Transmission choices were the usual fare, either a 5-speed manual or 4-speed electronic automatic. Both shifted well, with well-spaced intervals necessary for optimizing the 4-cylinder's somewhat peaky power delivery.
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| Two noticeable negatives of the Saab 9-3 were turbo lag and torque-steer. (Photo: General Motors) |
Two other negatives were turbo lag and torque-steer, not necessarily in that order. The first is the bane of many turbocharged cars, especially those that incorporate boost to overcompensate for diminutive displacement - often the case and accurate for all Saabs. The problem comes down to a lack of power at low rpm, or when the car is launching from standstill. The turbo needs to spool up in order to deliver the additional boost needed to create more power, but it relies on engine exhaust to do so, hence the lag. Intercoolers, part of the 9-3 package, became available in the mid-80s to help alleviate the problem as well as enhance turbo durability - for the most part the technology did both.
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| Turbo lag in front-wheel drive cars like the 9-3 Viggen can be unruly. (Photo: General Motors) |
When more power is added to the equation, a 'whap in the back' effect takes place, making front-wheel drive cars especially unruly. Why just front-wheel drive cars? Well actually, turbo lag made the extremely powerful first-generation Porsche 911 Turbo arguably dangerous to the uninitiated and professional alike, proving that not only FWD cars can be negatively affected. But to be fair this had as much to do with its rear engine placement negatively affecting handling than just the lag. Most rear drive cars aren't dangerously affected by the problem.