Review and photos by Laurance Yap

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Trollhattan, Sweden - The Saab that I love - the builder of quirky turbocharged cars with aircraft technology and rally heritage in its veins - isn’t necessarily the Saab that General Motors, its owner, wants it to be. Buyers of Saab-style Saabs aren’t numerous enough for the company to sustain itself as a manufacturer; in GM’s eyes, at least, Saab has to pitch itself at a more mainstream audience so it can build more cars and start making some money. Hence the introduction over the last year of vehicles such as the Subaru WRX-based 9-2x and this year’s 9-7x, which rides on (ahem) the same platform as a Chevy TrailBlazer and even offers its (ahem) V-8 engine.

Real Saab enthusiasts will, of course, be up in arms about these vehicles, and GM is, to its credit, mindful that losing them would be a bad idea in a time that it’s trying to grow the brand. So we’re here in Gothenburg - Volvo territory, really - to drive the new 9-3 SportCombi, a wagon whose Saab-ness, I’m glad to say, will warm some of the hearts rendered cold and cynical over the last couple of model introductions.

It is, at least, a Saab that’s been designed and built in Sweden. The SportCombi’s wagon body is as clean and attractive as the 9-3 sedan it’s based on, with the window line extending smoothly up from the back door to meet a steeply angled tailgate; it kind of looks like the car’s wearing a crash helmet.

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The front features Saab’s distinctive triple-opening grille, and the rear is decorated with a set of big LED lights that look kind of like ice blocks (regulations may not permit them to come to Canada in the form you see in photos). Saab’s designers got the stance right, too: even on its base suspension, the 9-3 wagon sits low on its wheels, and looks poised for action with its subtle (and functional) rear wing and big twin exhaust pipes.

Those pipes hint that there’s more of that action available now, thanks to a new 2.8-litre turbocharged V6 that produces 250 horsepower. Based on a GM corporate “global” engine component set, it’s been extensively customized to give it that Saab feel. Though low-end torque is strong, and there’s very little lag, there’s still a rush of acceleration in the midrange, and the new V6 sings a distinctive warbling tune. Surprisingly, given the torque output of 253 lb-ft at a low rpm, there’s less torque steer with the new engine than the turbo fours we’re used to (it’s still available, in 210-hp trim for the wagon), even with the standard six-speed manual transmission’s low first gear. A new six-speed automatic is also available, and will likely account for the majority of sales.

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There’s never been much wrong with the way the 9-3 drives, but the addition of the V6 does give it some extra ammo in the entry-lux marketplace, where more cylinders buys you more credibility. In truth, the twin-scroll turbo V6 doesn’t feel much faster than the high-pressure turbo four does in a straight line, but the noises it makes are indeed richer and more cultured than the whooshing and growling 2.0-litre. The six-speed is slightly notchy, but a pleasure to use; the car’s steering is accurate if a little light, and the brakes are strong, if connected to a slightly sensitive pedal.

The car’s ride/handling compromise, even on the optional 18-inch wheels, is very good: it goes around corners with very little body lean, but also does a fine job smoothing out rough pavement. In addition to the stable suspension, the 9-3 offers a full complement of the expected active-safety driver aids, such as ABS, traction-, and stability-control systems. Those systems are extremely subtle in their intervention, and they combine with a body structure that - thanks to additional reinforcements in the C- and D-pillar area - is comparably rigid to the sedan’s to create a very pleasurable driving experience.

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Going from back to front, the new wagon’s interior is as logical and well-organized as you would expect of a Swedish hauler. The rear hatch is huge, opening well out of your way, and the rear suspension intrudes very little into the cargo area, and there’s a ski pass-through and a folding front seat to accommodate long items. There are also cargo tie-downs and several optional accessories, such as a dog carrier, which can be installed quickly and easily. Of course, the seats fold flat as well, with a couple of simple motions, and you don’t need to remove the rear headrests beforehand. While the entire area doesn’t initially look that big, volume is excellent thanks to that low floor and a high, domed roof. An extra set of attachment points for the cargo net sit above and just in front of the rear seats to contain large loads, and the tonneau cover retracts upwards, up the D-pillar, at a single touch.

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Up front, the cabin will be familiar to anyone who’s spent time in a 9-3, with a combination of truly useful design (night panel display, centrally-mounted ignition switch that won’t injure your knees in a crash, easy to use controls for the audio and climate system) along with some almost self-consciously quirky Saab touches. The handbrake, for instance, is integrated into the side of the centre console and looks very cool, but has a tendency to pinch your fingers when you release it. There are two separate displays - one at the windshield line and one on the dashboard - that call up a similar set of options and preferences for the vehicle’s various electronic systems; why they couldn’t have been combined (especially given how they need separate controls) is beyond me.

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Overall build quality of the test cars we drove was better than other 9-3s of my memory, but some of the plastics on the dash and door panels still feel scratchy and cheap, which is a shame given some of the luxurious touches like the solid metal door handles and the gorgeous leather that covers the steering wheel, shifter, and seats. Those seats are superb, as they’ve always been in Saabs: while not designed for hard cornering, they remain comfortable for very long drives, and are supportive in all the right places. The fine interior, the versatility, and the car’s calm ride, make for a great road-trip machine.

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Saab anticipates that the 9-3 SportCombi will be its biggest-selling model once it hits dealerships this Fall, and it’s not hard to see why. It’s as fun to drive as the sedan, but more versatile, and arguably better-looking, and its roomy rear end is closer to Saab’s heritage of cars that can haul stuff as well as simply haul. Though pricing for Canada has yet to be announced, in the U.S., the 210-hp base car will undercut a comparably-equipped 200-hp Audi A4 2.0T by about $4,000, which bodes well for the value equation in our own country. This is a car that Saab needs to be a hit - not just for its bottom line, but for its image as well - but, thankfully for them, it looks like all of the ingredients are in place for it to succeed.