Saab 9-3 SportCombi 2006 Review

What we liked
>> Engine elasticity
>> Not just another 3 Series
>> Easy living cargo area

Not so much
>> SportCombi? C'mon guys
>> Interior needs a visual lift
>> Front-drive foibles

OVERVIEW
Saab's SportCombi has arrived after what must surely be the longest gestation period of any model-line derivative. The sedan upon which this classy-looking load carrier is based graced us with its presence in October 2002, so to make us wait almost four years for the wagon is bordering on ludicrous.

Ah well, regardless of the reasons why (and there are a few to choose from), the SportCombi is a first of sorts for Saab, the first wagon in its entry level 9-3 range. Previously, cargo carrying duties have fallen to the wagon version of the 93's big brother, the 9-5.

The 9-3 SportCombi is positioned in a very competitive field, challenging BMWs, Audis, Volvos and others for the consumer dollar.

There's two models to choose from: a 9-3 Linear and 9-3 Aero. The differences are primarily mechanical but extend to equipment levels as the massive price difference would suggest.

At launch in February 2006 the 9-3 Linear SportCombi costs $45,400 and the Aero is $72,400.

FEATURES
The 9-3 SportCombi is based on the 9-3 sedan, and therefore shares the bulk of its bits with its four-door brother. Which means you get all those goodies –- and quirks -- the Swedish carmaker is famous for. First, and obviously the most important is the funky cupholder which telescopes out from the dash before unfolding into a sleek, slimline receptacle for your beverage.

Okay, so the cupholder is probably not the make or break of this car, so let's get back on track. The 9-3 is certainly a comfortable car to inhabit, with all the mod-cons befitting a vehicle of European origins. For starters it's well built, rigid and quiet, with nary a breath of wind noise from the outside while driving.

Artificial 'wind noise' is there for the cranking, though, with standard climate control air conditioning on both models. Electric windows and remote central locking is part of the price, as is cruise control, trip computer, CD stereo, leather trim and chrome/alloy accents on touch points. Enough to put it marginally ahead of higher-priced German competition.

But up until now the story's sounding just like the 9-3 sedan piece. That's because all the differences can be found around that very stylish rear. First up is the soft-touch tailgate which opens with barely a breath's pressure on the touch plate. Once that's done two powerful gas struts lift the lid without you straining a muscle. Nice.

COMFORT
There's no denying a sense of refinement and build quality on the inside, but the ambience is shattered by a couple of clunky ring-ins. First the two low-quality, highly-pixelated screens in the centre stack, and second the cheap, chintzy feel of the cruise control and indicator stalks.

Get past those and the 9-3 SportCombi's interior is not a tough environment to inhabit. It's easy to find a comfy driving position with multi-adjustable seats and reach-and-tilt adjust on the steering wheel. All switchgear and dials are easily reachable from a natural seating position, and the seats themselves are nicely contoured and comfortable over longish distances.

The back seats aren't especially spacious, but have enough head and legroom to accommodate two average size adults; that said shoulder room's going to make three a squeeze.

The cargo area -– this car's raison d'etre -– is well thought out and roomy. Plenty of floor area, a wet compartment under the floor, nifty two-position retractable cargo cover (optional extra) and 60/40 split folding all make life easier. There's a couple of tie-down points but sadly not the airplane-style cargo runners of the 9-5 wagon. Shame that.

SAFETY
Active safety features go beyond the inherently docile front-drive chassis and include ESP electronic stability program with traction control and CBC corner brake control, ABS antilock brakes, EBD electronic brakeforce distribution and BA brake assist. Basically everything currently possible with Bosch's latest generation 8.0 system to help you maintain control in adverse conditions.

Passive safety (once a crash is inevitable) includes dual front airbags, side airbags for the front row, and head airbags for both rows.

All Saab models include active head restraints in the front seats which flex forward to 'catch' your head in the event of a frontal impact, thus reducing the potential for neck injuries like whiplash.

MECHANICAL
There's two engines in the 9-3 SportCombi range, a 2.0-litre low-pressure turbo in the Linear and an Australian-made 2.8-litre turbocharged V6 in the Aero model. The Linear comes with a choice of five-speed manual or automatic, the Aero gets six gears in each option.

The Linear model produces 110kW/240Nm to endow the car with decent real world performance but it's never going to be called sporty. That job falls to the Aero with an impressive 184kW and 350Nm of torque to call on at a moment's notice.

Like most prestige cars these days the 9-3 uses an electric throttle and myriad electronic minders to ensure the engine's power never overwhelms front wheel grip - unless you turn them off.

Both models are front-wheel drive, as indeed are all Saab models in Australia. Four-wheel disc brakes are part of the package as is a smooth riding independent front and rear suspension.

The Linear rides on 16-inch alloy wheels and tyres, the Aero steps up an inch and both come with a full-size spare tyres below the boot.

COMPETITORS
It's a tough market out there, and Saab knows this better than most. Sales predictions are modest, but even that means nothing in a market brimming with alternatives.

The 9-3 SportCombi will compete mainly with wagon models of the Mercedes-Benz C-class, BMW 3 Series, Audi A4, Alfa Romeo 156, Citroen C5, Subaru Liberty, Mazda Mazda6 and Volvo V50. Given the deals on offer and competitive pricing in its market segment things could get tough.

ON THE ROAD
It's hard to fault the 9-3 SportCombi's abilities on the road, but equally it's hard to find excellence in its packaging and performance.

We test drove the more muscular 184kW Aero model and it's certainly powerful. The engine is strong from pretty much anywhere in the rev range, and responds forcefully if a little slowly to urgent requests from the throttle.

Likewise the six-speed automatic transmission sits comfortably with a prestige car. It is unquestionably smooth, and quick to change gears when it decides to do so -– which alas can be a moment or three after you decide.

On the whole, the drivetrain works the best if you assume a modicum of sporting prowess rather than any tarmac ripping pretensions.

The 9-3 SportCombi's ace in the hole, however, is its ride quality which is quite honestly superb on average-to-good quality Australian roads. It is better than a BMW 3 Series at dealing with smaller bumps and undulations, it's also less prone to tyre rumble. But road joins and sharper protrusions stil find the 9-3 wanting, and they transmit sharply into the cabin.

Ultimately, though, there are only two reasons you'd buy the 9-3 SportCombi. One; because the price is right - not all that hard when most of its German competition add thousands for the badge alone. And two; because it's different to the rest of Europe's wagon train. For some, that will be enough...