From the July 2004 issue of Car and Driver.
The 9-2X represents many firsts for Saab. It is the first Saab to feature all-wheel drive. The first to compete in the premium-compact segment. And the first to be built on the Swedish island known as Japan.
Ex-squeeze me? Was that JAPAN?
Hai! The home of teriyaki, karate, and Nintendo is now home to a Scandinavian import. This blue-eyed, black-haired beauty is built by Fuji Heavy Industries, a.k.a. Subaru, in the Gunma Yajima plant and then exported to the U.S. and Canada for consumption by Saab’s North American faithful. The only things Swedish on the car are the badges, and we’re not so sure those aren’t made in Japan, too. Perhaps you’re curious as to why Saab took this circuitous route? Let us explain.
Saab felt it direly needed to get a foot in the door to the premium-compact market, which the brand predicts will triple in size by 2006. Not only has Acura been thriving in the segment for years with the Integra and RSX, but the Euros are currently organizing a full assault as well. Volvo is already out with an all-new S40 sedan and the V50 wagon. Audi is only a year or so away from bringing over the five-door A3. And heck, it’s rumored that within a couple of years BMW will ship to the U.S. a form of its new five-door 1-series—possibly a two-door coupe, à la 2002—that could carry a 2-series title. The guns are being positioned.
Well, Saab wasn’t thrilled at the thought of being left out in the cold once again, missing out on all the fun had by the other kids playing Battleship. Accordingly, Saab turned to the one entity that could quickly rally the troops—the General. As in General Motors.
As you may know, GM has a 100-percent equity share in Saab and a 20-percent share in Subaru. So when Saab needed a small, quick leadoff hitter for its lineup, it was the General that nabbed the WRX wagon from Subaru’s squad and optioned it for Saab’s team. For Saab, the wagon made the most sense given the brand’s hatchback history. Plus, it’s a very functional design that can squeeze in five adults along with 28 cubic feet of gear. Had Saab attempted to build its own car from scratch, it would have taken up to five years to get it to market. Time equals money, not to mention competitive advantage, so Saab gladly accepted the General’s offer. Not a bad offer, mind you, given that the WRX made back-to-back appearances on our 10Best Cars list in 2002 and 2003.
That this Saab is really a Subaru begs the question, How different are they? To sum it up: a lot and a little. “A lot” with respect to the extensive aesthetic changes Saab made to the WRX, yet “a little” when it comes to the disparity in overall driving experience, which we’ll get to later. First, the laundry list of alterations.
The 9-2X is not a simple rebadge, evidenced by the myriad modifications inside and out. From the A-pillars forward, the 9-2X is completely unique, wearing new front fenders with distinctive cornering lamps, sleeker headlamps (with available xenon bulbs), a flusher hood scoop, and Saab’s signature three-hole grille. Only the doors, the roof, and the rear quarter-panels are shared with the Subaru. In profile, the Saab shows off more-aggressive rocker panels, an integrated rear roof spoiler, and a clean roofline unmarred by rails, which are standard on the WRX wagon. For the hind end, Saab nipped and tucked the Subie’s butt, fitting the 9-2X with fresh taillamps, a bumper with a black diffuser, and a new tailgate that houses the license plate.
Inside, Saab has given the Subie a full IKEA makeover. The carpeting is now a richer, fuller weave. The door trim is improved, now more pleasing to the eye and hand. Gone are the Subie’s cheap dash-mounted cup holder and manual HVAC controls, replaced in our Aero model by two drink holders in the center console and a metallic-look center stack with knurled knobs for the radio and automatic climate controls. Our Aero also came with a standard in-dash six-CD changer and options not even available on the WRX wagon: a $1950 power sunroof and $1695 black-and-parchment leather-wrapped seats with front active head restraints (part of the Premium package, which also has the xenon headlights).
Saab wanted—and needed—to enhance the WRX’s subpar NVH levels. Thus, it installed not only the upgraded carpet but also sealing for the rear quarter-trim and liftgate; a revised rear engine mount; acoustical treatment on the roof and rear floor; and new or improved insulation for the toe board, fenders, and shift boot. We told you it wasn’t a rebadge.
Mechanically, our test 9-2X Aero is nearly identical to a WRX. It features the same 227-hp, 2.0-liter turbocharged flat-four, five-speed manual, and all-wheel-drive system as the Subie, but it attacks the road with quicker steering and a retuned suspension. Saab stiffened the steering-gear mounting for better feedback and response, and on the Aero, pitched the WRX’s standard rack in favor of the rally-bred STi’s, which lowers the ratio from 16.5:1 to 15.0:1. The Subaru’s strut suspension was reworked with firmer springs, softer dampers, 10mm-shorter rear bump stops, and stiffer front control-arm bushings. In addition, 1.8mm of toe-in was dialed into the front wheels for better on-center feel and straight-line stability.
That’s the laundry list, but how does it all come out in the wash? Compared with the Subaru, the Saab is first and foremost a more refined machine. At idle, the rumbling from the engine that is so evident in the WRX has been hushed in the 9-2X, as if quelled with a down pillow. Our test car registered just 44 dBA on the sound meter, compared with 51 for the last WRX sedan we tested (“Two Against One,” October 2001). Since we never tested a WRX wagon, a direct comparison is a little tricky because a wagon has a cargo area that acts like a noise-enchancing echo chamber. As expected, then, the Saab wagon’s sound levels surpass the WRX sedan’s at both wide-open throttle (78 dBA versus 75) and 70-mph cruising (73 versus 71). In spite of that, the Saab somehow seems quieter, maybe in part because it has eliminated much of the Subaru’s tin-box effect, especially the cacophony of road pebbles ricocheting off the wheel wells and undercarriage. The leather-wrapped, three-spoke steering wheel relays minimal vibration, as does the gearshift–both weak spots in the WRX. Moreover, the interior, although still more economical than luxurious, is smart and inviting, with supple leather, higher-grade plastics, and metallic accents.
Over Ann Arbor’s diverse landscape, the 9-2X exhibited a ride as firm as the Subie’s yet more compliant, better at absorbing the harsher impacts. Saab’s diligence paid off here, resulting in a ride more befitting of a “premium” car. The steering is superb, offering crisp turn-in, a firm on-center feel, and quick response that isn’t too quick. The overall feel is light yet amply communicative, rarely requiring adjustments to the wheel after taking a set.
The precise steering only enhances the Aero’s impressive grip and scoot. Fitted with split-spoke 17-inch alloys wearing W-rated 215/45R-17 Bridgestone Potenza RE011s (included with the sunroof on Aero versions), our test 9-2X pulled 0.86 g on the skidpad, superior to the WRX’s 0.82 and on par with another premium, now discontinued all-wheel-drive wagon, the Audi S6 Avant Quattro (November 2001). Furthermore, the Saab not only shorted the S6 from 70 mph–171 feet versus 176–but also outgunned it in acceleration, posting a 0-to-60 time of 6.1 seconds (versus 6.3) and a quarter-mile sprint of 14.7 at 92 mph (versus 14.9 at 97). Wow. Plus, the 9-2X Aero beats the old 9-3 Viggen (February 2002) to 60 and the quarter. As with the Subie, our only real gripe is the Aero’s turbo lag, which stifles momentum below 3000 rpm. The WRX sedan is still quicker–we tested one that did 5.4 and 14.1, respectively–but it’s also carrying 164 fewer pounds than the 3256-pound 9-2X. Nonetheless, the Aero should prove to be plenty competitive in its class.
The real beauty of the 9-2X Aero is that it retains the WRX’s core fun-to-drive factors–turbo power and the sure-footedness of all-wheel drive combined with eagerness to perform four-wheel drifts–without really diluting the Subie’s raw driving experience. It has only softened the edges while at the same time raising the quality bar. For that, Saab is asking $27,645, or $2975 more than a WRX wagon. If you want less for less, Saab is also offering a $23,685 Linear version with 165 horsepower.
Our tester, equipped with the Premium package, sunroof, and $600 heated seats, rang the register up to $31,890. Add another $1250 for an automatic. Premium cars equal premium pricing. But considering the Saab is the best all-around WRX to date, not to mention it includes no-charge maintenance for two years or 24,000 miles and a longer four-year/ 50,000-mile bumper-to-bumper warranty, it may garner another first for Saab in the new millennium–winning one of our comparos.
Counterpoint
Recommending a WRX to a friend is like setting him or her up with a potential mate who’s a bit on the homely side but a lot of fun, too. Needless to say, this matchmaking rarely works out. When people are investing their money or hearts, a physical attraction is necessary. The Saab version of the WRX addresses this issue with a makeover worthy of its own network show. It doesn’t go so far as to create a Swedish supermodel, but the improvements might sway status-conscious customers. Under the skin, subtle modifications make the 9-2X feel like a WRX with the volume turned down. If you tried to love a WRX but failed, you might find a match with the 9-2X. —Tony Quiroga
I love the Subaru WRX, so of course I’m also enamored of Saab’s nearly identical version. But by adding a few luxury features and more sound deadening, Saab took the car in the wrong direction in weight, price, and performance. It’s slower and more expensive. In my opinion, Saab should have added the WRX STi’s 300-hp engine but kept the standard WRX’s softer suspension. Then we’d have something different enough to justify a loftier price. The only reason I could see popping for the Saab instead of the Subaru is that a Saab dealer typically throws in more perks, such as free loaner cars. I’d stick with the Subaru, however. —Larry Webster
We’re on record as Subaru WRX love slaves, which makes questioning the bona fides of this badge job just a little awkward. Particularly since this car adds something to the Saab lineup–all-wheel drive–that’s overdue. Not to mention a high fun-to-drive quotient, augmented by small-wagon usefulness. Nevertheless, as a descendant of Vikings, it seems to me there’s a credibility question that’s gonna nag Saab faithful. Do a few suspension tweaks, a new grille, and leather morph this Japanese warrior into something the trolls of Trollhättan would bless? If it looks like a Subaru and drives like a Subaru, will it really make you say, “Yah, shoor”? —Tony Swan
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Source: Reviews - aranddriver.com
