auto)
Road tester: Mike Sinclair
Distance covered: 1405km

BOTTOM LINE: Right on the money and much improved

Saab's launch of the new 9-3 Convertible took place in the midst of the Melbourne Spring Racing Carnival. But rather than parade the svelte new soft-top in front of the thoroughbred fillies, we chose to expose the car to the brumbies of the high-country.

Our test route took in the best of the coast road south from Sydney, before turning inland to Canberra at Batemans Bay. Then it was over the top of Oz via the Alpine Way and on to Melbourne, via at least three wine districts. A great way to spend a couple of days…

As noted above, 'our' 9-3 was a Luxury Pack equipped Linear. Effectively the midrange model of the Convertible stable, the Linear Luxury boasts good levels of equipment and most of the luxuries you'd expect in a near-$80K car.

We've noted above our comments regarding the workings of the Convertible's hood -- as well as its manners in terms of usable speed ranges, etc -- with the top down. What we haven't spoken about is the car's dynamic abilities. After tackling some of our favourite roads in the 9-3, we can assure you the changes wrought by the new-model development team have paid dividends.

Weighing in at a hefty 1638kg (Linear 9-3 sedan is approx 1450kg), the soft top's 129kW engine has plenty of mass to lug around. That said, performance is still engaging thanks to the swell of torque the low-boost engine produces. Fast progress requires a bit of manual changing of the auto transmission but even left to its own devices, the car is no slouch.

I found myself letting the car set its own (surprisingly rapid) pace in the twisties, using the syrupy midrange rather than spinning the engine hard. This made for fuss-free mile munching but enthusiasts take note -- there's little in the way of aural entertainment when driving in this mode. Indeed, Saab really needs to work this -- this is a very uninspiring engine in aural terms, especially compared to the likes of, say, Volvo's five-cylinder unit. I can't fault the frugal nature of the mill, however. We average better than 10lt/100km during our seven day test.

Also rewarding is the new chassis. Unlike previous iterations, this is a car that you can drive with spirit and accuracy. Adjustable on the throttle and vice-free, the new Convertible steers well and doesn't crash, bang and shake over rough surfaces. There's very little of the old convertible's bugbear -- scuttle shake. In fact, you'd probably have to drive the sedan over the same roads to really be able to pick the differences. Well done, Saab.

The passive rear wheel steer is noticeable though. The car turns in much more precisely than most front drivers and remains neutral to speeds beyond sensible.

The verdict on whether these habits will transfer to the 155kW Aero model will have to wait for a test car to hit these shores. At this stage, we're enamoured with the low-blow version of the Saab 2.0lt.

We're only guessing but given the balance of available oomph and chassis prowess, it could be that the Linear will be the pick of the 9-3 soft tops. A case of less is more?

Around town, the 9-3 is fuss-free and draws plenty of admiring looks -- top up and down. Just be a little careful as you strike a pose, adjust the sunnies and nonchalantly rest your elbow on the door top… Ouch! Those metallic trims get bloody hot!