First Glance
The old Saab 900 was the vehicular symbol of the yuppie era, a lovably odd hatchback chock full of unique quirks that set it apart from everything else on the road. A lot has happened to Saab over the past few years. Today, the Swedish automaker is a subsidiary of General Motors and shares its technology with other GM divisions. The present-day successor to the 900 is the 9-3; it has lost much of the 900's "Saabishness" but it's still a delightful car that upholds the Swedish manufacturer's reputation for cars that are safe and enjoyable.The bigger 9-5 is another story. Introduced in 1999, the 9-5 was caught right in the throes of Saab's metamorphosis. It was (and still is) a fairly conventional car punctuated with Saab-like cues. Though Saab has made a few efforts to modernize it, the 2005 9-5 simply feels out of date. What was innovative in '99 is old hat now. Newer cars are nicer to drive and many perform as well as, or better than, the 9-5 in crash tests.
The 9-5 has two saving graces: Unique styling and, in the case of the wagon, a load bay big enough to have its own zip code. But, as Barry White sang, "It's just not enough, baby." Especially at the 9-5's asking price.
In the Driver's Seat
They key slot for the ignition is between the front seats, a Saab tradition that allows the transmission to be locked in reverse (manual) or park (automatic). It was an effective theft deterrent in the days before electronic alarms; with the 9-5's sophisticated electronic immobilizer, it's more nostalgic than anything else.
The new-for-05 navigation system (a $2,795 option - yowch!) is integrated with the stereo; in fact, the stereo has to be on to use it. The in-dash CD player accepts either the navigation DVD or a CD/MP3 disc. If you want directions and tunes, you have to use the CD changer way back in the cargo bay.
Carrying cargo must be serious business in Sweden. The 9-5's load bay is huge and the seats fold down perfectly flat. There's a metal rack in the floor for tie-down hooks and an optional roll-out cargo tray. The 9-5 can carry up to 928 lbs of people and cargo and tow up to 3500 lbs.
On the Road
I figured the 9-5 would be engaging to drive, what with its European lineage and $40,000 price tag. I figured wrong. The 9-5 is not as crisp as the newest Japanese and European cars, and the ride is hard and jiggly. Still, I felt confident that I could safely avoid an accident in the 9-5. In case I was mistaken, the 9-5 has seat-mounted side airbags, but no "curtain" airbags to cover the window in the event of a rollover. Traction control and antilock brakes are standard.Things are better in the powertrain department. All 9-5s are powered by a 2.3 liter turbocharged four-cylinder engine. Power depends on model: 185 horsepower for the $33,270 9-5 Linear, 220 hp for the $37,770 Arc, and 250 hp for the $41,470 Aero, all with front-wheel-drive and a choice of manual or automatic transmissions. I drove an automatic Arc and thought the engine did a good impression of a V6: very smooth, without the hesitation and surging typical of turbocharged cars. Quick, too.
EPA mileage is 19 MPG city/28 highway; I managed an SUV-like 19 MPG in mixed driving, and I wasn't pushing the car particularly hard. The 9-5 requires premium fuel, which just adds insult to injury.
Journey's End
Other alternatives: The Volkswagen Passat wagon has nearly as much cargo space and costs a lot less, plus it gives you the option of economical diesel power. If you can do with something smaller, check out the Volvo V50 and the all-wheel-drive (AWD) Audi A4 Quattro wagon. And if you don't see the need to pay for a fancy name, try my favorite wagon, the AWD Subaru Legacy -- a great car that will run forever.
The smaller 9-3 is proof that Saab can do better, which makes the 9-5 that much more disappointing. It's certainly not a bad car; it's just not worth what they're asking for it. If you want safety, space and speed, the 9-5 is good, but you can do just as well -- better, even -- for less money.
