The cynics, yours truly included, were lined up ten deep when General Motors announced their new premium compact Saab 9-2X. Not only would this be the first Saab manufactured outside of Sweden, and the first Saab with all of its wheels being driven, but this would also be the first Saab exclusively built for us North Americans.
Any questions from the floor? You bet.
Like: Isn't the 9-2X just an Impreza in drag? Can a car built by Fuji Heavy Industries in Japan--makers of Subarus--really be considered a Saab? Based on a four-year old platform, can the 9-2X compete against fresher metal like Acura's TSX ($34,900), Volvo's V50 T5 AWD ($38,995), Audi's A3 2.0 ($32,830 for the front-wheel-drive model) or eventually the BMW 1 Series? And finally, is the $2,240 premium that our top-of-the-range Saab 9-2X Aero test car carries over a Subaru WRX wagon worth it?
We'll see.
First, a brief history lesson.
Audi launched its Volkswagen Golf-based A3 in Europe in 1996 and immediately had a sales hit on their hands with those wanting a prestige badge without the prestige price. Of course, other manufacturers immediately jumped on this profitable bandwagon, so before you can say MINI Cooper, the "premium compact" segment was born.
What's so "premium" about the Saab 9-2X?
Starting with the 9-2X's exterior looks, everything from the A-pillars forward are new duds, led by Saab's signature three-hole grille. Only the roof, doors, and rear quarter-panels are shared with the Subaru. And look Ma, no roof rails, which are standard on the WRX wagon. Outback, there are cleaner tail lamps, a bumper with a black diffuser, and a new hatch that includes the license plate. If you are not fond of the Impreza's frog-like styling, the Scandinavian makeover might yank your crank.
Part of Saab's strategy to "premuimize" the Impreza was to quiet down the raucous rally-bred beast. Thicker carpet, new sealing for the rear quarter-trim and hatch, a new rear engine mount, and acoustical treatments on the roof and rear floor, toe boards, fenders, and shift boot all help in the hush department.
Forget about such Saab traditions as the between-the-seats ignition, the jet cockpit-inspired "night panel", or famously comfortable Saab seats. If you've been inside a WRX, then the Momo-designed leather steering wheel, shifter, and manually adjustable front seats will all have a familiar air about them--save the Saab badges.
Our car had a two-tone scheme that helped give the impression that the Saab was, well, more premium. However, originally, this was an economy ride, and remember, an old one at that. Unlike the physical design and material differences between the mainstream compact Mazda3 and the premium Volvo V50, the too-similar bones of the Impreza donor car come shining through the 9-2X a little too brightly.
Also unlike Ford's strategy of offering different drivetrains in the Mazda3 and V50 platform-mates, if you pop the hood on the Saab 9-2X Aero you'll find a WRX clone. Same 227 horsepower, 217 pound-feet of torque 2.0-litre turbocharged flat-four; same five-speed manual; same all-wheel-drive system. The base model 9-2X Linear ($28, 950) even gets the Impreza's 165 horsepower, 166 pound-feet of torque 2.5-litre unblown flat-four.
Any questions from the floor? You bet.
Like: Isn't the 9-2X just an Impreza in drag? Can a car built by Fuji Heavy Industries in Japan--makers of Subarus--really be considered a Saab? Based on a four-year old platform, can the 9-2X compete against fresher metal like Acura's TSX ($34,900), Volvo's V50 T5 AWD ($38,995), Audi's A3 2.0 ($32,830 for the front-wheel-drive model) or eventually the BMW 1 Series? And finally, is the $2,240 premium that our top-of-the-range Saab 9-2X Aero test car carries over a Subaru WRX wagon worth it?
We'll see.
First, a brief history lesson.
Audi launched its Volkswagen Golf-based A3 in Europe in 1996 and immediately had a sales hit on their hands with those wanting a prestige badge without the prestige price. Of course, other manufacturers immediately jumped on this profitable bandwagon, so before you can say MINI Cooper, the "premium compact" segment was born.
What's so "premium" about the Saab 9-2X?
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| 2005 Saab 9-2X Aero (photo: John Leblanc, straight-six.com) |
Part of Saab's strategy to "premuimize" the Impreza was to quiet down the raucous rally-bred beast. Thicker carpet, new sealing for the rear quarter-trim and hatch, a new rear engine mount, and acoustical treatments on the roof and rear floor, toe boards, fenders, and shift boot all help in the hush department.
Forget about such Saab traditions as the between-the-seats ignition, the jet cockpit-inspired "night panel", or famously comfortable Saab seats. If you've been inside a WRX, then the Momo-designed leather steering wheel, shifter, and manually adjustable front seats will all have a familiar air about them--save the Saab badges.
 |
| 2005 Saab 9-2X Aero (photo: John Leblanc, straight-six.com) |
Also unlike Ford's strategy of offering different drivetrains in the Mazda3 and V50 platform-mates, if you pop the hood on the Saab 9-2X Aero you'll find a WRX clone. Same 227 horsepower, 217 pound-feet of torque 2.0-litre turbocharged flat-four; same five-speed manual; same all-wheel-drive system. The base model 9-2X Linear ($28, 950) even gets the Impreza's 165 horsepower, 166 pound-feet of torque 2.5-litre unblown flat-four.