Let's start with a photo or two, shall we?
And just to prove I not only stood next to the Saab 9-5 test mule..........yes, I sat in one as well!!!
You'll have to take my word when I say that I also drove it :-)
I've written a lot already about my impressions of this car from an exterior and interior point of view in the previous parts of this review:
I guess it's high time I covered the driving experience that I was very fortunate to have just a few hours after arriving in Trollhattan last Thursday. It's a compliment to the site and the people who hang out here that I was the first person to drive the 2010 Saab 9-5 who wasn't mainstream-media person or a Saab employee.
First, a little insight about the particular car I drove.
Saab have a number of vehicles that they use for testing and proving various elements of the new Saab 9-5. These vehicles can be at various levels of specification and fit-out, the variations being aimed at focusing on particular elements of the car.
For example, I can't tell you how the light reacts with the dashboard panelling because the test vehicle I drove wasn't fitted with that dash panelling. Just a plain black dash. I can't tell you about the head-up display or the DriveSense functionality, either, as they weren't fitted to the car.
What I can tell you about, however, is how a 2.0T BioPower version of the Saab 9-5 feels on the road.
To be more specific, the car I drove was fitted with the following specification:
- 2.0T Biopower engine (220hp and 350Nm)
- 6-speed manual gearbox
- Front wheel drive
- Sport Suspension (McPherson front and H-Arm rear)
- 18-inch wheels
- 17-inch brakes
- 8-inch touchscreen entertainment system
- 11-speaker sound system
- Sport Seats
Allow me to tell you this straight up - there are no significant criticisms for me to make with regard to this car. There might be one or two minor ones, but for me, this was a dream drive of what I regard as an excellent driver's vehicle.
So let's get down to it.
The 2.0T BioPower engine is the latest generation of Saab BioPower. It will also be Saab's first BioPower offering in the United States (and possibly the first in some other markets, too). The engine features Direct Injection for the first time a Saab non-diesel engine.
Unlike Saab's previous BioPower offerings, there is no differentiation between the power output when running on E85 vs regular gasoline. Power output remains at 220hp and torque at 350Nm for both fuels.
I'm no mechanical or engineering type so I can't explain this engine's performance in technical terms. What I can tell you is that the thought of a two-litre engine in a five-meter car had me just a little concerned at various stages.
I shouldn't have worried about a thing.
I had around 90 minutes in the car and we drove two main sections of road in that time. One was normal highway driving and the other was some of the fun twisties just outside of Trollhattan that Jens, my host inside the car, described as roads the Saab people really do like to drive :-)
This 2.0T BioPower engine is likely to be the volume seller in many markets and it's a great, versatile piece of work.
On the highway, the four cylinder engine and six speed gearbox kept the car moving with effortless ease. There's plenty of torque for keeping pace with existing traffic, and watching that traffic disappear in your mirrors is only ever a gearchange away. There's no stress, no breathlessness - just acceleration and plenty of it (when required).
When I first saw those output numbers (220hp and 350Nm), my mind went immediately for the 9-3 Viggen that I used to own (230hp and 342Nm). Whilst some might see those numbers and be tempted to compare, that would be pointless. The Viggen was mad where this car is engineered and refined. In the Saab tradition, the Saab 9-5 is capable of doing what you want, when you want it. It'll power through 2nd and 3rd gear under boost just like a Saab should, and cruise effortlessly at higher speeds - just like a Saab should.
In the twisties, the six-speed and the 9-5's sport suspension really came to the fore. It was three days ago that I drove this car and I had to consult my notes again because I initially thought this car was a Cross Wheel Drive (XWD) version, such is my memory of its stickability in the corners.
At just over 5 meters in length, this is a large car. But such is the pliability of the BioPower engine and the versatility of the suspension setup that it really does feel more like a car of the 9-3's size when you get to the fun stuff. Only there's less body roll than with the 9-3.
The Saab 9-5 V6 Aero is rumoured to have blitzed the Opel Insignia OPC in testing and having driven just a 2.0T with sports suspension, I can see why. It was so stable. This wasn't just a twisty section of road, it was of various surface condition as well. The car gives you enough feedback to let you know the bumps are there, but it's never unsettled and always went where it was pointed.
We need a picture to break up this text, right?
Whilst I was having all this fun, I also got to take note of a few of the Saab 9-5's interior offerings.
As mentioned earlier, this car was fitted with Sports Seats. To be honest, they were a little firm for my tastes. The leather was quite nice, the seating position was fantastic and even with my ample 6ft, 100-plus kilo frame in the front there was plenty of room behind when I had a peek in the back.
Whilst I didn't have a head-up display to play with (that's Pilot Head-Up Display to you, sonny boy) I did have a chance to play with the computer display in the center of the speedometer.
This display can show seven different functions, the default being altimeter style extra speedo. Sure, it's mostly gimmick, but what a gimmick!
The altimeter speedo sees some green lines on the sides and your speed rotating through the center of the dial. The non-gimmicky part of this the fact that you can set the altimeter speedo in either miles or kilometers, so those of you crossing measurement borders from time to time (think US/Canada for example) can get both readouts on your speedo at once.
The display also includes other trip computer type functions such as distance to empty, etc. There are nine different functions displayed and there's a guide via some dots on the outside of the central screen, which act as an indicator for where you are in the menu system. Very handy!
Rotation through the various functions is controlled by a dial on a stalk to the left side of the steering column and is very easy to use once you get accustomed to it.
My test car also had the premium 11-speaker sound system installed, though we didn't have a CD or iPod to make best use of it. I know there are some who are very interested in communications and entertainment capacity of the car and I'd refer you to the technical highlights press release for information on that as it really is an impressive sounding system.
There's one more thing that I must mention about this car.
Whilst i've been here in Sweden, I've been either driving a Saab 9-3x or riding in a 2008 Saab 9-5 Biopower hire car. The 9-3x has been pretty good in terms of interior quietness but there were some squeaks from the 9-5 Biopower hire car.
Normally I wouldn't notice these, but one thing that was noticed about the 2010 Saab 9-5 that I drove is that there was not one rattle or squeak in the 90 minutes of driving I did. This is despite it being a pre-production car that's not subject to the same rigorous quality control as the cars you'll possibly buy as customers. It really was impressively quiet and smooth.
------
The main things I'll take away as my impressions of this drive are the following:
--
This new Saab 9-5 2.0T BioPower is most likely going to be the volume seller in the Saab range for many markets and I think it's going to make a lot of people happy, especially with an Aero level of kit.
And yes, the 2.0T is available as an Aero and with XWD. Note the badges below..... that's a Turbo4 badge, meaning four cylinder. The V6 has a Turbo6 badge on it.
Even in FWD form, the chassis allows this car to stick to the road in a manner that belies its large size and generous accommodations.
I think it really is going to prove itself to be a very versatile performer. From comfortable executive car to weekend twisty-tackler, this new Saab 9-5 is going to have something for everyone.
I can't wait to drive the V6 Aero!!!!
Do you happen to know what's the kerb weight of the tested 2.0 T FWD version?
I really want one of these, it's exquisite! What wheels are those shown on a dark 9-5 sitting below the 9-5 commercial in the picture above? They look great from this angle.
I want one of these, but I am sure I will wait a couple of years. For one thing what is the dealer network in the USA going to be? Then there is the cost. I am sure it it going to be good value, but but....people are just not spending money on cars right now......well at least I am not.
I am keeping by fleet on the road and in decent shape and that takes time effort and $$ to do that. I will let Saab work the bugs out of this marvelous design for a couple of years.
And yes get their dealer act together. I just wonder if they can find some of those enthusiast dealers that GM chased away!! I know more than a few in the USA that should be pushing htis car, but are long gone.
Kudos to Saab!
Also, please, describe noise and vibration (from engine) level inside of the car comparing to any other SAAB
I'm so glad you got to testdrive the 2.0T Biopower engined version ..... That engine's been looking so good on paper, and it's a relief to hear that it performs just as well in the real world.
I wonder what Maptun/BSR can push out of it?
Let's not vault into the sublime...
Certainly no offense to the auto buyers (never mind this one) but is rather insulting to the Engineers.
And if a third of the vehicle's dynamics are "wasted" otherwise then it's time to pack up the tent and concede all to M-B.
What's so fancy or enthusiastic about fiddeling around with a stick in 6 different positions, while your left foot is repeatly tramping on a pedal ??
This is technology from the automobile's birth, and gives a very uncomfortable drive.
Today's automatics are electronically controlled and state of the art in every aspect according to manual controlling the gear ratio's.
"Loosing dynamics" -what a crap statement-, you are not loosing anything, but you'll have to understand and learn to drive it according to it's "intelligence".
If you want a different and more "dynamic" drive style, just put in the "sport mode" and your transmission chooses a different switching pattern with engine management focussing on torque rather than comfort and fuel economy.
If you want the "engine braking effect" just switch to "manual" paddle shifting for managing the shifting pattern yourself.
Come on - Automatic is for "Intelligent drivers".
who's driving in a smooth and relaxing style, with a hand free to operate other devices :)
how did the gearbox feel like? same as the OG9-5 or better?
"just switch to "manual" paddle shifting"
That's not even remotely the same. The difference is controlling the torque and shift points by one's self. No paddle shifting automatic can provide any such level of satisfaction.
I wish that I had the money to buy the new 9-5 when it hits the dealers.. Wel´l, I can´t but will buy one as soon as posible. My father in law on the other hand Has got the financial muscles to buy one asap and judging from his smile when he saw the car in the news and the dead give away words of "My new car next year" I know I will be fortunate to drive the NG9-5 often and not that many months from now.. :-)
Cheers/Tom
http://www.netcarshow.com/saab/2010-9-5_sedan/1600x1200/wallpaper_14.htm
I can understand the usefulness of automatic for some people,
but for me manual is the only option.
http://www.youtube.com/watch?v=yyVHj3sHVHQ
I really love those tap-dance-sequences in the pedals.
But for me it's now auto, maybe because I'm heading for the fourties ot maybe the Saab auto convinced me finally...
So the TTID badge is done in photoshop, the question is who did the photoshop; SAAB or some "funny guy" at netcarshow?
The Saab bloke in passenger seat is holding his head with one hand - did you scare the wotsits out of him, or did he just not speak Tasmanian?
Did they show you the wagon?
First off my left knee sometimes does this funky thing where it feels like it's about to lock itself when I disengage the clutch. It doesn't happen often, but when it does it's a tad annoying. In the spirit of modern-day western society, I choose the path of least resistance and just do away with the necessity of a clutch pedal, thank you very much (and to those who might think 'why doesn't he see a doctor', the problem just isn't that big and so far has only manifested itself in this particular situation).
The second reason is a feeling I get, and the interesting part is that it seems to be the exact same sentiment shared by the manual tranny advocates, only diametrically opposed. I actually have a lot more fun and feel much more involved in driving when the car's got an automatic gearbox. Be it zipping through city traffic, going on highways in don't-let-mommy-know-how-I-drive-mode, or just negotiating that roundabout in a seemingly insane fashion, the automatics ensure that my hands are on the wheel and no part of the driving experience is ever obscured by the not-so-fulfulling task of moving a stick through a pre-made pattern like some sort of toy designed for toddlers.
And yes, I am an engineer (and a very, very fortunate one at that, if you know what I mean) ^^
Cheers,
Emil, Sweden
I checked the SAAB promotion video at youtube (http://www.youtube.com/watch?v=QMNy8AE4D6E) and at 0:34 you can see the TTID4 XWD bage so it is most likely genuine.
And the instrumentation also indicates that it actually is a diesel engine as the red section starts a 4500 rpm.
I think this is good news! :-D
I know what you mean, but you must be comparing with former generations of Automatic.
New and modern technology is unbeatable in most cases, in everyday driving, but of course on a sports car track day senario, or in an authentic oldtimer classic car driving the manual gear is the only option.
Peoples reluctancy for the Auto tranny is mainly because they once have tried a 3 or 4 speed old generation which was indeed terrible in shifting, and fuel comsumpting, plus the fact, that Automatic mostly is an billable option.
This makes it more expensive to buy, and often the tax is also higher due to extra weight and higher fuel consumption.
They are simply not willing to pay the money for the comfort an beauty of driving Automatic!
but in stead believes, they're sporty and more authentic autodriving, but paying the price by fiddeling aroud with a stick, constantly tramping a pedal, and wearing out a clutch.
Yes, -I simply don't understand.
On the other hand I am a biker, and I doubt running my BMW R1200GS with an automatic transmisson would be a good experience (automatic gearboxes are actually very rare on motorbikes). The reason for that is when biking I have to balance a rather heavy and powerful machine on two wheels, and I just can't imagine that an automatic gear box would be a good alternative in that combination. On two wheels it's extremely important to have the power available without the slightest delay. But in a car - I vote for automatic :)
Cheers from Norway
-Olav-
Always on the longest way home when out there with my SAAB. Always!
It is just a pity that new 9-5 at iaa had not enough response in motoring journals & magazines, could be far better in my opinion.
Can't wait to see the Station Wagon, or whatever they might call it ...
Nah, jokes aside. I like modern autoboxes for everyday driving, but for those trips on the fun roads where I drive for the joy of driving, then a manual is enbeatable, I know I have control, the gearbox wont shift at a moment when it will disrupt my focus on the road ahead.....
Most of all I want to have the best of both worlds, a DSG/PDK style transmission will be the future at least for me....
http://www.hirsch-performance.ch/Content.aspx?path=/News/HP+News/e07e482d-9fac-4a69-9709-226ae7bae2ef
And it's just so much more comfortable, especially in city and rush hour traffic, which give cramps in my left leg in a manual. The only reason I've had manual before in Europe is that here automatics are much scarcer. Especially a problem when buying used like I do.
But to each his own.
Todays auto gearboxes are OK, but still just a sad compromise. CVT is the future. Until then, I stick with a manual gearbox. :)
Again it's a matter of costs of development and production of the product.
In fact many bikes are so strong that they don't actually need the multi gearbox, but could easily do the job with a 2-3 speed automatic.
Try the Triumph Rocket and you know what I mean.
Actually I have changed the final gear ratio, and removed the 1. gear sprocket in my Triumph Bonneville MY 01 to reduce it from 5 to 4 speed.
BTW especially a touring bike could benefit from automatic transmission with more relaxing ride.
Automatic on a bike could free the driver from endless counting the gears and instead concentrate on traffic ahead. It's a safety issue like ABS brakes.
My daily driving is on a 3 cyl Triumph Sprint RS, aTriumph speed Triple for fun, and to be nostalgic a parallel twin Bonneville.
My sport touring needs is fulfilled by the multitalent Honda VFR. V4 engine.
With automatic it would be the "perfect bike".
I just can't stand in line fours on bikes, so a Honda CBX L6 cyl. is nearly perfectly restored.
Honda SP2 V2's (half a VFR engine with gear driven camshafts)is on my wish list.
I'm wondering if the 93X 2.0T BioPower and the NG 95 BioPower4 are fitted with the same engine.
@ctm lol, I have a 1973 Daf 66 Marathon Variomatic Coupe with CVT here. I'm glad to see others are finally catching on ;) But what a pain in the a$$ to work on!!
I don't see how it can be so hard to use a manual box in everyday traffic. What do you do behind the wheel that keep you too occupied to change gears? :) Also, in the winter I really do like a manual box and the ability to choose the exact gear I want at any speed.
Haha, yep, good old Williams... Oh, and good point about winter driving. In Ireland, conditions are always mild - so rarely any snow/ice, which other countries have. Can appreciate the difference there alright.
CVT gears are theoretiacally perfect, but problems with the "belts" made of fiber or metal joints makes it unrealistic for now at least.
Maybe the DSG style "Manu-matic" is the best compromise for most cars though they can't handle the torque levels of "power cars", so it's restricted to lower power levels.
That leaves the hydraulic automatic gearbos as a winner ! It's a high tech no-bother device, with no maintenance others than oilchange. It lasts forever, gives a pleasant drive, prevents destroying the engine by irresponsible gearchanges, (jump over gear, and overturning) and-
it can handle the torque:)
We have 2 cars, one with auto (Saab 9-3) and one with manual (Peugeot 207). I think it's easy to understand a lot of the arguments, but more difficult to understand the ones who are close to fanatic on either side...
Both have their pros and cons, just be happy with what you have. ;-)
-eats more fuel
-makes the car slower
-costs more to buy
-technically more vulnerable
I hope Swade has found out when Saab gets that long waited modern automatic.
But whatever about the inefficiency of a torque-converter, I still think it's a comfortable way to travel. If I do get a 9-5, it'll be a petrol auto. For me, the most comfortable combination.
I disgress. What about us who live in sparsely populated countries like the majority of those in Southern Africa? Take Namibia as an example: the density per square kilometer is 1.5 people. Do you need an autobox for driving then?
My collegues 2003 9-5 automatic is serviced to spec, had had a leaking tranny oil cooler and recently started shifting quite harshly. The mileage is around 250k km (156k miles) so the automatics are not the be all, end all, solution either.
To each his own...
Patrik: Saab have in the past said that the strongest engine for each fuel will be availible as an Aero. So I suspect that the 2.0T BioPower, 2.8T V6 and the 2.0 TTiD will be availible in Aero trim.
Aeropilot & Dan: I'm not really into automatics, but when I drove the current generation 9-5 Aero with an automatic gearbox it worked quite nice with the turbocharged engine, and the torque converter is probably quite good in 'masking' the lack of torque before the turbo can provide enough boost. However, the paddle shifts are too slow for 'active driving' and the fuel consumption and performance penalty are a bit too high in my opinion. Hopefully, we'll soon see the cars equipped with dual clutch tranmissions that provide the benefits from both automatics and manual gearboxes.
My overall impression from the reviews I have read of the 9-5(bearing in mind that Swade is the only reviewer I have read so far that has driven it) is that it makes up a lot of the ground lost to German competitors over the past decade or so, but that the 9-5 has not leap-frogged them in one go. That's about as much as any of could have hoped for the 9-5.
I am sure that other engine/transmission options will come on stream if there is a demand - we are always seeing manufacturers beefing up the options once a car is on the market; you have to leave some options for the mid-life facelift.
I can understand not offering a manual with every motor, but they really should with the V6.
Pointing to performance numbers and highlight how *small* the difference is between so-called "modern" automatics and a good old manual does nothing to convince me I shouldn't have the choice to drive the way I want to drive.
It's not about the performance numbers. It's about how the driving feels. I feel in total control driving my manual 9-5. It's also way more fun (clearly). A true manual driver doesn't even bat an eye or think twice about driving in heavy traffic, which I do all the time here in Chicago.
In fact, my biggest problem when driving that automatic Turbo X is slamming on the breaks all the time looking for a clutch.
increased consumption ( still existing according to wikipedia)
nausea, due to acceleration /deceleration at instants not under my fine-tuned control. This is very concrete, since i get no nausea when i drive myself, however have serious problems on curvy roads when being chauffeured.
"In fact, my biggest problem when driving that automatic Turbo X is slamming on the breaks all the time looking for a clutch".
['rolls eyes' icon, please...sorry].
Having said that its all a matter of personal taste and nobody is right or wrong in this discussion. Manual or auto - we still love our Saab!!
Other than that, I agree, for purposes of driving a big family sedan, I would prefer an automatic transmission.
-cabin space: The cabin length (excluding the front seat, from steering whell to back seat) is x cm, y cm longer than the Insignia. Where are the missing z cm of overall length difference gone? I assume that partly, the difference is due to the front seats which are really volumenous. Also, the trunk may be a bit longer (15 l more than the Insignia). The rear seat width is identical to the one in the Insignia, at 135 cm.
-front seats: volumenous. I can only hope that they pack back in comfort would they take in cabin space.
-Trunk: Turned out to be an endless black cavity. No idea how to ever remove heavy stuff, like water bottle trays, from the remoter parts of this trunk. The advertised Cargosystem evidently is just a futile attempt to alleviate the trunk shape. From this aspect alone, it is obvious that a tailgate is necessary. Incidently, the problem is shared by the Jaguar XF.
-Sheet metal tooling: The cars shown in Frankfurt have been built in Rüsselsheim on the Insignia line; so the tooling at least for the body seems to be complete. I.e., the exterior design is now pretty much final.
-drag coeeficient: no final results determined yet. That may mean that they do not know a precise value yet, but likewise, that some fine tuning is still being done. As the body is now fixed (see above), I assume that this could concern certain plastic parts, or a panfloor cladding?!
-towing capacity: still pending, Saab is presently doing experiments to determine the towing capacity.
-iPhone integration: mixed information; it appears that Saab is aware that this is a must for Saab customers :-)
-rear window: has a VERY slant angle. This means first of all that despite being pretty huge, the rear view is limited to a tank embrasure. Secondly, the space between the rear window and the rear shelf is rather shallow. Traditional hatchbacks, like the 900/9-3 or 9000, allowed for a significant expansion of the available trunk capacity, by removing the trunk cover. E.g., I estimate that in my 9-3, I can expand the trunk from 485 l to about 650 by removing said cover. This will presumably not be possible in a potential hatchback version of the 9-5; assuming that for aethetical and aerodynmic reasons,the overall shape would be similar to the sedan version. Personally, that is disappointing.
-dashboard light show: as cool as seen on the photographs; the central information display can also show recognised traffic signs.
-HUD: It is either unknown, or not yet been communicated to the well informed lady on the booth that I talked to in respect to this detail, wether or not hte HUD will also diplay navigation information. While the audio system has been fixed (Harman cardon), the navigation etc. is not ready yet.
outer door handles: No match for the old ones, but that was already clear, right?
inner door handles: appear to be chrome cladded plastic, not massive metal
Storage compartments in the doors: No insert, like in the 9-3 I, but only a one-layer structure
individualization: No special body colour options or leather options are presently planned for bespoken cars. Options that still significanly set apart the Audi A6.
Personal remark I: In regards the main competitors in Europe, Audi A6 (some standard for Saab, evidently), Volvo S80 (domestic market mainly), and Skoda Superb (the only car with a concept similar to the 9000), I would say that the 9-5 is on par with the A6 and the S80. In fact, both cars look a bit dated in comparison, in particular the dashboard design. Rather conservative, the S80 aslo being a bit boring and square. otoh, I would also not, frem simply looking at the cars, and comparing the specs, see any "killer feature" in the Saab 9-5 that would drive the crowd into the showrooms. The 9-5 offers more cabin space, albeit at a longer overall length, complicating parking in crowded town. The Superb is however still to be taken very seriously. It in fact (even if Saab has not yet recognised?!) addresses the same customers, i.e. people suffciently open minded to look outside the Audi or Volvo box. An Audi diehard will not change his/her brand. But an open customer will of course give consideration not only to Saab, but also to Skoda. And the Superb still offers much more cabin space, a bigger trunk, a practical tailgate, and can be optioned with most of the stuff also available for the 9-5. And it's cheaper too. In fact, I also spent some time in a VW Phaeton extended wheelbase, and it didn't seem to offer any more space than the Superb. The Superb is also 17 cm shorter than the 9-5. I can only hope that here, the devil is in the details, and in the driving experience.
Personal remark II: The next car after the 9-5 I came across for a closer encounter, was the Citroen C6. Now that turned out to be one cool car. The design is outstanding. Much better in the details than I had expected from photographs. For example, the doors have no frames for the windows, i.e. they are just half doors. The windows seal directly to isolation beads in the car frame, and upon being opened, can vanish completely within the doors. The wooden door storage compartments have a side lid that move vertically, the up-movement is automatic. Unusual instruments. Space is generous, the suspension is legendary; and I was a bit frustrated that Saab could not be more radical in it's design approach, being bound to the Insignia platform.
You're absolutely correct about needing a manual gearbox in the US market. It is important to note that Saab sells LOTS of manual gearbox cars even in the US. Globally in the US the manual is only about 8% of sales, but at Saab, I would expect it to be at LEAST 40%. Even Lexus offers a 6-speed stick in the IS250.
I'd expect a manual at least in the 2.0 T model, what concerns me is that the 2,8 is automatic only? That sucks balls!
I was waiting for your comments. ;)
First some official information for you:
http://www.gmeurope.info/press/intl/saab/en/New_Saab_9-5/index.html
Drag Coefficient 0.28
Towing weight 1600 - 2000 kg (braked)
The cars in Frankfurt were prototypes. To me,it was very courageous to present prototypes at the IAA, as many of the parts don't have the final quality grade. I was on the first trade day and some of the chrome-coating was already missing. But none the less, I love this car.
To the drag coefficient, this value alone doesn't say much about the real drag of the car compared to other cars, the much more important value is CD times Frontal Area, but I've never seen this value made public by any brand.
To the cabin space:
You are right Thyl, the Super-B is the only one with more legroom than the 95, but on the other side, I think the VW interior is a little bit more than boring.
To turn to something else:
The saab 9-5 has the hiperstrut frontsuspension (all 9-5's?). For those interested in what it is and how it works here is a link:
http://www.vxronline.co.uk/forum/showthread.php?t=57621
and P.S.: We have two cars, one auto (9-3) and one manual (Smart ForFour). And yes, I like both.
But think about this: we do not use cranks any longer to get the engine running (although Renault shows us in his adverts someone who still does), we do not have a handle to control the air-fuel ratio, we also have no control about the ignition timing and we use automatic climate control, we even have the volume of our radio's controlled by the car. So why would you want to change gears by yourself????
Un fortunately I'm not surprised at all.
Look at where all the bits and pieces comes from.
It's made by, and of GM added a little Saab touch. They even placed a Saab badge on the engine plastic cover ! -but it can't hide the Opel underneath.
This car won't pass the criteria for my next Saab !
Pressing down a pedal every know and then (on a highway maybe a few times per hour!) hardly hurt your knees. If something puts a strain on your body then it's the accelerator and the constant press you have to put on it. So a cruise control are far more "ergonomic" than an automatic gearbox.
I actually think GM have been behaving pretty good since 2005 in regards to Saab (the decision to cancel the new 9-5 was very bad, but after that they had a good plan), but the crisis in GM and the financial problems in the world changed everything...
This car is the most advanced SAAB ever made and it was done so with the handicap of 100% GM ownership. This may not be what everyone wanted, but we should be encouraged by the results despite pressing odds.
The silver lining is this: Imagine what SAAB will be able to do w/o the GM ball and chain!
It has always looked to me like quite a large sedan in professional photos..... but to see a human being propped against it really changes the dimensions for me..... either that or it's due to the dimensions of the specific human propped against the 9-5 in this instance.
;-)
http://www.carthrottle.com/saab-releases-official-specs-on-2010-9-5/
Get it circulated.
http://www.carthrottle.com/saab-releases-official-specs-on-2010-9-5/
Get it circulated.
http://www.saab.com/global/en/start#/Cars/all-new-9-5/overview/Intro/
it will show navigation instructions.
If you look closely at the image posted with
http://www.saabsunited.com/2009/09/2010-saab-9-5-brochure-online.html
you can see an example which appears to show the turn in a roundabout.
-front seats: Yup, they are VERY volumenous. The look safe and comfy, but the current 9-5 seats look better and are sleaker...
-Trunk: The small opening is a problem on the current 9-5 sedan, it it looks as of the new one is about the same. The Skoda solution is......Superb, and it would have suited the Saab perfectly.
http://designeast.eu/wp-content/2008/03/superb_twindoor04.jpg
Now in my fourth SAAB since 1993, I drive automatic since the third one:
>> BaRa is 100% right with his statement about knees etc. - made the same experience on my long journeys from Germany to Norway, to the Atlantic Coast/France or to Croatia. Absolutely NO problems with knees etc. since I drive automatic. The driving is more wellness-feeling and less hectic. (Before, I felt the knee just after 200 kilometers driving manual gearbox.)
I came to automatic per "accident" 'cause the model that my dealer presented had one, I tested it for some days -- and surpise: I never want to drive manual any more. Would have never thought it before - but I don't miss manual gearbox ...
>> ctm is right too with his statement about cruise control, which I use since my 2005 9-3 Hirsch Sportcombi. But after 50 kilometers or so with cruise control I need a little break and want to give power myself. May be on last journey to Croatia this year I drove ca. max. 35% with active cruise control.
He was eating pizza in trollhattan 2 years ago...
Now he's like "mr saab" Great job Swade !
He was eating pizza in trollhattan 2 years ago...
Now he's like "mr saab" Great job Swade !
http://www.gmeurope.info/zooms/zoom0933/00126462.jpg
Those overhangs are larger than you'd think. Big boot, the estate capacity should be huge. I hope they don't trim it as the Insignia cargo bay is done. It loses so much space for the aid of a 'clean' look. Straight sides where Volvo has scallops. And let's hope it doesn't have that stupid double brake-lights/door thing like the Insignia.
http://i.telegraph.co.uk/telegraph/multimedia/archive/01383/insig3_1383667c.jpg
By the way, the press release keeps saying that the 9- is the most advanced SAAB ever - so it should be. Can you imagine if it was less advanced than the current models?
Last year I drove a Mercedes S 500 with the 7-gear automatic and I absolutely adored it. Driving it was simply effortless and I couldn't imagine this with a manual transmission.
But:
I love manuals. I love engaging the clutch, I love moving the stick, I love to have the engine at exactly the rev-level I want it to be.
And I enjoy it always, even in town and in traffic jams.
Back to topic: Great review. Thanks to Swade and thanks to Saab!
I am interested in the low rev characteristics of the engine. My 2,0t 09 BioPower does have noticeable turbo lag when flooring it from 1500-2000 rpm. Above 2000 rpm I think its ok.
Now that Saab finaly has DI they shoud have been able to fix this. 350 Nm at 2500 rpm sounds high. (Audi manages 350 Nm @ 1500 rpm, 211 hp. Bmw new n55, 3 litre 6, single twinscroll turbo manages max toruque from 1200 rpm).
It doesent sound much but a few hundred ron does miracles for the driving experience, and a difference of 1000 rpm is huge, 2500 rpm compared to 1500.
Question is, did the Saab hesitate a bit from low rews or did it pull cleanly. It should be much better than any Saab so far, because of DI.
That rumour of the V6 Aero kicking OPC butt is a rather interesting one, as the 9-5 is longer, presumably heavier and has 25hp less..... could SAAB have been testing something else under the bonnet?
I suspect that the new Saab 2.0T is closly related to the GM LNF engine, and it's torque and power curve you can find below. It should give some indication of what to expect.
http://media.gm.com/us/powertrain/en/product_services/2007/HPT%20Library/Ecotec/2007%20LNF/2007_20L_LNF_Solstice_SAE.pdf
Dashboard design is also very important to me, and one of the main reasons why I don't like any of the VAG cars.
That is quite amazing, considering the rounded shape. The only explanation I have is the front design with these "airbrakes". Large grill, the small black portions inwards of the headlamps, the black holes below etc. Styling over functionality; "agressive front", here you have it.
imho, Saab should smooth those or cover them with acrylic (provided they are not needed for air intake), and they should also set into action the side holes etc. Cladding of the car's folpan might help as well. There is certainly room for improvement, and it will come, I guess.
But, DI will do much to reduce lag and the get max torque at lower number.
You can squirt in fuel later in the combustion process wich will not yield in more power but higher gas speeds (since a bit simlified, the combustion continues for a longer time and therfore a turbo that spoles up faster.
Also DI enables you to run higher compression without knok since you also cool the combustion chamber when you add fuel during the combustion process.
DI is what every turbocharging man has been dreaming of.
Magnus: A direct injected spark ignition engine injects the fuel during the intake stroke and/or early compression phase at high load. This provides some additional cooling, enough to increase the compression ratio a bit, but the combustion occur as normal, although a slightly leaner mixture will usually be enough at high load. At part load some DI engines use a stratified charge. Then the fuel injection occur later, late compression stroke, with the purpose to create a stoichiometric fuel mixture around the spark plug, but in overall a lean mixture to reduce fuel consumption. Combustion still occur as normal.
As a gasoline direct injected engine do not inject fuel during the combustion, as is the case with a diesel engine, the injection pressure is much lower at typically less than 200 bar.
When it comes to direct injection engines from GM, I don't think any of their production engines use stratified charge as that requires special aftertreatment to handle NOx emissions. That would also explain why they only claim a 3% improvement in BSFC.
I mixed a little Diesel process in there, yes you are correct. Thansk for the explanation.
What decreases turbo lag is that being able to run lean mixture at low loads produces ca twice the exhaust gas flow and hence less turbo lag. (Since higher flow means the turbine is spinning faster and doesn´t have to increase as much as a none DI with slower spinning turbine at partial loads).
Would be a shame if Saab missed this opportunity.
In any case, I don't think these DI engines operate lean. If you're going to operate lean you need to be able to store NOx, and then operate the engine rich when the NOx storage is full in order for NOx reduction to work.